Connection Details For Prefabricated Bridge Elements and Systems
Connection Details For Prefabricated Bridge Elements and Systems
Bridge Elements and Systems
This document has been developed for the purposes of promoting the use of prefabricated elements
and systems in bridges as part of accelerated construction projects. Accelerated construction and
long term durability are integral parts of the Federal Highway Administration (FHWA) Bridge
Program. Part of this program focuses on a need to create awareness, inform, educate, train, assist
and entice State DOT’s and their staff in the use of rapid construction techniques.
This document represents the “State of the Practice” at this time with respect to accelerated bridge
construction. Most of the details were obtained after an extensive search process that included the
following sources:
State Departments of Transportation
Industry organizations
Private consultants
International organizations
In several cases, details were developed by the authors where details did not surface during the
search process. These details have been labeled as “conceptual”. The authors developed these
details based on experience with similar details and materials. Owners should evaluate the
effectiveness of these details for use in specific bridges.
This information contained herein should be used to develop designs that have the purpose of
accelerating the construction of bridge projects. This will assist designers in determining which
details would be appropriate for accelerated construction techniques. Some of the considerations
for accelerated construction are:
• Improved work zone safety.
• Minimizing traffic disruption during bridge construction.
• Maintaining and/or improving construction quality.
• Reducing the life cycle costs and environmental impacts.
Prefabricated components produced off-site can be quickly assembled, and can reduce design time
and cost, minimize forming, minimize lane closure time and/or possibly eliminate the need for a
temporary bridge.
This document is organized so that designers can pick and choose the details that will eventually
make up the final bridge. In most cases, several options are presented for a particular connection.
The details are presented on concise one page (2 sided) data sheets that can be pulled and copied.
This will allow the designer to quickly build a “detail library” that will be specific to the intended
project.
This document only focuses on “details” for connections of prefabricated bridge elements and
systems. Some guidance is given for general accelerated construction techniques. The Federal
Highway Administration will publish a more encompassing accelerated bridge construction manual
in the future, that will likely include or reference this work.
This document is disseminated under the sponsorship of the U.S. Department of Transportation in the
interest of information exchange. The U.S. Government assumes no liability for the use of the
information contained in this document. This report does not constitute a standard, specification, or
regulation.
The U.S. Government does not endorse products or manufacturers. Trademarks or manufacturers’
names appear in this report only because they are considered essential to the objective of the
document.
The details and information included in this document are examples from previous
projects. The agency that developed and used the detail is listed on most of the data sheets.
Users of this manual are encouraged to contact the original agencies to ensure that the detail
is appropriate for use on the intended project.
Information contained herein has been obtained from sources believed to be reliable. The
Federal Highway Administration and its contracted authors are not responsible for any
errors, omissions or damages arising out of this information. The Federal Highway
Administration has published this work with the understanding that they are supplying
information only. As with any design, sound engineering judgment should always be used.
19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No of 22. Price
Unclassified Unclassified Pages
The following is a listing of typical acronyms that may be found in this document.
Acronym Definition
Foreword
Introduction
Appendices
Appendix A: Connection Design Examples
Full Depth Precast Concrete Deck Slabs
Precast Column Connections
Column to Cap Connection using mild reinforcement embedded in
grouted post-tensioning duct
Precast Column Connections
Precast Column Connections using Grouted Reinforcing Splice Couplers
Appendix B: Proprietary Products
Prefabricated Superstructure Systems
Inverset
Effideck™
CON/SPAN® Bridge Systems
BEBO® Concrete Arch System
HY-SPAN® Bridge System
Grouted Reinforcing Splice Couplers
NMB Splice Sleeve
Dayton Superior DB Grout Sleeve
Erico Lenton Interlok Rebar Splicing System
Proprietary Retaining Wall Systems
Reinforced Earth® and Retained Earth™ Retaining Walls
Doublewal Retaining Wall
T-WALL® Retaining Wall System
Post-Tensioning Systems
Dydiwag Systems
VSL Post-Tensioning Systems
Williams Threadbar Systems
Appendix C: Sample Construction Specifications
New Hampshire DOT – Prefabricated Substructures
New Hampshire DOT - Full Depth Precast Concrete Deck Slabs
Maine DOT – Prefabricated Integral abutments, piers and approach slabs
Texas DOT Precast Column Connections:
Column to Cap Connection using mild reinforcement embedded in
grouted post-tensioning duct
Appendix D: Case Studies
New Hampshire DOT
Mill Street over the Lamprey River, Epping, New Hampshire
Texas DOT
State Highway 36 over Lake Belton, Belton, Texas
L = Long lasting
I = Innovative
F = Fast construction
E = Efficient and safe
The thrust of this program is to change the way we design and build our highways. A
former Deputy Secretary for the US Department of Transportation put it best when he
stated:
“Change the way we build highways. We need to build them faster, have them
last longer, have them be safer and at a lesser cost. Be BOLD and AUDACIOUS
in your thinking."
The Highways for LIFE program motto is: “Get In, Get Out, and Stay Out”. The first two
portions of the motto are self explanatory. The “Stay Out” portion refers to the inherent
lasting quality of prefabricated components that are produced in the controlled
environment of a fabrication site. Just because something can get built fast does not
mean that we need to sacrifice quality. In fact, the exact opposite is true. We can build
highways faster and better.
Numerous agencies have experimented with rapid construction techniques when bridges
needed to be constructed quickly. There have been many successes, and a few
failures. The next logical step in the evolution of this process is to make accelerated
construction more commonplace and effective.
This type of evolution is not unprecedented. Forty years ago, parking garage structures
were constructed primarily with cast-in-place concrete (either all concrete or concrete on
steel framing). Today, in most parts of the country, total precast concrete parking
structures are the norm and construction times for these structures have been
dramatically reduced as a result. The fact that structures using prefabricated elements
and systems are common in a competitive construction market also indicates the
economies of this type of construction.
• Quality details
• Long-term performance and durability
• Design methodologies and training
• Construction methodologies
Manual Intent
This Manual is intended to focus primarily on the first three items listed above.
Construction methodologies have been partially addressed in previous FHWA
manuals and will be further addressed in a future FHWA manual.
This Manual has been prepared through the perspective of an owner agency. It
is intended to be used by bridge design engineers at the structure type study
phase of a design project. Each bridge will have unique design constraints.
The details included in this Manual are not intended to be simply inserted into a
design. The bridge design engineer will need to adapt each detail for the
specific geometric criteria and structural demands that are anticipated.
If the answer to any of these questions is “no”, then the connection should not be
considered. The details included in this Manual have passed this test.
Performance ratings are given for each detail. In most cases, these ratings were
assigned by the agency that submitted the detail and are, therefore, subjective.
Users of this Manual should critically evaluate each detail and judge whether it is
appropriate for the intended use. The agency and person who submitted each
detail are listed. Users are encouraged to contact these engineers for further
information on specific details.
Sources of Details
This Manual includes a compilation of details used by various agencies. The
vast majority of connection details have been put into practice on bridges. There
are several details in the Manual that have not been used on actual bridges;
therefore, these are labeled as conceptual.
The details in this Manual were obtained by a solicitation to all 50 state highway
agencies; 19 state highway agencies responded. Federal agencies, suppliers,
industry groups and fabricators were also contacted. The details that met the
criteria listed above were sent to the authors for development of this Manual. In
many cases, the details were simply copies of the original contract plans. These
It is understood that not all contact persons may be available in the future.
However, with the information provided, a user should be able to locate persons
in each agency who are familiar with the details.
Manual Format
The Manual has been divided into four chapters. Chapter 1, “General Topics,”
addresses issues that are common to most connections in bridge construction.
Chapters 2, 3 and 4 address issues which are specific to the major portions of
typical bridges, in accordance with the terminology in the AASHTO LRFD Bridge
Design Specifications [1]:
This Manual is formatted to help users find the correct detail through a logical
hierarchy that will be consistent with a web site application. The chart in Figure 1
depicts this Manual layout:
Forward
Table of Contents
Introduction
1.7
Tolerances
1.8
Fabrication and
Construction
Three classifications have been developed for this Manual based on the following
general criteria:
Level 1
This is the highest classification level. It is assigned to connections that
have been used on multiple projects or that have become standard
practice by at least one owner agency. Level 1 details are typically
practical to build and will perform adequately.
Level 2
This classification is for details that have been used only once and were
found to be practical to build and have performed adequately.
Level 3
This classification is for details that are either experimental or conceptual.
Some Level 3 details have been researched in laboratories, but to the
knowledge of the authors, have not been put into practical use on a
bridge. Also included in the Level 3 classification are conceptual details
that have not been studied in the laboratory, but are thought to be
practical and useful.
Connection Details:
In most cases, the original contract details are presented; when available,
multiple details are presented in order to properly present each
connection.
Performance Data:
This section contains information on the age and durability of the
connection. Agencies were asked to rate the performance of each
connection on a scale of 0 to 10 as part of the submission. The ratings
include:
• Speed of Construction
• Constructability
• Cost
• Durability
• Inspection Access
• Future Maintenance
At this time, there can be a cost premium for using accelerated bridge
construction techniques. Many designers believe that this will change in
the future as more accelerated bridge construction projects are
undertaken. Contractors and fabricators will continue to become more
proficient in the techniques, thereby improving the economy of
accelerated construction. Other common scenarios that can offset or
justify additional costs for accelerated construction include:
• Improved Safety: Any change to traffic flow can increase safety
risks to motorists. Reducing onsite construction time reduces
these safety risks to both motorists and construction crews in the
work zone.
• Elimination of Temporary Bridges: Temporary bridges are often
used for projects where detours are undesirable and staging is not
feasible. However, a short-term detour combined with accelerated
bridge construction can often be used instead of a temporary
bridge, thereby reducing the overall project cost.
• Elimination of Detour Repairs: Roads used for detour routes are
often not designed for the high traffic volumes over the extended
periods required for conventional construction. Accelerated
construction can eliminate the need for detour repairs.
• Reduced User Costs: User costs for highly congested highways
can be significant, often exceeding the additional cost of
accelerated construction. Several states account for user costs
for projects in the preliminary design phase of most projects in
order to make educated decisions on the approach to the project.
The user costs are factored into the cost for each construction
option considered.
1.4.1.2 Welded
Field welding is not as common as field bolting in most states. This is
due to several factors:
• Lack of certified field welders
• Difficulties with welding in colder environments
• Concerns with the quality of field welds
• Time
Recently, several states have started to expand the use of field
welding and have developed procedures that address these concerns.
These new procedures show promise to increase the speed of steel
element connections.
Grouted Voids
Like PT ducts, these connections are similar to grouted splice
couplers except the coupler is simply replaced with a void cast in
the receiving element. These connections typically have been
used on connections that are considered pin connections that will
transfer little or no moment between the elements.
Welded Connections
Precast elements can be connected using welding. This process
is common in the building and parking garage industry. Steel
plates are embedded in the precast elements and a welded
connection is made after erection. Several states have developed
and researched welded connections for precast butted beam
systems such as slabs, double tees and even deck bulb tee
girders.
Bolted Connections
Bolting of precast elements is rare, due to the difficulties of
working with the tight tolerances required for quality bolting.
Pinned Connections
In most states, the connection of the superstructure to the
substructure is detailed as a pinned connection. Integral
connections are also specified, but are not as common. The
most common type of pinned connection is through the bearing
device. The forces are transmitted from the superstructure,
through the bearing and then into the substructure. Often this is
accomplished using anchor rods. However, the current
AASHTO design specifications do not address the resistance of
embedded anchor rods in concrete. A pending revision to the
AASHTO specifications will include a reference to the American
Concrete Institute Building Code Requirements for Structural
Concrete (ACI 318), Appendix D [6]. This ACI code addresses
Moment Connections
Moment connections between substructures and superstructures
are used to provide additional stability to the structure during
seismic events and to eliminate bridge deck joints. These
connections can also reduce lateral displacements of the structure
and reduce forces in the foundations. Integral pier connections
and integral abutment connections are common in high seismic
regions. This requires high moment demand on the connections.
The most common type of connection between prefabricated
elements is a cast-in-place closure pour. There is concern in the
Confinement Reinforcement
Some designers believe that the only way to confine column
reinforcing is to use spiral confinement reinforcing that passes
into the footing or pier cap, making precast columns impractical.
This, however, is not the case. AASHTO provisions for
confinement based on cast-in-place concrete construction
should be followed.
1.5.5 Footings
The design of precast footings for seismic forces should follow normal
procedures for cast-in-place concrete footings. Requirements must be
met for confinement of column dowels.
1.5.7 Research
There is ongoing research into connections between prefabricated
elements in high seismic zones, including column and cap-to-column
connections using various types of connectors. Designers should refer to
the results of these research projects for guidance.
1.6.1 Concrete
Concrete is a popular material for prefabrication and accelerated
construction projects. The ability to build elements off site in virtually any
shape makes this material a prime choice for designers. Common
prefabricated concrete elements include beams and girders, full depth
deck slabs, and pier caps. Several states have built entire bridges using
precast concrete elements including pier columns, abutment stems,
footings, and retaining walls.
One advantage that steel has over precast concrete is that it typically
weighs less than an equivalent concrete element. This factor can be
critical when shipping and crane capacities limit the amount of room for
erection. A disadvantage relative to precast concrete is steel’s greater
flexibility. More attention is required to ensure deflections and internal
stresses of elements and systems are not exceeded during transport.
1.6.3 Timber
Timber bridges were common in the 1800’s. There has been a
resurgence in the use of timber as a bridge material during the last two
decades. The use of glue laminated products and the introduction of
composites make the design of larger timber bridge elements more
practical and cost effective. Common types of prefabricated timber bridge
elements include glue laminated deck panels and glue laminated beams
and stringers.
1.6.5 Grouts
The majority of precast concrete elements discussed in this Manual are
joined with grout. The connections between precast concrete elements
require the use of grout to fill the void between the adjoining elements.
Nominal width joints are required for several reasons. The primary
reasons are to allow for element tolerances and to make adjustments in
the field. See Section 1.7 for more information on element tolerances.
Gas generating:
This is the most common grout type. A chemical substance is
added to the grout mixture to control shrinkage. In most cases, an
aluminum powder is used. A chemical reaction occurs with the
Ettringite:
Ettringite expansive grout relies on the growth of ettringite crystals
during the hardened state to counteract shrinkage.
Air release:
Air release grouts do not rely on a chemical reaction to achieve
expansion. The additive reacts with water to release air and
cause expansion.
Temperature:
The temperature at the time of placement needs to be carefully
controlled for some grouts. In particular, gas generating non-
shrink grouts have a small window of acceptable temperatures for
achieving the desired expansion. Cold temperatures can inhibit
the chemical reaction, thus limiting expansion. Higher
temperatures can cause rapid expansion that limits placement
time. The typical temperature range for grout placement is
between 40 and 90 degrees Fahrenheit. Designers should
investigate manufacturer’s requirements for grouting in
temperatures beyond these typical ranges. For extreme
conditions, the area may need to heated or cooled during the
curing process.
Moisture:
Water should always be added to non-shrink grout in strict
accordance with the manufacturer’s specifications. Deviation from
specified water content can adversely affect the performance of
the grout. Trial batching of grout should always be specified in
contract documents.
Surface preparation:
Additives used in non-shrink grouts rely on moisture to achieve
expansion and counteract shrinkage. A dry concrete substrate will
draw water out of the grout mixture and cause a weak layer to
develop at the grout member interface.
Dry Pack:
Dry pack grouting does not require the use of formwork; however,
dry packing is labor intensive and requires highly skilled workers
in order to place the grout properly. This method involves using a
very dry grout that can be balled up in the hand. Dry packing
should only be used for small voids that are easily accessible.
The process involves ramming the grout into place with tools (not
only by hand). If the space is not confined, there will be no place
to pack the grout against, which will result in loose placement and
a poor quality joint.
Pouring:
By varying the water content according to the manufacturer’s
specifications, grout can exhibit a near fluid consistency. Fluid
grouts can be poured into voids by gravity feed if there is access
to the void from the top. Placing grout by pouring requires the use
of forms and a head box to ensure containment and proper
placement. The forms should be designed to resist the hydraulic
head that will develop in the connection. Foam backer rods have
very limited resistance to significant pressure and should only be
used for very small vertical pours. Solid forms should be used for
most applications.
Pumping:
1.6.5.4 Curing
There are several methods for curing cementitious grouts. The most
important factor is to follow the manufacturer’s specified curing
methods. Each particular grout manufacturer may have unique curing
characteristics that are required in order to achieve the desired grout
properties. The following curing procedures are most common:
Wet Curing:
Wet curing is used to prevent loss of surface water. During wet
curing, all exposed surfaces should be covered with continuously
wetted burlap for a specified time. Most manufacturers
recommend a minimum of three days of wet curing.
Curing Temperature:
For most grouts, the surrounding substrate should be kept at a
temperature between 40 and 90 degrees Fahrenheit for a
minimum of 24 hours during and after grouting.
Curing compounds:
Curing compounds can be applied to the exposed surface of the
grout in place of continuously wet curing. Curing compounds do
not replace wet curing, they simply reduce the amount of time
required for wet curing. Application of curing compounds can vary
by product; and therefore, it is necessary to follow the
manufacturer’s recommendations for use of curing compounds.
Typically, all surfaces should be wet cured for at least one day
1.6.5.5 Specifications
Non-shrink cementitious grouts are sometimes simply specified as
“non-shrink grout”. However, without specifications to control material
properties the resulting product may shrink, resulting in a poor quality
connection. Therefore, it is imperative to use ASTM standards when
specifying any “non-shrink” grout. The following are a list of standard
specifications that should be used when specifying grout.
1.8.1.3 Inspection
Inspection of prefabricated bridge elements is critical. In order to
ensure the proper fit of prefabricated elements, a higher degree of
inspection will be required. Forming of concrete in the field will be
replaced by prefabricated pieces that will need to be constructed to a
Crane Capacities:
If lifting of elements is to be done by cranes, the size of the
elements may be limited. Large elements will require large cranes
that may not fit within the construction site. This is often the case
for bridge replacements where maintenance of traffic is required.
Also, the cost of large cranes can become prohibitive.
Lifting Hardware:
One approach that has been used by the New Hampshire DOT is to
detail a schematic layout of the bridge and its elements on the plans
and to allow the contractor to determine the number of segments in an
element, for example, the number of segments in an abutment
backwall, as part of a detailed assembly plan that is submitted to the
engineer for approval. The designer notes certain limits on joint
locations, but leaves the maximum segment size and weight and the
exact location of all joints up to the contractor.
1.8.3 Constructability
Constructability can be a major factor in the development of a
prefabricated bridge plan. This is especially true for projects within tight
confines. Contractors are often required to work in limited space and time
constraints. Existing and future FHWA manuals will address these issues
in detail. The following sections are presented as an overview on
constructability.
1.8.3.1 Cranes
Crane capacities and crane footprints can have a major impact on the
constructability of a prefabricated bridge. Designers should attempt to
provide as much room as possible for crane setting locations.
Designers should also provide enough time for crane set-up and
breakdown if the cranes are to be placed in travel ways.
The FHWA has published a detailed manual on the use of SPMTs [3].
Designers are encouraged to review this manual to learn more about
the use of SPMTs.
Integral abutments and integral piers are special bridge elements that are not clearly
identified by the AASHTO definition. An integral abutment connection is a connection
between the superstructure and the substructure. For the purpose of organizing this
Manual, the integral connection between the superstructure and the substructure has
been categorized as a superstructure connection, and is included in this chapter.
Most bridges are parallel stringer structures where the beams run parallel to the
roadway centerline. In these bridges, the deck is analyzed and designed as a one-
way slab with the strength design being in the transverse direction. In a concrete
deck, the primary strength bars run perpendicular to the bridge beam. The
reinforcement that runs parallel to the beams is used for distribution of strength.
Some structures, such as trusses and girder/floorbeam bridges, have the support
framing running perpendicular to the roadway centerline. In this case, the strength
direction is in the longitudinal direction.
Strength Direction:
This is a connection used to resist forces (moments and shears) based on the
strength design of the deck element. For example: On a typical stringer bridge
with a concrete deck, the strength direction forces are resisted by the transverse
reinforcing steel in the deck.
Distribution Direction:
There has been significant research [19-36] in this area; therefore, many
of the details are thoroughly tested and the behavior of the systems is
well known. Most research has focused on the connection between the
deck and the supporting beams. Composite action is a prerequisite for
most designers; therefore, this connection is critical. Most of this
research has been completed on steel beam connections, and several
studies have been completed on precast concrete beams. More research
is underway on the connection of deck slabs to concrete beams; therefore
designer should keep apprised of further work in this area.
Strength Direction:
This connection is used to transfer primary deck moment and
shear from one deck element to another. The most common
applications of the connection are to make connections between
construction stages, and to provide a cross slope change in the
deck. This is often done by placing a small cast-in-place closure
pour between the adjacent panels
Distribution Direction
This connection is primarily used to transfer shear and minor
distribution moments between adjacent panels. The most
common form of this connection is a grouted shear key with
longitudinal post-tensioning placed across the key to insure that
the joint remains in compression under the worst loading
condition, which normally is a live load negative moment area.
Several agencies have experimented with joints without post-
tensioning; however, leakage through these joints has been noted.
Once filled with grout, the pocket has proven to develop full composite
action. Often the pockets are tapered in the vertical direction to
provide more of a mechanical connection between the grout and the
panel.
The design of the composite action using this system is the same as
conventional shear connector design, except the spacing of the studs
needs to match the spacing of the pockets. The variation in shear
strength required is accounted for by varying the number of studs in
the pockets. The maximum spacing of the pockets is 2 feet on center,
based on requirements of Article 6.10.10.1.2 of the AASHTO
Specifications [1]. This section states:
The AASHTO LRFD Bridge Design Specifications [1] require that all
barriers and railing be crash tested in accordance with the
requirements outlined in NCHRP Report 350 entitled “Recommended
Procedure for the Safety Performance Evaluation of Highway
Features” [47]. This document is published by the Transportation
Research Board and is available for download at the Transportation
Research Board online publication website. There is at least one
proprietary precast concrete barrier that has been approved for use.
ClampcreteTM is a system that uses polyester resin anchors that are
drilled into the bridge deck. This barrier is approved for use on the
The New York DOT has developed a static load procedure for
parapets based on the LRFD Bridge Design Specifications [1]. This
procedure is useful for testing of parapet sections that have shapes
similar to standard parapets. The test verifies the structural integrity
of the parapet, but not the vehicle impact performance. The theory is
that the reaction of the vehicle to the barrier is a function of the shape,
assuming that the barrier has close to zero deflection during impact.
If a precast parapet has a shape similar to a crash tested shape, then
only the structural integrity of that parapet needs to be evaluated.
Note that this is a New York State DOT requirement, which may not
be acceptable in other states.
Some states have standard aluminum rail systems that are bolted
to concrete curbs. If these systems are use, designers should be
aware that a galvanic reaction will develop between the aluminum
and the base concrete. To avoid this, designers simply need to
place a thin (1/8” thick is common) elastomeric sheet under the
post base plate. This will disrupt the potential reaction. Type 304
Stainless steel anchor bolts should also be used for the same
reason. Aluminum railings have had a very good track record of
durability as long as these two features are incorporated into the
design.
This Manual includes some typical details from past projects. Users of
the Manual are encouraged to contact the Bridge Grid Flooring
Manufacturers Association for assistance with connections for specific
bridge projects (www.bgfma.org).
Exodermic DecksTM
An exodermic deck is a proprietary deck system that is similar to
partially filled grid decks except the concrete is primarily placed
above the grid. The main bars act as mini-composite steel beams
in concert with the concrete over pour. These decks are
lightweight and lend themselves to precast operations. The
connections used for exodermic bridge decks are similar to
precast full-depth concrete deck systems. Figure 2.1.3-1 shows
exodermic deck details and Figure 2.1.3-2 is a photograph of an
exodermic deck installation during a nighttime closure.
These properties have led to the use of FRP decks on load restricted
structures. The use of FRP deck panels can have a significant effect on
the load capacity of the bridge. To date, most FRP bridge projects have
focused on decks. The relatively low modulus of elasticity of FRP
products limits their use for elements such as beams and girders. This is
not an issue with decks, since the structural spans of the elements are
very short. FRP can be molded into cellular panels that can be used as
full-depth deck panels. FRP products to date have not been
FRP deck projects are not limited to the details included in this manual.
Virginia has installed three FRP decks. West Virginia, Pennsylvania, and
Delaware have also installed FRP decks. Ohio had an initiative to install
an FRP deck in each of its counties.
New York DOT used an FRP railing that was attached to the FRP
panels using grouted reinforcing bars. The bars were grouted into
voids in the deck panels. The barrier was a hollow FRP box used to
form a reinforced concrete parapet. This project was the Route 248
Bridge over Bennett’s Creek. Details of this connection are included
in this manual.
Texas and Tennessee have had good performance on their decks where
partial-depth precast concrete decks panels have been used. The key to
good performance is a positive support between the panels and the top of
the girders. Other States have experience problems with the panels
where fiber board was used to support the panels and which deteriorated
over time or where there was not a positive support between the panels
There is one key feature of this connection that most states strictly
adhere to; the deck panel should have concrete bedding placed
between the underside of the deck panel edge and the beam below to
provide continuous support for the panels to resist live loads. Earlier
installations did not use this concrete bedding and excessive cracking
occurred above this connection.
The joints in the distribution direction are simply butted in the field with
slight gaps. The connection between the panels is made via the
The following sections contain information on the first two uses. The third
use is discussed in Section 2.2.4.
Pretensioned concrete beams are cast in flat forms. Upon release of the
prestressing strand the beams will camber up due to the eccentricity of
the prestressing force with respect to the centroid of the beam. It is also
common for bridges to be built on vertical curves. These two parameters
lead to the fact that the distance between the top of the beam and the
underside of the deck will vary along the beam length. Steel beams and
glue laminated wood beams are often fabricated to match the grade of
These issues lead to a common detail where the gap between the top of
the beam and the underside of the deck will vary along the beam length.
This brings about a need to adjust the elevation of deck panels as they
are placed. Many states use some sort of leveling device embedded in
the deck panels. The most common device is a leveling bolt system.
These devices serve two purposes. First, they allow for vertical field
adjustment as the deck panels are being placed. Second, they provide
temporary bearing for the panel and the proper distribution of the panel
weight to the beams. To ensure proper dead load distribution, some
agencies require that the torque on the leveling devices be within a
specified range. Usually, the torque on bolts is specified to vary by no
greater than 20 percent [41]. This has proven to be a reasonable range
to obtain in the field. Once the grout is placed between the panels and
the beams, the bolts are typically removed, thereby using the grout to
distribution dead loads and live loads to the beams.
Lack of Post-Tensioning:
Even with the best grouting practices, the top of the deck can be
rough when compared to conventional concrete deck placement
techniques. Most projects that employ these systems include some
form of deck overlay to provide the final wearing surface, which
dramatically improves the ride quality. Common systems include
waterproofing membrane with bituminous pavement or thin concrete
overlays. Most states that use bituminous overlays specify 2½” to 3”
pavement thicknesses placed in two lifts (thicker overlays have been
used in Europe and Japan). The bottom layer is typically a small
aggregate mix that will not damage the membrane during placement
and compaction. The two layers of asphalt provide better protection
to waterproof membrane and minimize any damage to the membrane
when the top layer of asphalt is milled off for pavement rehabilitation.
Hydro demolition of the concrete over the beams may also be feasible;
however control of the waste water may be difficult. Contractors have
demonstrated the ability to remove a composite deck on a typical span
(100’+) in approximately 8 hours. This means that replacement of a
composite deck during an overnight closure is not feasible; however
weekend replacements are reasonable and have been done successfully
on numerous projects.
* Times shown are for single spans. Multiple spans can be completed if multiple
crews are used.
Elimination of Post-Tensioning:
Distribution connections for deck panel systems are typically
made with post-tensioning because this connection experiences
some moment demand. However, the post-tensioning of the deck
(including duct grouting) is one of the slowest tasks in the deck
installation process. If post-tensioning could be eliminated, the
speed of installation could be improved. Deck removal and
replacement projects can currently be completed in as little as two
days. Elimination of the post-tensioning task could make it
possible to remove and replace a bridge deck in a single night.
Contact Name: Ahmad Abu-Hawash, Chief Structural Eng. Phone Number: (515-239-1393
Address: Office of Bridge and Structures E-mail: [email protected]
800 Lincoln Way
Ames, IA 50010 Detail Classification Level 2
Components Connected Full Depth Precast Concrete Deck Panel to Full Depth Precast Concrete Deck Panel
Name of Project where the detail was used Boone County IBRC Project over Squaw Creek
Connection Details: Manual Reference Section 2.1.1.1 See Reverse side for more information on this connection
The Boone County IBRC Project utilized full depth precast concrete deck panels on precast pretensioned concrete beams. The precast panels
were joined transversely by a keyway cast into each precast panel. The diamond shaped keyway was filled with a early high strength, low
shrinkage concrete mix. The transverse joints were later compressed during longitudinal post-tensioning of the bridge deck.
The keyway included a small quantity of concrete and was cast in cold weather. This small quantity required blankets to keep the concrete
insulated from the cold to allow for proper curing.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression X Tension Torsion
What year was this detail first used? 2006 Condition at last inspection (if known)
How many times has this detail been used? Once Year of last inspection
Would you use it again? Yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost (0 expensive, 10 cost effective) When compared to other connection methods
Durability (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast full depth slab to Precast full depth slab
Name of Project where the detail was used I-84/Rt 8 Interchange, Waterbury, CT
Connection Details: Manual Reference Section 2.1.1.1 See Reverse side for more information on this connection
Note A:
The variation is due to sweep and camber of the slabs. The designer shall add the following note to the plans. "The slabs shall be
placed at the nominal spacing shown on the plans with a 1/4" wide gap between the slabs. The width of the gap can vary due to
tolerances of the slabs"
Note B:
The designer shall add the following note to the plans. "Grout for shear keys shall be rodded or vibrated to ensure that all voids in
the shear keys are filled"
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 1990 Condition at last inspection (if known) Excellent
How many times has this detail been used? 2 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 4 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast full depth slab to Precast full depth slab
Name of Project where the detail was used I-84/Rt 8 Interchange, Waterbury, CT
Connection Details: Manual Reference Section 2.1.1.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 1990 Condition at last inspection (if known) Excellent
How many times has this detail been used? 2 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 6 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast full depth slab to Precast full depth slab
Name of Project where the detail was used Route 8 Viaduct, Seymour, CT
Connection Details: Manual Reference Section 2.1.1.1 See Reverse side for more information on this connection
Connection between two full depth precast concrete slabs. This connection was used to account for the crown of the bridge deck. This connection
can also be used for stage construction joints. High early concrete was specified. This connection was constructed in one day and opened to traffic
the next day.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 2001 Condition at last inspection (if known) Excellent
How many times has this detail been used? 1 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Replacement of I-287 Viaduct over the Bronx River Parkway
Connection Details: Manual Reference Section 2.1.1.1 See Reverse side for more information on this connection
The detail shown is the transverse joint between adjacent slabs. The connection is post-tensioned longitudinally. The longitudinal post tensioning
was staggered with anchorages at various locations throughout the span in order to control the stresses in the slab. The anchorage detail shows an
anchorage away from the deck end.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment x Compression Tension Torsion
What year was this detail first used? 1997 Condition at last inspection (if known) Very Good
How many times has this detail been used? 2 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 6 (0 difficulty making connection, 10 went together easily)
Cost 3 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast Full Depth Deck Panel to Precast Full Depth Deck Panel
Name of Project where the detail was used Live Oak Creek Bridge
Connection Details: Manual Reference Section 2.1.1.1 See Reverse side for more information on this connection
This is believed to be the first use of the details developed and tested under NCHRP Project 12-65. The results of this research are available in
NCHRP Report 584 entitled "Full Depth Precast Concrete Bridge Deck Panel Systems" authored by Sameh S. Badie at George Washington
University and Maher K. Tadros at the University of Nebrask-Lincoln.
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment x Compression Tension Torsion
What year was this detail first used? 2008 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 5 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used US 101 ~ Nolan Creek Vic. Bridge and Realignment
Connection Details: Manual Reference Section 2.1.1.1 See Reverse side for more information on this connection
This option was included because of the remoteness of the site. Procedure is as follows:
- place and level panels (see other details)
- place duct couplers and grout transverse joints
- post-tension strand starting at bridge centerline and alternating each side of centerline
- grout shear connector blockouts (see other details) and post-tensioning ducts
- grind deck areas with relief of greater than ¼", construct barriers and place overlay
20 ducts were used with one strand per duct spaced at 1'-6".
The precast deck option was not chosen by the contractor on this project, however the details may be used on future projects.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension Torsion
What year was this detail first used? 2002 Condition at last inspection (if known) N/A
How many times has this detail been used? 0 Year of last inspection N/A
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 6 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 6 (0 difficulty making connection, 10 went together easily)
Cost 6 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 6 (0 not durable, 10 very durable)
Inspection Access 3 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Richmond Road over US285
Connection Details: Manual Reference Section 2.1.1.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression x Tension x Torsion
What year was this detail first used? 2007 Condition at last inspection (if known) N/A (new construction)
How many times has this detail been used? Year of last inspection N/A
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 5 (0 difficulty making connection, 10 went together easily)
Cost (0 expensive, 10 cost effective) When compared to other connection methods
Durability 7 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Contact Name: Ahmad Abu-Hawash, Chief Structural Eng. Phone Number: (515-239-1393
Address: Office of Bridge and Structures E-mail: [email protected]
800 Lincoln Way
Ames, IA 50010 Detail Classification Level 2
Components Connected Full Depth Precast Concrete Deck Panel to Full Depth Precast Concrete Deck Panel
Name of Project where the detail was used Boone County IBRC Project over Squaw Creek
Connection Details: Manual Reference Section 2.1.1.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 2006 Condition at last inspection (if known)
How many times has this detail been used? Once Year of last inspection
Would you use it again? Yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost (0 expensive, 10 cost effective) When compared to other connection methods
Durability (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance (0 will need maintenance, 10 no maintenance anticipated)
Components Connected P/C Slab Connection For Stage Construction to Steel Girder Superstructure
Name of Project where the detail was used Route 7 over Route 50, 7 Corners
Connection Details: Manual Reference Section 2.1.1.1 See Reverse side for more information on this connection
The project requirements included the following: 1.)Construction operations shall be conducted in such a manner that all lanes on the bridges are
open to traffic from 5:00 a.m. to 9:00 p.m. 2.)During construction (i.e., 9:00 p.m. to 5:00 a.m.) the bridges shall be partially open to traffic at all times.
3.)Weight of the precast concrete panels shall be limited to 10 tons to avoid special shipping and constructability requirements. 4.) Joints between
precast panels shall be watertight. 5.)The bridge decks shall be overlaid to provide smooth ride over the precast panel joints. 6.)Joints between
precast panels shall not reflect through the overlay. 7.)The dead load of the bridge deck (including overlay) shall not be higher than the dead load of
the existing deck. 8.)The bridge deck shall be made composite with the existing steel framing.
The two longitudinal joints between the three construction stages are oriented over girders to minimize shear forces at the panel longitudinal joints.
The negative moment transfer at the longitudinal joints is provided by spliced top transverse bars embedded in a 3' strip of partial depth, high-early-
strength, cast-in-place concrete.
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 1998 Condition at last inspection (if known) (7) Excellent
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Route 7 over Route 50, 7 Corners
Connection Details: Manual Reference Section 2.1.1.1 See Reverse side for more information on this connection
To further improve shear transfer, welded sliding shear plates are installed across each transverse joint.
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 1998 Condition at last inspection (if known) (7) Excellent
How many times has this detail been used? 1 Year of last inspection 2008
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used I-84/Rt 8 Interchange, Waterbury, CT
Connection Details: Manual Reference Section 2.1.1.2 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? 1990 Condition at last inspection (if known) Excellent
How many times has this detail been used? 2 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 4 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used I-84/Rt 8 Interchange, Waterbury, CT
Connection Details: Manual Reference Section 2.1.1.2 See Reverse side for more information on this connection
This detail should be used in conjunction with grouted shear connector pockets (see details in Section 2.1.1).
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression x Tension Torsion
What year was this detail first used? 1990 Condition at last inspection (if known) Excellent
How many times has this detail been used? 2 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used I-84/Rt 8 Interchange, Waterbury, CT
Connection Details: Manual Reference Section 2.1.1.2 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension Torsion
What year was this detail first used? 1990 Condition at last inspection (if known) Excellent
How many times has this detail been used? 2 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 5 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 5 (0 difficulty making connection, 10 went together easily)
Cost 5 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used US 101 ~ Nolan Creek Vic. Bridge and Realignment
Connection Details: Manual Reference Section 2.1.1.2 See Reverse side for more information on this connection
This option was included because of the remoteness of the site. Procedure is as follows:
- grout stops are placed along girder flanges, place precast deck panels
- adjust leveling bolts to achieve profile and install shear connectors
- construct transverse joints and post tension (see other details) then grout shear connector blockouts
- grind deck, construct traffic barriers and overlay deck
Shear connectors are spaced at 1'-6" o.c. and there are 6 leveling bolts per panel (2 per girder).
The precast deck option was not chosen by the contractor on this project, however the details may be used on future projects.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression Tension Torsion
What year was this detail first used? 2002 Condition at last inspection (if known) N/A
How many times has this detail been used? 1 Year of last inspection N/A
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Replacement of I-287 Viaduct over the Bronx River Parkway
Connection Details: Manual Reference Section 2.1.1.2 See Reverse side for more information on this connection
The detail shown is the connection between the slab and the steel box girder. Up to 12 studs were installed per blockout. The
spacing of the blockouts was 2’-6” in order to minimize interference with the transverse and longitudinal post-tensioning ducts.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression X Tension Torsion
What year was this detail first used? 1997 Condition at last inspection (if known) Very Good
How many times has this detail been used? 2 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 6 (0 difficulty making connection, 10 went together easily)
Cost 3 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Route 7 over Route 50, 7 Corners
Connection Details: Manual Reference Section 2.1.1.2 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression Tension Torsion
What year was this detail first used? 1998 Condition at last inspection (if known) (7) Excellent
How many times has this detail been used? 1 Year of last inspection 2008
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 5 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Route 7 Over Route 50, 7 Corners
Connection Details: Manual Reference Section 2.1.1.2 See Reverse side for more information on this connection
The panels have shear stud blockouts located over the girders. Composite action is provided by studs welded to the girders in these blockouts.
The blockouts have a tapered wall to prevent uplift of the panel, and they are filled with the high early strength concrete. It should be noted that the
shear stud blockouts are filled after post-tensioning, to prevent exerting positive moments onto superstructure from post-tensioning.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? 1998 Condition at last inspection (if known) (7) Excellent
How many times has this detail been used? >1 Year of last inspection 2008
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 5 (0 will need maintenance, 10 no maintenance anticipated)
Contact Name: Ahmad Abu-Hawash, Chief Structural Eng. Phone Number: (515-239-1393
Address: Office of Bridge and Structures E-mail: [email protected]
800 Lincoln Way
Ames, IA 50010 Detail Classification Level 2
Components Connected Full Depth Precast Concrete Deck Panel to Precast Concrete Beam
Name of Project where the detail was used Boone County IBRC Project over Squaw Creek
Connection Details: Manual Reference Section 2.1.1.3 See Reverse side for more information on this connection
The Boone County IBRC Project utilized full depth precast concrete deck panels sitting on precast pretensioned concrete beams. The beams were
cast with stirrup steel extending from the top flanges of the beams. The precast panels were fabricated longitudinal openings measuring 10" across
where the panels intersected the beams. Reinforcing steel from the panels extended across the voids. The panels were placed in the beams and
raised to the proper elevation using leveling devices that the contractor created. Once leveled, the beam haunches were formed and deck panels
post-tensioned together utilizing the void above the beams as post-tensioning ducts. Once post-tensioned, the beam haunches and voids in the
panels were cast with a early high strength, low shrinkage concrete.
A number of beam stirrups had to be bent by the contractor to relieve the interference caused by the panel reinforcing steel extending across the
opening. The 30 degree skew created a number of interference points. The contractor pointed out that if the beam stirrups had been placed in the
beam at a matching skew, no stirrups would have had to been bent to make the panels fit.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? 2006 Condition at last inspection (if known)
How many times has this detail been used? Once Year of last inspection
Would you use it again? Yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Never used: CONCEPTUAL
Connection Details: Manual Reference Section 2.1.1.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? NA Condition at last inspection (if known) NA
How many times has this detail been used? 0 Year of last inspection NA
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Never used: CONCEPTUAL
Connection Details: Manual Reference Section 2.1.1.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? NA Condition at last inspection (if known) NA
How many times has this detail been used? 0 Year of last inspection NA
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast Full Depth Deck Panel to Prestressed Concrete I-Beam
Name of Project where the detail was used Live Oak Creek Bridge
Connection Details: Manual Reference Section 2.1.1.3 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression X Tension Torsion
What year was this detail first used? 2008 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Richmond Road over US285
Connection Details: Manual Reference Section 2.1.1.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression x Tension Torsion
What year was this detail first used? 2007 Condition at last inspection (if known) N/A (new construction)
How many times has this detail been used? Year of last inspection N/A
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.1.1.3 See Reverse side for more information on this connection
This detail is used to control grade during installation and to properly distribute the slab dead load to each stringer. Two bolts should be placed on
each beam or stringer. Specifications should indicate that the torque of each bolt should all be within 20% of each other so that the dead load is
relatively uniform. The details shown allows for removal of the bolt after the grout in the beam haunch has set. The contractor should be allowed to
substitute alternate details; however they should be adjustable and should be able to transmit the dead load evenly to each beam below.
This detail should be used in conjunction with grouted shear connector pockets (see details in Section 2.1.1).
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression x Tension Torsion
What year was this detail first used? 1990 Condition at last inspection (if known) Excellent
How many times has this detail been used? 2 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Contact Name: Ahmad Abu-Hawash, Chief Structural Eng. Phone Number: (515-239-1393
Address: Office of Bridge and Structures E-mail: [email protected]
800 Lincoln Way
Ames, IA 50010 Detail Classification Level 2
Components Connected Full Depth Precast Concrete Deck Panel to Cast-in-place Open Concrete Barrier Rail
Name of Project where the detail was used Boone County IBRC Project over Squaw Creek
Connection Details: Manual Reference Section 2.1.1.4 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression x Tension x Torsion
What year was this detail first used? 2006 Condition at last inspection (if known)
How many times has this detail been used? Once Year of last inspection
Would you use it again? Yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost (0 expensive, 10 cost effective) When compared to other connection methods
Durability (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used I-84/Rt 8 Interchange, Waterbury, CT
Connection Details: Manual Reference Section 2.1.1.4 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 1990 Condition at last inspection (if known) Excellent
How many times has this detail been used? 2 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.1.2.2 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? unknown Condition at last inspection (if known)
How many times has this detail been used? many Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 3 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.1.3.1 See Reverse side for more information on this connection
This connection is used to splice panels in the "strong" direction. The same connection is used for cast-in-place operations except that the rebar is
continuous.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment x Compression Tension Torsion
What year was this detail first used? 1984 Condition at last inspection (if known)
How many times has this detail been used? unknown Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 2 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Troy Menands Bridge
Connection Details: Manual Reference Section 2.1.3.2 See Reverse side for more information on this connection
Precast deck panels placed onto stringers of a truss structure. Pockets have been left in the panels to create the connection to the stringers. Part of
the connection system is grade adjustment that is provided by an adjusting bolt.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression Tension Torsion
What year was this detail first used? 1994 Condition at last inspection (if known)
How many times has this detail been used? 5 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 4 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Troy Menands Bridge
Connection Details: Manual Reference Section 2.1.3.2 See Reverse side for more information on this connection
Precast deck panels placed onto stringers of a truss structure. Pockets have been left in the panels to create the connection to the stringers.
Connections between slabs are made at the floorbeam locations. This detail shows the connection away from a shear stud pocket.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression Tension Torsion
What year was this detail first used? 1994 Condition at last inspection (if known)
How many times has this detail been used? 5 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 4 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Troy Menands Bridge
Connection Details: Manual Reference Section 2.1.3.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression Tension Torsion
What year was this detail first used? 1994 Condition at last inspection (if known)
How many times has this detail been used? 5 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 4 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Route 248 over Bennett's Creek, BIN 1043150
Connection Details: Manual Reference Section 2.1.4.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression Tension Torsion
What year was this detail first used? 1998 Condition at last inspection (if known) Good
How many times has this detail been used? 1 Year of last inspection 2006
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Fiber Reinforced Polymer Deck to Fiber Reinforced Polymer Deck
Name of Project where the detail was used Hawthorne Street over CSX Railway
Connection Details: Manual Reference Section 2.1.4.1 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? 2004 Condition at last inspection (if known) (8) Excellent
How many times has this detail been used? >1 Year of last inspection 2008
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 5 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Route 367 over Bentley Creek, BIN 1046800
Connection Details: Manual Reference Section 2.1.4.2 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression X Tension Torsion
What year was this detail first used? 1999 Condition at last inspection (if known) Good
How many times has this detail been used? 1 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 5 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Rt 418 over the Schroon River BIN 1048240
Connection Details: Manual Reference Section 2.1.4.2 See Reverse side for more information on this connection
Connection of a FRP deck to truss floorbeams. This detail can be used for stringer beams or floorbeams. Vertical adjustment
is made through the use of leveling bolts. This connection was used very effectively on this project. The design is the same as
a cast-in-place slab shear connector.
While the connection and FRP deck are working well, the thin overlay has proved to be problematic. Grout pocket reflect
through, and surface has worn, possibly from plowing.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression Tension Torsion
What year was this detail first used? 2000 Condition at last inspection (if known) Excellent
How many times has this detail been used? One known Year of last inspection 2006
Would you use it again? maybe (yes/no/maybe) for dead load reduction
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 0 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Fiber Reinforced Polymer Deck to Existing Floor Beam of a Steel Truss
Name of Project where the detail was used Hawthorne Street over CSX Railway
Connection Details: Manual Reference Section 2.1.4.2 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? 2004 Condition at last inspection (if known) (8) Excellent
How many times has this detail been used? >1 Year of last inspection 2008
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Route 1302 over Canton Creek
Connection Details: Manual Reference Section 2.1.4.2 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? 2005 Condition at last inspection (if known) (7) Excellent
How many times has this detail been used? 1 Year of last inspection 2007
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 6 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 7 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Route 248 over Bennett's Creek, BIN 1043150
Connection Details: Manual Reference Section 2.1.4.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression Tension Torsion
What year was this detail first used? 1998 Condition at last inspection (if known) Good
How many times has this detail been used? 1 Year of last inspection 2006
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Commonly used Standard
Connection Details: Manual Reference Section 2.1.5.1 See Reverse side for more information on this connection
Editor's Notes
A key to the performance of the deck sub-panel is to provide positive uniform support of the panels. Many states do this by working the concrete
under the panel ends over the beams. If this is specified, the 1/2" minimum dimension between the panel and the top flange should be increase to
at least equal to the largest size aggregate in the deck concrete.
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression X Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Commonly used Standard
Connection Details: Manual Reference Section 2.1.5.2 See Reverse side for more information on this connection
Editor's Notes
A key to the performance of the deck sub-panel is to provide positive uniform support of the panels. Many states do this by working the concrete
under the panel ends over the beams. If this is specified, the 1/2" minimum dimension between the panel and the top flange should be increase to
at least equal to the largest size aggregate in the deck concrete.
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression X Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Commonly used Standard
Connection Details: Manual Reference Section 2.1.5.2 See Reverse side for more information on this connection
Editor's Notes
A key to the performance of the deck sub-panel is to provide positive uniform support of the panels. Many states do this by working the concrete
under the panel ends over the beams. If this is specified, the 1/2" minimum dimension between the panel and the top flange should be increase to
at least equal to the largest size aggregate in the deck concrete.
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression X Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used SR5 - 38th Street Interchange - Tacoma, WA
Connection Details: Manual Reference Section 2.1.5.2 See Reverse side for more information on this connection
To eliminate the need for deck falsework, stay-in-place precast deck panels were used.
After placement, the panels were adjusted for camber by leveling screws in each panel corner.
Grout was then placed below the panels to provide a continuous support.
After the grout cured, the leveling bolts were backed off to eliminate hard points.
Editor’s note: Other states have used nylon leveling screws to eliminate the hard points. This eliminates the process of backing them out.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression x Tension Torsion
What year was this detail first used? 2001 Condition at last inspection (if known) Excellent
How many times has this detail been used? 1 Year of last inspection 2005
Would you use it again? Yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 3 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 6 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Glulam wood deck panel to Glulam wood deck panel
Connection Details: Manual Reference Section 2.1.6.1 See Reverse side for more information on this connection
Editor's Notes
There have been problems with reflective cracking of the asphalt overlay even with these details. Long term maintenance may be required.
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 6 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 6 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.1.6.2 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.1.6.2 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Route 601 over Dickey Creek
Connection Details: Manual Reference Section 2.1.6.2 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? 2001 Condition at last inspection (if known) (7) Excellent
How many times has this detail been used? 1 Year of last inspection 2008
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 4 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 7 (0 will need maintenance, 10 no maintenance anticipated)
Figure 2.2-1 shows typical span ranges for different butted beam systems. The
span ranges can vary significantly depending on the specific state standards, but
the general span ranges are shown for informational purposes.
Figure 2.2-1 Typical Span Ranges for Different Butted Beam Systems
Notes:
1. This chart is for information purposes. It should not be construed to mean
specific limits.
2. Common span ranges are shown for the type of beams listed.
3. Minimum spans shown are based on common bridges. Shorter spans can be
used for all beams. For instance, a bulb tee bridge can be built to a 40 foot
span, but this is not common.
4. Maximum spans are approximate based on previous and current studies.
The maximum span length will vary depending on many factors such as
number of beams, size of parapets and sidewalks, concrete strengths, etc.
Some designers have concerns with the long term fatigue behavior of
the welded tie connections. Therefore, at this time, it is recommended
that these welded tie details be used for bridges with lower truck
volumes.
These tee systems are very similar to the deck bulb tee sections
described in Section 2.2.1 in that the top flanges of these sections are
designed to be the structural deck of the bridge.
These deck slab and adjacent box beam systems all function in the same
manner; they are intended to act as the structural deck of the bridge.
Most are designed so that no concrete deck is required over the beams,
often leading to rapid construction. Typical construction involves
placement of the beams, connecting the beams with a lateral tie system
and grout, and installation of a bituminous wearing surface. It is
recommended that an asphalt overlay with waterproofing membrane be
used for these systems to extend the service life, particularly where
Many states have noted that when these bridges are exposed to heavy
truck traffic, there is a tendency for the joints between the beams to leak.
In extreme cases, the joints have completely failed. There has been a
call for more research on this connection; however the research has
never been funded.
Even with the current details, the performance of these bridges on lower
volume roadways has been very good. Massachusetts has used these
structures since the 1950’s. Recent inspection reports indicate that these
local road bridges are performing very well, even after 50 years of service
[51].
Louisiana DOT submitted details for precast approach slabs that are
similar to details for precast adjacent slab systems. Since these details
are essentially the same as deck slab systems, they have been included
in this section. Additional details for connections of approach slabs to
abutments can be found in Section 3.2.4.2.
The ties are normally placed inside of holes that are cast through
the width of the beams. Many states tension the ties prior to
grouting the shear keys. The problem with this approach is that
the post-tensioning force is taken up through friction in the
bearings. Little or no force is actually applied to the interface
between the beams.
In the northeast, the ties are tensioned after the grout is set. This
approach places the actual grouted joint between the beams into
compression, which is a preferred method of making this
connection. This means that the post-tensioning system needs to
be in a duct so that the shear key grout will not bind the tie. These
states typically use an unbonded single strand tendon in a grease
filled sheath. The anchorages are epoxy coated and the entire
system is sealed with grease.
Short span bridges can be built using longitudinal glue laminated timber
deck panels that span from support to support. The prefabrication
involves gluing nominal dimension lumber side-by-side to create a solid
panel. For deck slabs, the laminations have the wide face in the vertical
direction. Protection against rotting is controlled by the use of pressure
treated wood products. The individual laminations can be pressure
treated before being laminated together, or the laminated pieces can be
pressure treated after fabrication. The glue used for bridge application
must be waterproof.
The grades of the roadway also affect construction of parapets and curbs.
The variation in topping and wearing surface thickness must be applied to
curb heights as well.
The more traditional lateral tie systems with bituminous wearing surfaces
appear well suited for local low volume roads. These bridges can be
constructed rapidly with minimal field construction, and should require
little or no maintenance for many years.
Connection Details: Manual Reference Section 2.2.1.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? 1998 Condition at last inspection (if known) Good
How many times has this detail been used? 5 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 6 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 7 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Bridge over middle Fork Crazy Woman Creek (Wyoming Drawing Number 6635)
Connection Details: Manual Reference Section 2.2.1.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 5 (0 expensive, 10 cost effective) When compared to other connection methods
Durability (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 3 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast Concrete Backwall Panel to Adjacent Precast Concrete Backwall Panel
Name of Project where the detail was used Bridge over middle Fork Crazy Woman Creek (Wyoming Drawing Number 6635)
Connection Details: Manual Reference Section 2.2.1.1 See Reverse side for more information on this connection
Editor's Notes
The welded steel plates are somewhat exposed after construction is complete. It is recommended that stainless steel plates and welds be used for
this connection.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Prestressed Double Tee Beam to Prestressed Double Tee Beam
Connection Details: Manual Reference Section 2.2.2.1 See Reverse side for more information on this connection
These connectors are spaced 5 feet on center along the entire length of the beam.
Editor's Notes
The welded steel plates are exposed on the under side of the bridge; therefore it is recommended that stainless steel plates and welds be used to
improve durability.
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 7 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.2.2.1 See Reverse side for more information on this connection
These connectors are spaced 5 feet on center along the entire length of the beam.
Editor's Notes
The welded steel plates are exposed on the under side of the bridge; therefore it is recommended that stainless steel plates and welds be used to
improve durability.
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 7 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Contact Name: Paul Besmertnik - Regional Struct. Eng. Phone Number: (631) 952-6074
Address: State Office Building E-mail: [email protected]
250 Veterans Memorial Highway
Hauppauge, NY 11788 Detail Classification Level 2
Components Connected Precast Quad Tee Superstructure to Precast Quad Tee Superstructure
Name of Project where the detail was used Robert Moses Causway Bridge Rehabilitation over Great South Bay
Connection Details: Manual Reference Section 2.2.2.2 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension X Torsion
What year was this detail first used? 1999 Condition at last inspection (if known)deterioration noted
How many times has this detail been used? 1 Year of last inspection 2006
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Louisiana Forest Highway Kisatchie National Forest Clear Creek Bridge
Connection Details: Manual Reference Section 2.2.3.1 See Reverse side for more information on this connection
This type of bridge is used on short span bridges on low volume roadways. The approach slabs and deck slabs are made of precast solid slab
sections.
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 7 (0 not durable, 10 very durable)
Inspection Access 7 (0 not visible, 10 easily inspected)
Future Maintenance 7 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Louisiana Forest Highway Kisatchie National Forest Clear Creek Bridge
Connection Details: Manual Reference Section 2.2.3.1 See Reverse side for more information on this connection
This type of bridge is used on short span bridges on low volume roadways. The approach slabs and deck slabs are made of precast solid slab
sections.
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 7 (0 not durable, 10 very durable)
Inspection Access 7 (0 not visible, 10 easily inspected)
Future Maintenance 7 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Louisiana Forest Highway Kisatchie National Forest Clear Creek Bridge
Connection Details: Manual Reference Section 2.2.3.1 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 7 (0 not durable, 10 very durable)
Inspection Access 7 (0 not visible, 10 easily inspected)
Future Maintenance 7 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Bridge 13004, TH 8 over Center Lake Channel, Center City, MN
Connection Details: Manual Reference: Section 2.2.3.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression Tension Torsion
What year was this detail first used? 2005 Condition at last inspection (if known) Good
How many times has this detail been used? 3 Year of last inspection 2006
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 6 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Glulam wood deck panel to Glulam wood deck panel
Connection Details: Manual Reference Section 2.2.4.1 See Reverse side for more information on this connection
Editor's Notes
There have been problems with reflective cracking of the asphalt overlay even with these details. Long term maintenance may be required.
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 6 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 6 (0 will need maintenance, 10 no maintenance anticipated)
There are ways to expedite the erection of steel beams with bolted
splices. The critical time constraint on a steel beam erection site is
the time that the cranes are idle while the connections are made. Two
things can be done to expedite this process. First, an erection tower
can be used to rest the beams after they are set. Second, the
designer can allow for early release of the beam by the cranes after a
certain number of bolts are installed. The National Steel Bridge
Alliance recommends the following practice [42]:
The second method that has been used is to match cast the two
adjacent elements in the fabrication shop. This method can be
problematic if there is any measurable prestress in the beams that
would lead to camber growth. Match casting should only be used for
beams with little or no pretensioned prestressing.
Although engineers are taught that continuous span designs are more
efficient than simple span designs, simple span structures without
deck joints described above can also be efficient, cost effective, and
quickly built. The efficiencies are seen primarily in the negative
moment regions. A large portion of the sharp moment gradients near
interior supports are shifted to the positive moment regions. An
added benefit to the simple span designs described above is that the
deck joint over the pier will be eliminated, thereby reducing the
State agencies have standard practices for the design and detailing of
this connection. Many use the jointless simple span approach due to
the simplicity of the design and detailing. Designers should refer to
the specific state standards for this connection. If none exist, the
authors of this manual recommend the approach developed by the
New Hampshire DOT that is available through the PCI Northeast
Bridge Technical committee. The committee has prepared a concise
design and detailing guide based on methods developed by the New
Hampshire DOT [43].
Several states have used this method to make older simple span
bridges continuous for live load during deck replacement projects.
Once the deck is removed, the bottom flanges can be connected with
welded plates. The bridge deck can be designed to act as the tension
flange by reinforcing the deck over the pier, thereby eliminating the
need for a top flange tension splice. Welded stud shear connectors
complete the top flange connection by joining the deck slab to the
beams.
2.3.4 Tolerances
Tolerances play a key role in transverse connections between longitudinal
beam elements.
* The time for cast-in-place concrete is based on the use of high early
strength concrete that can be cured rapidly.
Connection Details: Manual Reference Section 2.3.1.2 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension Torsion
What year was this detail first used? 1985 Condition at last inspection (if known)
How many times has this detail been used? 10 Year of last inspection
Would you use it again? maybe (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 5 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 6 (0 difficulty making connection, 10 went together easily)
Cost 5 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 7 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.3.1.2 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment x Compression X Tension Torsion
What year was this detail first used? 2004 Condition at last inspection (if known)
How many times has this detail been used? 6 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 7 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.3.1.2 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment x Compression X Tension Torsion
What year was this detail first used? 2004 Condition at last inspection (if known)
How many times has this detail been used? 6 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 7 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Penn DOT Standard
Connection Details: Manual Reference Section 2.3.1.2 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 1987 Condition at last inspection (if known) 7 - Good
How many times has this detail been used? <20 Year of last inspection 2007
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast tub girder segment to Precast tub girder segment
Name of Project where the detail was used SR5 - 38th Street Interchange - Tacoma, WA
Connection Details: Manual Reference Section 2.3.2.2 See Reverse side for more information on this connection
The two-span superstructure consists of precast trapezoidal tub girder segments with 3 segments per span. The segments were post-tensioned
together after the deck pour. In between each segment is a 3' closure. A partial height intermediate diaphragm spans transversely between
segments. Initial design did not include the intermediate diaphragms. However, further interpretation of the AASHTO 16th Edition indicated that they
were required.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 2001 Condition at last inspection (if known) Excellent
How many times has this detail been used? Several Year of last inspection 2005
Would you use it again? Maybe (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 4 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 5 (0 difficulty making connection, 10 went together easily)
Cost 5 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Bridge 13004, TH 8 over Center Lake Channel, Center City, MN
Connection Details: Manual Reference: Section 2.3.3.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression Tension Torsion
What year was this detail first used? 2005 Condition at last inspection (if known) Good
How many times has this detail been used? 3 Year of last inspection 2006
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 5 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Unquowa Road, Fairfield CT
Connection Details: Manual Reference Section 2.3.3.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment x Compression x Tension x Torsion x
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 5 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used SPRAGUE BRIDGE, Lincoln, NE
Connection Details: Manual Reference Section 2.3.3.2 See Reverse side for more information on this connection
The construction starts by placing the girders over the abutment and pier. The photo
on the top right shows the girders after placing over the pier. The plywoods shown
are the formwork for placing concrete diaphragm. The bottom of girders are in
contact through thick plates welded to end bearing plates. These plates do not have
to be in full contact. The construction sequence proceeds with pouring the concrete
diaphgram all the way to bottom of the girdre top flange. Two design considerations
are the type of reinforcements to be placed in the concrete diphgram before casting
and control of cracking when casting the deck slab.
After about three days after casting concrete diaphgram, the concrete deck could be
cast. The bottom right photo shows casting the concrete diaphgram prior to casting
deck slab. The continuity for the live loads and superimposed dead loads are
provided by reinforcement over the pier, prior to casting deck slab.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment x Compression Tension Torsion
What year was this detail first used? 2003 Condition at last inspection (if known) Excellent
How many times has this detail been used? 4 Year of last inspection 2006
Would you use it again? YES (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 6 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used N2 Over I-80, Nearr Grand Island Nebraska
Connection Details: Manual Reference Section 2.3.3.2 See Reverse side for more information on this connection
This connection detail is for steel bridge systems utilizing the simple for dead load
and continous for live loads and superimposed dead loads concept. It is specialized
for steel box girder bridges. This detail is simliar to the one used for I girder bridges
using same system.
The end of girders consists of plates welded to top flanges and thick plates welded
to bottom flange of box. The end shown is placed over the pier. The two adjacent
box girders contact over the pier via plates welded to the bottom flanges.
The steel blukhead shown serves two purposes. It stabilizes the box ends and
provides a formwork for placing the concrete diaphgram over the pier. The
continuity for the live loads are achieved through reinforcement placed over the pier
prior to casting the deck slab. The construction sequence can proceed using the
same procedures as specified for I girder option
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 2003 Condition at last inspection (if known) Excellent
How many times has this detail been used? 1 Year of last inspection 2006
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 6 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Route I-95 over Lombardy Street and CSX Railroad
Connection Details: Manual Reference Section 2.3.3.2 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 2002 Condition at last inspection (if known)
How many times has this detail been used? >1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Once the deck is cast and cured, the entire system is flipped over. The
inverted casting technique induces dead load bending stresses in the
stringers which are opposite to the future live load stresses when the
bridge is constructed. This results in prestress forces in the stringers,
which permits smaller stringers or longer spans with shallow girders.
Several states have used this system. New York DOT has used it
extensively to replace aging bridge superstructures and to increase
vertical clearance at highway overpasses. There are several details
used at the deck connection. The most common is a non-shrink
grouted shear key to improve durability. Other details include small
closure pours containing hooked reinforcing projecting from the edges
of the deck units.
At least one state (Washington State DOT) has developed a system that
can be used to replace the deck of a floorbeam stringer bridge with only
nighttime closures. To expedite the process, the existing deck and
stringers are replaced with a full-width unit that consists of the full-depth
precast deck and all framing between the floorbeams.
This system was used effectively on the Lewis and Clark Bridge, which
spans the Columbia River between Washington and Oregon. Designers
reduced the number of stringers from six to two in order to reduce the
bending moments in the floorbeams, which led to an increase in the load
capacity of the bridge. This also reduced the number of connections in
each panel.
Figure 2.4.2-1 depicts the bridge cross section before and after the
project.
The construction of the deck of the Lewis and Clark Bridge was
accomplished with a trailer-mounted gantry crane that was used to
remove the portion of the deck between the floorbeams and set the new
unit in one operation. This approach was complicated by the overhead
framing of the bridge truss. The gantry system was designed to fit within
the bridge opening and allowed the replacement of the deck stringer units
in overnight operations. Figure 2.4.2-2 is a photo of the completed
bridge, showing the limited height available for operation of the gantry
system.
The details presented are for one specific bridge; however, the
system can be adapted to many other floorbeam stringer bridge
spans.
Most precast arch systems are complete span elements that include the
vertical stems. Other systems consist of two or three precast arch
elements connected in the field to complete the arch. Some of these
systems are proprietary and others have been developed by state
agencies.
Grade control and tolerances are not as critical for large precast concrete
arch systems and box culverts; however, designers should specify the
appropriate casting tolerances to ensure proper fit-up of the elements in
the field. The setting of tolerances on proprietary systems is usually left
up to the fabricator. ASTM C1433 includes guidance on fabrication of
box culverts.
The inverset system uses a casting technique that has the final top
surface of the deck cast against a form. It is believed that this process
will lead to a denser top surface since the bleed water will exit the slab
through the bottom during curing, which in theory will lead to a less
pervious surface.
Precast concrete arch systems and box culverts are produced with high
quality concrete in a controlled environment, which should result in higher
quality products with longer service lives.
Components Connected Precast Double Beam/Slab Component to Precast Double Beam/Slab Component
Name of Project where the detail was used I-280 over Morristown - Erie Railroad
Connection Details: Manual Reference Section 2.4.1.1 See Reverse side for more information on this connection
For proper placement, the steel armoring over the abutment headers has to be removed, and the headers themselves are shaved down. From
there, field adjustments to the prefabricated system are made. Field adjustments to meet desired elevations are made via horizontal, slotted holes
in the prefabricated blockout. The blockout is then to be filled with rapid set latex modified concrete.
The system is known as the Inverset® system developed by the Fort Miller Company in New York. At one time is was a proprietary system. At this
time, the system is no longer proprietary. The photo shown below is an example of the system from another project.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression Tension Torsion
What year was this detail first used? 2005 Condition at last inspection (if known) itial insp. Conducted
How many times has this detail been used? 4 Year of last inspection 2005
Would you use it again? Yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 5 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 7 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast Double Beam/Slab Component to Precast Double Beam/Slab Component
Name of Project where the detail was used Belt Parkway over Ocean Parkway, Brooklyn
Connection Details: Manual Reference Section 2.4.1.1 See Reverse side for more information on this connection
Adjacent units were installed and backwalls were transversely post-tensioned. (Post-tensioning not shown in section.) The short overhang of the
slab reduces the moment demand on the connection. The connection primarily transfers shear between the connections. This detail has been part
of a proprietary system, however it may be applicable to other similar systems.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression Tension Torsion
What year was this detail first used? 2004 Condition at last inspection (if known) good
How many times has this detail been used? unknown Year of last inspection 2006
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast Double Beam/Slab Component to Precast Double Beam/Slab Component
Name of Project where the detail was used Belt Parkway over Ocean Parkway, Brooklyn
Connection Details: Manual Reference Section 2.4.1.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression Tension Torsion
What year was this detail first used? 2004 Condition at last inspection (if known) good
How many times has this detail been used? unknown Year of last inspection 2006
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Route 15/29 Buckland Bridge Replacement
Connection Details: Manual Reference Section 2.4.1.1 See Reverse side for more information on this connection
The Middle Diaphragms shall be field installed after superstructure segments on either side of the joint are secured firmly on the bearings. Prior to
opening the bridge for the following day-traffic the Contractor shall field-drill 1” diameter doles for 7/8” diameter slip critical bolted connection, on the
connection plates and install the Middle diaphragms.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression Tension Torsion
What year was this detail first used? 2007 Condition at last inspection (if known) Under Construction
How many times has this detail been used? 1 Year of last inspection N/A
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 5 (0 not durable, 10 very durable)
Inspection Access 7 (0 not visible, 10 easily inspected)
Future Maintenance 3 (0 will need maintenance, 10 no maintenance anticipated)
Contact Name: Eric Schultz P.E. / John Olk P.E. Phone Number: 360-705-7227 / 360-705-7395
Address: P O Box 47340 E-mail: [email protected]/[email protected]
Olympia, WA 98504
Detail Classification Level 2
Name of Project where the detail was used SR433, Lewis & Clark Bridge Deck Replacement
Connection Details: Manual Reference Section 2.4.2.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 2003 Condition at last inspection (if known) Excellent
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Penn DOT Standard - Proprietary (Bebo Arch System)
Connection Details: Manual Reference Section 2.4.3.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension Torsion
What year was this detail first used? 2002 Condition at last inspection (if known) 8 - Very Good
How many times has this detail been used? <20 Year of last inspection 2007
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast Post-Tensioned Concrete Arch Rib to Precast Post-Tensioned Concrete Arch Rib
Name of Project where the detail was used Route 29 Bridge over Dan River
Connection Details: Manual Reference Section 2.4.3.1 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression Tension Torsion
What year was this detail first used? 2000 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.4.3.2 See Reverse side for more information on this connection
This detail is used to connect adjacent precast arch units. The connection is used to resist the lateral soil forces acting on the spandrel walls. A
structural connection is only used on the exterior units. Other joints are butted and sealed.
Since the plates are exposed to emnakment soils, the hardware is hot dip galvanized or stainless steel for corrosion protection.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression Tension x Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? many Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 3 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.4.3.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? many Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 3 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Penn DOT Standard - Proprietary (Bebo Arch System)
Connection Details: Manual Reference Section 2.4.3.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 2002 Condition at last inspection (if known) 8 - Very Good
How many times has this detail been used? <20 Year of last inspection 2007
Would you use it again? maybe (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.4.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression x Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? many Year of last inspection
Would you use it again? Yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 3 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.4.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression x Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? many Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 3 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.4.3 See Reverse side for more information on this connection
This detail is for a precast concrete footing placed on compacted gravel. The footing joint is used to connect the wingwall footing to the arch
footing.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? many Year of last inspection
Would you use it again? Yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 3 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.4.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 3 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Penn DOT Standard - Proprietary (Bebo Arch System)
Connection Details: Manual Reference Section 2.4.3 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression x Tension Torsion
What year was this detail first used? 2002 Condition at last inspection (if known) 8 - Very Good
How many times has this detail been used? <20 Year of last inspection 2007
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Contact Name: Michael Culmo (CME Associates, Inc.) Phone Number: (860) 290-4100
Address: CME Associates, Inc. E-mail: [email protected]
333 East River Dr, Suite 400
East Hartford, CT 06108 Detail Classification Level 1
Components Connected Precast Concrete Box Culvert to Cast-in-Place Cutoff and Return Wall
Connection Details: Manual Reference Section 2.4.4 See Reverse side for more information on this connection
This detail is used to create a scour prevention cut-off wall. The wall is cast prior to installation of the culvert sections. The details are taken from
the Connecticut Department of Transportation Bridge Design Manual. The photos are from another state and do not match the details exactly.
Image Courtesy Hoover Dam Bypass Project, 2004 Image Courtesy Premarc Corp., 2007
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression x Tension Torsion
What year was this detail first used? 1970's Condition at last inspection (if known)
How many times has this detail been used? many Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 5 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Contact Name: Michael Culmo (CME Associates, Inc.) Phone Number: (860) 290-4100
Address: CME Associates, Inc. E-mail: [email protected]
333 East River Dr, Suite 400
East Hartford, CT 06108 Detail Classification Level 1
Components Connected Precast Concret Box Culvert to Cast-in-Place Nose and Footing
Connection Details: Manual Reference Section 2.4.4 See Reverse side for more information on this connection
This detail is used when a multi-cell culvert is required for hydraulics. The nosing keeps water from infiltrating between the precast concrete box
culvert sections and improves the hydraulic capcity of the inlet.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression Tension Torsion
What year was this detail first used? 1970'S Condition at last inspection (if known)
How many times has this detail been used? many Year of last inspection
Would you use it again? Yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Contact Name: Michael Culmo (CME Associates, Inc.) Phone Number: (860) 290-4100
Address: CME Associates, Inc. E-mail: [email protected]
333 East River Dr, Suite 400
East Hartford, CT 06108 Detail Classification Level 1
Components Connected Precast Concret Box Culvert to Precast Concrete Box Culvert
Connection Details: Manual Reference Section 2.4.4 See Reverse side for more information on this connection
The connection between adjacent box culvert sections is normally treated as a simple key. The purpose of the connection is to maintain alignment
of the culvert sections. It is not intended to be a structural connection. Some states specify rubber gaskets for this joint in order to minimize piping
of backfill soils; however, many states have had success with the use of dry joints.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? many Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 7 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
This connection is often very complicated and congested. There are also
tight controls over tolerances and grades. For these reasons, the most
common form of connection is a cast-in-place concrete closure pour.
Reinforcing is typically extended from the precast concrete elements to
form the connection.
No bearing details are included in this Manual because each state agency
has standard details for bearings. The detailing of bearing connections
can be elaborate. Designers should make every attempt to simplify the
design of bearings on prefabricated construction projects so that the
connections can be made quickly.
The use of integral connections eliminates bridge deck joints, which are
the primary sites of structural deterioration. Cast-in-place closure pours
require more time than some connections; however, the durability of an
integral connection is normally worth the extra construction time.
Components Connected Precast Rectangular Column to Cast in Place Integral Pier Cap
Name of Project where the detail was used I-405, Bellevue Access Transit NE 4th / NE 6th
Connection Details: Manual Reference Section 2.5.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension Torsion x
What year was this detail first used? 2003 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used SR5 - 38th Street Interchange - Tacoma, WA
Connection Details: Manual Reference Section 2.5.1 See Reverse side for more information on this connection
Prior to casting the crossbeam the precast tub segments were placed on temporary supports. After the crossbeam was cast, the segments were
then post-tensioned together and the temporary supports removed.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 2001 Condition at last inspection (if known) Excellent
How many times has this detail been used? Several Year of last inspection 2005
Would you use it again? Yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 6 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 6 (0 difficulty making connection, 10 went together easily)
Cost 5 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Contact Name: Ahmad Abu-Hawash, Chief Structural Eng. Phone Number: (515-239-1393
Address: Office of Bridge and Structures E-mail: [email protected]
800 Lincoln Way
Ames, IA 50010 Detail Classification Level 1
Name of Project where the detail was used Boone County IBRC Project over Squaw Creek, Madison County IBRC Project
Connection Details: Manual Reference Section 2.5.2 See Reverse side for more information on this connection
The connection to the superstruture is a reinforced cast in place concrete closure pour.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension Torsion
What year was this detail first used? 2006 Condition at last inspection (if known)
How many times has this detail been used? 2 Year of last inspection
Would you use it again? Yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost (0 expensive, 10 cost effective) When compared to other connection methods
Durability (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast Adjacent Box Beam Superstructure to Precast semi-integral abutment stem
Name of Project where the detail was used Upton Maine Bridge
Connection Details: Manual Reference Section 2.5.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression x Tension Torsion
What year was this detail first used? 2004 Condition at last inspection (if known) Excellent
How many times has this detail been used? 2 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 7 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Route 248 over Bennett's Creek, BIN 1043150
Connection Details: Manual Reference Section 2.5.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression X Tension Torsion
What year was this detail first used? 1998 Condition at last inspection (if known) Good
How many times has this detail been used? 1 Year of last inspection 2006
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.5.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension x Torsion x
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 5 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used N.H. Rte. 175-A Over Pemigewasset River in Holderness/Plymouth, NH
Connection Details: Manual Reference Section 2.6.2 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion
What year was this detail first used? 2007 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.6.2 See Reverse side for more information on this connection
Editor's Notes
This detail is used in South Carolina. It is not known if the blockouts meet current crash testing criteria for snagging. Designers should consider
filling the blockouts with grout.
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Numerous Year of last inspection
Would you use it again? Yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 7 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 7 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.6.2 See Reverse side for more information on this connection
The overhang of the fascia tee allows the use of precast parapets. Any cast-in-place standard parapet can now be detailed as a precast parapet.
The typical horizontal construction joint in most parapets is replaced with a vertical construction joint. If standard shapes and reinforcing are used,
there should be no need for crash testing of this connection.
The following notes outline the typical construction sequence for this detail.
1. Erect the NEXT Beams
2. Place the precast parapet in a grout bed. Use plastic shims to adjust grade.
3. Grout keyway voids between parapet pieces.
4. place deck reinforcing and cast the deck using the parapet as a side form.
5. Seal the joint between the parapet and the deck pour.
6. Place wearing surface (is required)
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension x Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? 0 Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 2.6.2 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Details presented in this manual were developed in states that are in low
to moderate seismic zones. Many of the connections depicted cannot
develop plastic hinges or do not include adequate confinement
reinforcement. Several details developed by the Northeast States PCI
Bridge Technical Committee may be appropriate for high seismic zones;
however at this time research to verify their seismic performance has not
been conducted and, therefore, they are still only recommended for
moderate seismic zones.
Some pile bents are constructed with hollow pipe piles. In this case,
the connection of the pipe pile to the cap can be made by inserting
reinforcing steel or an anchor rod into a void in the precast pile cap
and the void in the pipe pile. A cast-in-place concrete closure pour in
the pier cap void and the top of the hollow steel pile completes the
connection.
Florida DOT uses large hollow precast piles for viaduct structures.
The connection of these piles to the precast pier cap is similar to the
connection of a precast pier cap to a hollow steel pile. A reinforced
closure pour is used to connect the two elements.
To date, connections using grouted joints have performed very well. For
example, the Edison Bridge in Lee County Florida has been in service for
over 15 years and is in very good condition. The connections on this
bridge are in one of the most severe environments in the country.
Table 3.1.7-1 contains approximate installation times for the various pier
systems included in this section:
Name of Project where the detail was used Bridge 13004, TH 8 over Center Lake Channel, Center City, MN
Connection Details: Manual Reference: Section 3.1.1.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression X Tension Torsion
What year was this detail first used? 2005 Condition at last inspection (if known) Good
How many times has this detail been used? 1 Year of last inspection 2006
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 5 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 10 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 3.1.1.1 See Reverse side for more information on this connection
The photo shown below was taken during construction. The photo shows the pier cap being lowered onto the cast-in-place concrete columns. The
contractor used shims to set the grades of the caps. The ducts run from the bottom to a point near the top of the cap. This was done to avoid
interference with the large amount of top reinforcing in the cap. The ducts are standard post tensioning ducts.
The contractor used a man-lift (just off the photo to the left) to facilitate this installation. A worker guided the bars into the duct openings.
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension X Torsion X
What year was this detail first used? 2007 Condition at last inspection (if known)
How many times has this detail been used? 3+ Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Lake Ray Hubbard
Connection Details: Manual Reference Section 3.1.1.1 See Reverse side for more information on this connection
The photos shown below were taken during construction. The photo on the left shows the pier cap being lowered onto the cast-in-place concrete
columns. The contractor used a cap leveling system that was strapped to the outside columns (green jacket and jacks) that was used to set the cap
grades.
The photo on the right is the cap pocket during fabrication. The ducts run from the bottom to the top of the cap. The ducts are standard post
tensioning ducts.
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension X Torsion X
What year was this detail first used? 2007 Condition at last inspection (if known)
How many times has this detail been used? 3+ Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast Concrete Bent Cap to Cast in Place Concrete Column
Name of Project where the detail was used Bridge over BNSF Railroad (Wyoming Drawing Number 7024)
Connection Details: Manual Reference Section 3.1.1.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension Torsion
What year was this detail first used? 2005 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 5 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 7 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 3.1.1.2 See Reverse side for more information on this connection
The grouted splicers can develop over 150% of bar yield. Quality control on bar and splicer locations are critical. The splicers
can be oversized to accommodate approximately 1/2" of tolerance. The only design effect is that the bars must be moved
closer to the center of the members in order to maintain cover around the splicers (approx. 1"). This design incorporates an H
shaped column section and a U shaped cap section to reduce weight. Weight of cap did not control crane requirements
(approx. same weight as beams). Contractor's labor and insurance costs less due to reduced time on the water.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension X Torsion X
What year was this detail first used? 1992 Condition at last inspection (if known) Good
How many times has this detail been used? one Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 5 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Never used: CONCEPTUAL
Connection Details: Manual Reference Section 3.1.1.2 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension x Torsion x
What year was this detail first used? 2001 Condition at last inspection (if known) Excellent
How many times has this detail been used? many Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Route 70 over Manasquan River, Brielle, NJ
Connection Details: Manual Reference Section 3.1.1.2 See Reverse side for more information on this connection
Connection provides a means of connecting the precast column segments to precast cap beams. This allows for the accelerated construction of
the piers above the footing level using precast concrete construction. The anchorage devices specified in the contract plans were proprietary. The
project was designed with Inclined columns with a trumpet shaped anchorages, which allowed strand to be placed and grouted after the column has
been erected. Temporary threaded PT bars were used to support the columns until the cap beams were placed.
The Contractor substituted alternative details, which eliminated temporary column post-tensioning. A single full-height column section was used.
All post tensioning was accomplished with threaded PT bars in place of the strand tendons. Once the precast cap beam was installed, the cap was
sealed with a cast-in-place concrete cap.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension x Torsion x
What year was this detail first used? 2005 Condition at last inspection (if known)(new construction)
How many times has this detail been used? 1 Year of last inspection N/A
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 3 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 5 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 3.1.1.2 See Reverse side for more information on this connection
The UTAH DOT is currently in the process of developing standard details for prefabricated bridge elements. The detail depicted is based on
several successful details that are included in the manual. The success of the other projects warranted the Level 1 detail classification. The
details below depict one of the preliminary pier configurations. Others are also being developed.
CME Associates is developing the standard details; therefore they are listed as the contact.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension Torsion x
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 7 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Contact Name: Ahmad Abu-Hawash, Chief Structural Eng. Phone Number: (515-239-1393
Address: Office of Bridge and Structures E-mail: [email protected]
800 Lincoln Way
Ames, IA 50010 Detail Classification Level 2
Components Connected Precast concrete pier cap to Steel Pipe foundation pile
Name of Project where the detail was used Boone County IBRC Project over Squaw Creek
Connection Details: Manual Reference Section 3.1.1.3 See Reverse side for more information on this connection
The three span Boone County IBRC Project included two piers that consisted of 16" diameter steel pipe pile filled with concrete with a precast
concrete pier cap. The connection between the pipe pile and the precast cap was made with hooked #8 bars cast into the pipe pile concrete and
extending into the void created in the pier cap by the 21" diameter corrugated metal pipe. The pile were driven with a plan end tolerance of 2" in
any horizontal direction to ensure that the pile-cap connection would fit together. The voids were filled with a early high strength concrete that
exhibited low shrinkage properties.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension Torsion
What year was this detail first used? 2006 Condition at last inspection (if known)
How many times has this detail been used? Once Year of last inspection
Would you use it again? Yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost (0 expensive, 10 cost effective) When compared to other connection methods
Durability (0 not durable, 10 very durable)
Inspection Access 5 (0 not visible, 10 easily inspected)
Future Maintenance (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Bridge over Crow Creek (Wyoming Drawing Number 6291)
Connection Details: Manual Reference Section 3.1.1.3 See Reverse side for more information on this connection
Steel plates with shear studs are cast at the pile locations in the bottom of the pier cap. In the field the steel H piles are driven and then cut off level
at the elevation of the bottom of the cap. The cap is set on the H piles and then the H piles are field welded to the bottom of the steel plates.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used I-10 Escambia Bay Bridge
Connection Details: Manual Reference Section 3.1.1.4 See Reverse side for more information on this connection
Fit-up issue: pile placement tolerance is important. In order to fit prefabricated pile cap, only 3" lateral tolerance is allowed for each pile.
Design Issue: Consider lateral confining pressure of confined hole; and connection rebar development length for confined concrete.
Durability issues: Shrinkage cracks at pile cap/pile interface especially at top surface of pile cap. Corrosion concern due to shrinkage cracks.
Precast element has a tendency to pull water from fresh concrete grout. There are quite a few vertical cracks observed around top of piles after
concrete placement. Possible cause: Thermal expansion of concrete.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension Torsion
What year was this detail first used? 2002 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 6 (0 not durable, 10 very durable)
Inspection Access 6 (0 not visible, 10 easily inspected)
Future Maintenance 6 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used St George Island Bridge, Florida
Connection Details: Manual Reference Section 3.1.1.4 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension Torsion
What year was this detail first used? 50 Condition at last inspection (if known)
How many times has this detail been used? 5+- Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Louisiana Forest Highway Kisatchie National Forest Clear Creek Bridge
Connection Details: Manual Reference Section 3.1.1.4 See Reverse side for more information on this connection
The pier to pile connection is designed as a pinned connection that transfers lateral forces and axial compression.
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression x Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Carolina Bays Parkway
Connection Details: Manual Reference Section 3.1.1.4 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression Tension Torsion
What year was this detail first used? 2001 Condition at last inspection (if known)
How many times has this detail been used? One Project Year of last inspection
Would you use it again? Maybe (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 6 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 3.1.1.4 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression Tension Torsion
What year was this detail first used? 2000 Condition at last inspection (if known)
How many times has this detail been used? One Project Year of last inspection
Would you use it again? Maybe (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 3.1.1.4 See Reverse side for more information on this connection
Editor's Note: The photos shown below were taken during construction. The photo on the left shows the pier cap after being set into positiong on
the precast concrete piles. The contractor used a cap leveling system that was strapped to the outside columns (right photo) that was used to set
the cap grades.
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension X Torsion X
What year was this detail first used? 2006 Condition at last inspection (if known)
How many times has this detail been used? 3+ Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Never used: CONCEPTUAL
Connection Details: Manual Reference Section 3.1.1.5 See Reverse side for more information on this connection
This connection has never been used on a bridge; however it is quite common in the vertical construction industry.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension x Torsion x
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? never Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast Concrete Pier Column to Precast Concrete Pier Column
Name of Project where the detail was used Replacement of I-287 Viaduct over the Saw Mill River Parkway
Connection Details: Manual Reference Section 3.1.2.1 See Reverse side for more information on this connection
The detail shown is the connection between adjacent pier segments. Joints were sealed and bonded with epoxy adhesive. Shear was
transferred between pieces by means of shear keys in the precast pieces.
PT rods were embedded in the cast in place footing and spliced with couplers at several levels. Upon the completion of the installation of all
segments, the entire pier was post tensioned.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension Torsion
What year was this detail first used? 1997 Condition at last inspection (if known) Very Good
How many times has this detail been used? 2 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 4 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 4 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast Pier Column Section to Precast Pier Column Section
Connection Details: Manual Reference Section 3.1.2.1 See Reverse side for more information on this connection
The UTAH DOT is currently in the process of developing standard details for prefabricated bridge elements. The detail depicted is based on
several successful details that are included in the manual. The success of the other projects warranted the Level 1 detail classification. The
details below depict one of the preliminary pier configurations. Others are also being developed.
CME Associates is developing the standard details; therefore they are listed as the contact.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension x Torsion x
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? 0 Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 7 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Never used: CONCEPTUAL
Connection Details: Manual Reference Section 3.1.3.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension Torsion
What year was this detail first used? 2001 Condition at last inspection (if known) Excellent
How many times has this detail been used? 1 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 7 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 3.1.4.1 See Reverse side for more information on this connection
Quality control on bar and splicer locations are critical. The splicers can be oversized to accommodate approximately 1/2" of
tolerance.
The only design effect is that the bars must be moved closer to the center of the members in order to maintain cover around the
splicers (approx. 1").
This design incorporates an H shaped column section to reduce weight. Contractor's labor and insurance costs less due to
reduced time on the water.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension X Torsion X
What year was this detail first used? 1992 Condition at last inspection (if known) Good
How many times has this detail been used? One Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 5 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Replacement of I-287 Viaduct over the Saw Mill River Parkway
Connection Details: Manual Reference Section 3.1.4.1 See Reverse side for more information on this connection
The detail shown is the connection between the bottom pier segment
and the footing. The piece was placed in a grout bed. Intermediate
joints were connected sealed and bonded with epoxy adhesive.
Shear was transferred between pieces by means of shear keys in the
precast pieces.
PT rods were embedded in the cast in place footing and spliced with
couplers at several levels. Upon the completion of the installation of
all segments, the entire pier was post tensioned.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension X Torsion
What year was this detail first used? 1997 Condition at last inspection (if known) Very Good
How many times has this detail been used? 2 Year of last inspection 2005
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 4 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 4 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used I-405, Bellevue Access Transit NE 4th / NE 6th
Connection Details: Manual Reference Section 3.1.4.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension Torsion
What year was this detail first used? 2003 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Route 70 over Manasquan River, Brielle, NJ
Connection Details: Manual Reference Section 3.1.4.1 See Reverse side for more information on this connection
The Contractor substituted alternative details, which eliminated temporary column post-tensioning. A single full-height column section was used.
All post tensioning was accomplished with threaded PT bars in place of the strand tendons.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension x Torsion x
What year was this detail first used? 2005 Condition at last inspection (if known)(new construction)
How many times has this detail been used? 1 Year of last inspection N/A
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 3 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 5 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Never used: CONCEPTUAL
Connection Details: Manual Reference Section 3.1.4.2 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension x Torsion x
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? many Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 8 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 3.1.4.2 See Reverse side for more information on this connection
The UTAH DOT is currently in the process of developing standard details for prefabricated bridge elements. The detail depicted is based on
several successful details that are included in the manual. The success of the other projects warranted the Level 1 detail classification. The
details below depict one of the preliminary pier configurations. Others are also being developed.
CME Associates is developing the standard details; therefore they are listed as the contact.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension x Torsion x
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? 0 Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 7 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
The spread footings and other substructure components for the Epping Bridge in
New Hampshire were fabricated in segments as determined by the contractor and
precaster to facilitate shipping and handling, and were standardized to reduce
fabrication costs. The precaster used a template in the plant fabrication to ensure
adequate tolerances between the abutments, wingwalls, and footing segments.
The contractor developed the assembly plan.
Backfilling Options:
All abutments require some level of filling. Earth placement can be time
consuming; however there are some methods that can be employed to
reduce filling times.
One method is to use flowable fill for the backfill soils. Flowable fill is a
mixture of sand, water and minor amounts of cement. It can be installed
without compaction since it is in a semi-liquid state when placed.
Therefore, flowable fill can dramatically reduce the amount of time to
complete the backfilling. The only disadvantages are that the backfill
area needs to be contained or formed so the fill does not spill out, and the
material cost is somewhat higher than granular backfills. Designers
should also note that flowable fills have different soil properties than
compacted fill, which will affect the design of the abutments. The fill
generally has a slightly higher unit weight when placed (approximately
125 pcf). Once set, the fill has very high passive pressure resistance
since it is essentially a concrete product. For this reason, it should not be
used behind integral abutments where abutment movement could
generate large passive pressures against the fill.
Another method for reducing backfilling times is to use foam block fill
materials. These blocks are normally made with expanded polystyrene.
They are very lightweight and easy to install. The blocks are simply
stacked behind the abutment. This system can greatly reduce the forces
acting on the abutment stems; however there is also a reduction in
overturning resistance on the top of the footings. The disadvantages to
this system is that there needs to be a certain amount of fill placed over
the blocks to support wheel loads, the system can float out of the ground
if there is a high water table, the system needs to be waterproofed
against certain types of spills, and they can be expensive when compared
to conventional granular fills.
There are two types of integral abutments. The most common is a fully
integral abutment where the connection to the superstructure is a full
moment connection. The second type of integral abutment is a semi-
integral abutment where the moment connection is replaced with a pinned
connection that allows rotation of the superstructure with respect to the
substructure. See Section 2.5 for information on the connection of the
superstructure to integral abutments.
Another option is to embed the piles into large pockets in the precast
abutment stem element. After placement over the piles, the void is
filled with non-shrink grout or concrete.
Small closure pours could also be used for this connection since the
curing of the closure pour concrete would most likely not restrict the
continuation of the bridge construction.
Name of Project where the detail was used Epping, New Hampshire
Connection Details: Manual Reference Section 3.2.1.1 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension Torsion
What year was this detail first used? 2005 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Epping, New Hampshire
Connection Details: Manual Reference Section 3.2.1.2 See Reverse side for more information on this connection
Precast Backwall
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension Torsion
What year was this detail first used? 2005 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Epping, New Hampshire
Connection Details: Manual Reference Section 3.2.1.3 See Reverse side for more information on this connection
Precast Cheekwall
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension Torsion
What year was this detail first used? 2005 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Contact Name: Ahmad Abu-Hawash, Chief Structural Eng. Phone Number: (515-239-1393
Address: Office of Bridge and Structures E-mail: [email protected]
800 Lincoln Way
Ames, IA 50010 Detail Classification Level 1
Name of Project where the detail was used Boone County IBRC Project over Squaw Creek, Madison County IBRC Project
Connection Details: Manual Reference Section 3.2.3.1 See Reverse side for more information on this connection
This connection connected steel HP 10x57 pile to the precast concrete abutment footing on an integral abutment bridge. The piles were driven to
design bearing in soil and two feet of pile were left above grade for embedment into the precast footing. The integral abutment utilized 5 feet of
prebore filled with bentonite. The precast concrete footing was cast with 21 inch diameter galvanized corrugated metal pipe that acted as wells for
the steel pile. Two 7/8 inch by 5 inch shear studs were welded to each side of the pile web to aid in connection. The footing was placed over the
pile and the voids (corrugated metal pipe) were filled with a special concrete mix designed for rapid cure.
Plan notes were needed to specify a final pile driving tolerance of 3 inches in any horizontal direction. Iowa Specifications are currently written with
a starting pile tolerance, but not an end tolerance. This tight tolerance was to insure that the piles would fit into the wells created by the corrugated
metal pipe. The precast abutment footing was leveled using steel channel sections welded to the steel pile. The void under the precast abutment
footing created by this method of construction was filled with flowable mortar. This connection enabled pile to be driven, abutment footing placed,
and flowable mortar placed in one day. The concrete in the footing voids were placed the next day.
This connection was also laboratory tested by Iowa State University as part of the evaluation of the IBRC project. The results of ISU's study will be
published at a future date.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression x Tension Torsion
What year was this detail first used? 2006 Condition at last inspection (if known)
How many times has this detail been used? 2 Year of last inspection
Would you use it again? Yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost (0 expensive, 10 cost effective) When compared to other connection methods
Durability (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Upton Maine Bridge
Connection Details: Manual Reference Section 3.2.3.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion x
What year was this detail first used? 2004 Condition at last inspection (if known) Excellent
How many times has this detail been used? 2 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 3.2.3.1 See Reverse side for more information on this connection
Steel plates with shear studs are cast at the pile locations in the bottom of the abutment seat. In the field the steel H piles are driven and then cut
off level at the elevation of the bottom of the cap. The cap is set on the H piles and then the H piles are field welded to the bottom of the steel
plates. Following this procedure, fill is placed under the abutment seat and behind the abutment seat.
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension X Torsion X
What year was this detail first used? 2006 Condition at last inspection (if known)
How many times has this detail been used? 2+ Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 8 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 8 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Bridge over Middle Fork Crazy Woman Creek (Wyoming Drawing Number 6635)
Connection Details: Manual Reference Section 3.2.3.1 See Reverse side for more information on this connection
Steel plates with shear studs are cast at the pile locations in the bottom of the abutment seat. In the field the steel H piles are driven and then cut
off level at the elevation of the bottom of the cap. The cap is set on the H piles and then the H piles are field welded to the bottom of the steel
plates. Following this procedure, fill is placed under the abutment seat and behind the abutment seat.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 4 (0 difficulty making connection, 10 went together easily)
Cost 6 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Bridge 13004, TH 8 over Center Lake Channel, Center City, MN
Connection Details: Manual Reference: Section 3.2.3.2 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment Compression X Tension Torsion
What year was this detail first used? 2005 Condition at last inspection (if known) Good
How many times has this detail been used? 1 Year of last inspection 2006
Would you use it again? maybe (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 2 (0 difficulty making connection, 10 went together easily)
Cost 5 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Connection Details: Manual Reference Section 3.2.3.2 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension X Torsion X
What year was this detail first used? 2004 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Dry Creek Bridge
Connection Details: Manual Reference Section 3.2.3.2 See Reverse side for more information on this connection
Editor's Note: The photos shown below were taken during construction. The photo on the left shows the pier cap being lowered onto the
prestressed concrete piles.
The photo on the right is the top of the cap during the grouting procedure for the reinforcing bars. The ducts run from the bottom to the top of the
cap. The ducts are standard post tensioning ducts.
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension X Torsion X
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 6 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast semi-integral abutment stem to Precast semi-integral abutment stem
Name of Project where the detail was used Upton Maine Bridge
Connection Details: Manual Reference Section 3.2.3.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion x
What year was this detail first used? 2004 Condition at last inspection (if known) Excellent
How many times has this detail been used? 2 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Upton Maine Bridge
Connection Details: Manual Reference Section 3.2.4.1 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression Tension Torsion x
What year was this detail first used? 2004 Condition at last inspection (if known) Excellent
How many times has this detail been used? 2 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Bridge over Middle Fork Crazy Woman Creek (Wyoming Drawing Number 6635)
Connection Details: Manual Reference Section 3.2.4.1 See Reverse side for more information on this connection
Editor's Note: The welded steel plates are somewhat exposed after constructionis complete. It is recommended that stainless steel plates and
welds be used for this connection.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 5 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 5 (0 not durable, 10 very durable)
Inspection Access 4 (0 not visible, 10 easily inspected)
Future Maintenance 7 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast concrete abutment or backwall to Precast concrete approach slab
Connection Details: Manual Reference Section 3.2.4.2 See Reverse side for more information on this connection
A similar detail has been used by the Maine DOT on several projects.
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression x Tension Torsion
What year was this detail first used? Condition at last inspection (if known)
How many times has this detail been used? 0 Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 10 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
• Concrete Cantilever
• Concrete Gravity
• Mechanically Stabilized Earth
• Prefabricated Modular
• Anchored
• Cantilever Sheeting and Soldier Pile
The AASHTO LRFD Specifications [1] includes details about each one of these
walls. This section will include information on prefabrication of retaining wall
systems and how they can be used in accelerated construction projects.
Some of the systems shown in this section are proprietary; however in most
cases, there are multiple manufacturers that can produce similar walls. Some
states allow multiple wall systems for larger wall projects by bidding the walls as
a design-build product, where the manufacturer designs the wall based on the
constraints of the site.
Some states detail the contraction joints with shear keys to provide
interaction with adjacent wall panels. Other states simply have a flat
joint without shear keys. The New Hampshire DOT details include
shear keys; therefore a grouted shear key configuration was used.
The grout was placed after the wall panels were set and connected to
the footings. The Epping Bridge did not require expansion joints due
to the length of the walls; however they have developed details for
longer walls where the expansion joints would be filled with expanded
foam to allow for thermal expansion. Information on this detail can be
found in the PCI Northeast document entitled “Guidelines for
Accelerated Bridge Construction Using Precast/Prestressed Concrete
Components” [44].
There are two distinct types of prefabricated wall systems that are
primarily in use today. There are other systems in use and more in
development. All of these wall systems include prefabricated elements;
therefore they are well suited for prefabricated bridge projects.
Most retaining walls are constructed away from the roadway and
therefore do not need to be constructed to a tight tolerance. Each
individual wall manufacturer has developed wall construction tolerances
that should be followed during the installation. These tolerances ensure
the proper fit of the individual elements.
Table 3.3.5-1 contains approximate installation times for the various wall
systems included in this section:
Designers often detail only one wall system for a given site. An option
that could be considered is to allow multiple wall types at a given location
so contractors can choose the most efficient system for construction. In
this case the wall is bid as a lump sum item. Designers need to carefully
detail the limits of payment for a lump sum wall bid, which should include
the backfill soils. This is required because the backfill soils are an integral
portion of any wall system (see Section 3.2 for backfilling options).
3.3.7 Connection Detail Data Sheets for Wingwall and Retaining Wall
Systems
The following pages contain data sheets for various prefabricated
wingwall and retaining wall systems. This information was primarily
gathered from agencies that have developed and used the systems.
Some systems were obtained from manufacturers and industry groups.
Most data in the sheets were provided by the owner agency; the authors
added text when an agency did not supply all requested information. The
owner agencies also provide a comparative classification rating.
Name of Project where the detail was used Epping, New Hampshire
Connection Details: Manual Reference Section 3.3.1.1 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension Torsion
What year was this detail first used? 2005 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast concrete wall stem to Precast concrete wall stem
Name of Project where the detail was used Epping, New Hampshire
Connection Details: Manual Reference Section 3.3.1.2 See Reverse side for more information on this connection
Construction Photo
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? 2005 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 8 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 8 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 9 (0 not visible, 10 easily inspected)
Future Maintenance 9 (0 will need maintenance, 10 no maintenance anticipated)
The major issues with a pile to footing connection are whether or not
there is anticipated uplift on the piles or if there is a need to provide
moment capacity in the pile connection. Uplift capacity can be achieved
by welding reinforcing steel to the pile end and embedding the reinforcing
in a closure pour (note that weldable reinforcing steel will be required for
this connection). Moment capacity is achieved by embedding the pile top
at least 12 inches into the footing.
The Florida DOT has developed a detail for splicing hollow square
prestressed concrete piles. This detail consists of a reinforced concrete
closure pour between pile elements.
Several projects have been designed where a precast concrete pier box
was used to dewater the area where the drilled shaft connects to the
bridge footing. For example, the new Providence River Bridge in
Providence, Rhode Island, has precast concrete pier boxes that were
hung from the 8 foot diameter drilled shafts that allowed the construction
of the footings in the dry. The precast box was set over the drilled shaft
and sealed with a small tremie pour around the drilled shaft. These
systems can eliminate the need for complicated deep cofferdams and
dewatering systems, especially in deep water. When built using HPC, the
precast box forms can serve as an additional corrosion protection system
for the new pier footing.
4.1.12 Connection Detail Data Sheets for Footing and Pile Systems
The following pages contain data sheets for the various prefabricated
foundation systems. This information was primarily gathered from
agencies that have developed and used the systems. Most data in the
sheets were provided by the owner agency; the authors added text when
an agency did not supply all requested information. The owner agencies
also provide a comparative classification rating.
Name of Project where the detail was used Epping, New Hampshire
Connection Details: Manual Reference Section 4.1.1 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear Moment Compression x Tension Torsion
What year was this detail first used? 2005 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Epping, New Hampshire
Connection Details: Manual Reference Section 4.1.2 See Reverse side for more information on this connection
Editor's Notes
The submitting agency did not submit the data shown below. The authors have inserted the data based on a review of the details.
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment Compression Tension Torsion
What year was this detail first used? 2005 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 10 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 9 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 10 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Never used: CONCEPTUAL
Connection Details: Manual Reference Section 4.1.3 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension X Torsion
What year was this detail first used? NA Condition at last inspection (if known)
How many times has this detail been used? 0 Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 6 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 0 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used I-10 Escambia Bay Bridge
Connection Details: Manual Reference Section 4.1.4 See Reverse side for more information on this connection
Fit-up issue: pile placement tolerance is important. In order to fit prefabricated pile footing, only 3" lateral tolerance is allowed for each pile.
Design Issue: Evaluate the effect of eccentricity load from column due to pile placement tolerance; consider lateral confining pressure of confined
hole; and connection rebar development length for confined concrete.
Durability issues: Shrinkage cracks at pile footing/pile interface especially at top surface of pile footing. Corrosion concern due to shrinkage cracks.
Precast element has a tendency to pull water from fresh concrete placement.
Shape of the underside of the grout cavity is important to prevent hollow areas. The contractor was required to do a test pour to ensure proper
concrete placement. This process is recommended for all complex void filling operations.
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension Torsion
What year was this detail first used? 2002 Condition at last inspection (if known) good
How many times has this detail been used? 1 Year of last inspection 2006
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 5 (0 not durable, 10 very durable)
Inspection Access 5 (0 not visible, 10 easily inspected)
Future Maintenance 5 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Never used: CONCEPTUAL
Connection Details: Manual Reference Section 4.1.4 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression X Tension Torsion
What year was this detail first used? NA Condition at last inspection (if known)
How many times has this detail been used? 0 Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 9 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 0 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Precast spread footing to Precast Concrete Pile with uplift
Name of Project where the detail was used Never used: CONCEPTUAL
Connection Details: Manual Reference Section 4.1.4 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension X Torsion
What year was this detail first used? NA Condition at last inspection (if known)
How many times has this detail been used? 0 Year of last inspection
Would you use it again? (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 6 (0 difficulty making connection, 10 went together easily)
Cost 7 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 9 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 0 (0 will need maintenance, 10 no maintenance anticipated)
Components Connected Hollow P/S concrete square pile to Hollow P/S concrete square pile
Name of Project where the detail was used I-10 Escambia Bay Bridge
Connection Details: Manual Reference Section 4.1.6 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear X Moment X Compression X Tension Torsion
What year was this detail first used? 2002 Condition at last inspection (if known)
How many times has this detail been used? 1 Year of last inspection
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 9 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 8 (0 difficulty making connection, 10 went together easily)
Cost 10 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 6 (0 not durable, 10 very durable)
Inspection Access 6 (0 not visible, 10 easily inspected)
Future Maintenance 6 (0 will need maintenance, 10 no maintenance anticipated)
Name of Project where the detail was used Route 70 over Manasquan River, Brielle, NJ
Connection Details: Manual Reference Section 4.1.7 See Reverse side for more information on this connection
Editor's Notes
What forces are the connection designed to transmit? (place x in appropriate boxes)
Shear x Moment x Compression x Tension x Torsion
What year was this detail first used? 2005 Condition at last inspection (if known)(new construction)
How many times has this detail been used? 1 Year of last inspection N/A
Would you use it again? yes (yes/no/maybe)
On a scale of 1 to 10, how would you rate the performance of this connection in the following categories?
Speed of Construction 7 (0 very slow, 10 very fast) When compared to conventional construction
Constructability 7 (0 difficulty making connection, 10 went together easily)
Cost 3 (0 expensive, 10 cost effective) When compared to other connection methods
Durability 5 (0 not durable, 10 very durable)
Inspection Access 0 (0 not visible, 10 easily inspected)
Future Maintenance 10 (0 will need maintenance, 10 no maintenance anticipated)
The design of full depth precast concrete deck slabs is similar to the design of a cast-in-
place concrete deck with a few exceptions. The AASHTO LRFD Bridge Design
Specifications [1] contain provisions for precast full depth deck slabs. Portions of those
provisions will be covered in this example.
This example will be for a full depth precast concrete deck slab placed on girders that
run parallel to the span. The connections that will be highlighted include the transverse
connection between adjacent deck panels and the connection between the slab and the
beam. There will also be discussion regarding the design of the actual deck.
The reinforcing in the deck can be mild reinforcing, prestressing (pretensioned or post-
tensioned), or a combinations of each. The AASHTO specifications cover the design of
all of these approaches; therefore a detailed design example is not presented here.
The design of the overhang requires special attention. The maximum moment in the
overhang deck can be at the base of the bridge parapet or railing post. This location is
often very close to the end of the deck slab. It may not be possible to design this
connection using prestressing strand since the moment is normally applied within the
development length of the strand and sometimes within the transfer length of the strand.
In this case, the overhang slab will need to be supplemented with mild reinforcement.
The design of the shear connectors is according to the AASHTO specifications. Instead
of varying the spacing of the connectors across the beam, the spacing is kept constant
and the number of connectors in each pocket is varied as the shear demand changes.
Givens:
• 200 foot long single span bridge
• Deck information
o 8 inches thick
o 50 feet wide
o f’c = 4000 psi
• PT duct information
o Use 1”x3” Oval polyethylene duct placed flat (inside dimensions)
o Use a maximum of 4-0.5” diameter grade 270 strand for PT
fpu = 270 ksi
fpy = 0.9 * fpu = 243 ksi
Elongation = Δ = PL/AEp
In terms of stress = σ = fpA = P/A = ΔEp/L
μ = coefficient of friction
= 0.23 (Table 5.9.5.2.2b-1)
Pretensioned members
ΔfpES = (Ep /Ect)* fcgp
Post-tensioned members
ΔfpES = ((N-1)/2N) * (Ep /Ect)* fcgp
This methodology is well developed and is quite lengthy. In order to keep the size of this
manual reasonable, it was decided to not include this detailed design methodology in
this appendix. The full research document and design methodology is available at the
following website:
http://www.utexas.edu/research/ctr/pdf_reports/0_1748_2.pdf
Seismic Issues
At this time, this connection does not meet the requirements for high seismic
applications. Future research may lead to a similar connection that can be used in high
seismic areas.
Seismic Issues
The following is a listing of proprietary products and systems that can be used for
prefabricated bridges. The list is based on the information contained in this document.
There are other products and systems available in the United States. Designers should
keep apprised of systems that may be available.
Description Page
Contact Information:
The Fort Miller Co, Inc.
P.O. Box 98
Schuylerville, NY 12871
Phone: (518) 695-5000
www.fortmiller.com
2. Effideck™
Effideck™ is a lightweight, precast concrete bolt down deck replacement
system. The system consists of a lightweight concrete deck slab and closely
spaced structural steel members cast integrally.
Contact Information:
The Fort Miller Co, Inc.
P.O. Box 98
Schuylerville, NY 12871
Phone: (518) 695-5000
www.fortmiller.com
Contact Information:
CON/SPAN®
3100 Research Blvd.
P.O. Box 20266
Dayton, Ohio 45420-0266
Phone: 937-254-2233
www.con-span.com
Contact Information:
CONTECH Construction Products Inc.
Contact Information:
HY-SPAN® Systems, Inc.
2050 South Harding
Indianapolis, Indiana 46221
Phone: 800-875-4920
www.hyspan.com
Contact Information:
Splice Sleeve North America, Inc.
192 Technology Drive, Suite J,
Irvine, California 92618-2409
Phone: (949)861-8393
www.splicesleeve.com
Contact Information:
Dayton Superior
Corporate Headquarters
7777 Washington Village Dr., Ste. 130
Dayton, OH 45459
Phone: 937-428-6360
www.daytonsuperior.com
Contact Information:
ERICO United States
34600 Solon Road
Solon, Ohio 44139
Phone: 440-248-0100
www.erico.com
1. Reinforced Earth
Reinforced Earth® and Retained Earth™ Retaining Walls are mechanically
stabilized earth (MSE) gravity structures consisting of alternating layers of
granular backfill and reinforcing strips with a modular precast concrete facing.
Contact Information:
The Reinforced Earth Company
8614 Westwood Center Drive, Suite 1100
Vienna, VA 22182-2233
Phone: 1-800-446-5700
www.reinforcedearth.com
2. Doublewal
Doublewal is an interlocking precast retaining wall system. Each Doublewal unit
consist of two concrete panels connected by cross beams to form a soil bin. The
units are keyed together and filled with granular materials.
Contact Information:
Doublewal Corporation
7 West Main Street Plainville, CT 06062
Phone: 860-793-0295
www.doublewal.com
3. T-Wall
The T-WALL® Retaining Wall System is a precast reinforced concrete modular
wall system. The precast unit is comprised of a rectangular face panel and a
stem that extends into the backfill. The units are fabricated with a stem length
designed to suit the application. The units are then stacked and backfilled to suit
site conditions.
Contact Information:
The Neel Company
8328-D Traford Lane
Springfield, VA 22152
Phone: 703-913-7858
[email protected]
Contact Information:
DYWIDAG Systems International USA, Inc.
320 Marmon Drive
Bolingbrook, IL 60440
Phone: 630-739-1100
www.dsiamerica.com
Contact Information:
VSL Corporate Headquarters
7455 New Ridge Road, Suite T
Hanover, MD 21076
Phone: 410-850-7000
www.vsl.net
3. Williams Threadbar
Williams supplies threaded bar post-tensioning systems.
Contact Information:
Williams Form Engineering Corp.
8165 Graphic Drive
Belmont, MI 49306
Phone: 616-866-1890
www.williamsform.com
2 New Hampshire DOT - Full Depth Precast Concrete Deck Slabs C-11
SALEM TO MANCHESTER
13933C
June 6, 2007
SPECIAL PROVISION
This spec ial provis ion a llows the o ptional subs titution of p recast e lements to construct
stub abutments, approach slabs, and piers for th e cast-in-place elements deta iled on the
plans. All applicable provisi ons of 520 shall apply to cast-in -place concrete except as
amended or modified below. All applicable provisions of 528 and any special provisions
to 528 shall apply to precast con crete. The QC/QA provisions of this section sh all not
apply if the precast option is selected.
1.1.2 This work shall consist of m anufacturing, storing, transporting, and assem bling
precast con crete substructure elem ents in cluding stub abu tments, approach s labs, and
piers, he rein referred to as “m embers”, in accordance w ith the con tract plans. The
relevant provisions of the design m ethod specified on the contract plans shall be adhered
to unless such provisions are in conflict with this specification, in which case this
specification shall govern.
1.1.3 This work shall also include the installa tion of approved ce mentitious grou t
where indicated on the plans, and/or assembly plans and shop drawings.
1.3.1 Design loads used for the development of contract plans and required for the re-
design of the optional precast m embers m ay be obtained from the Departm ent upon
request.
1.3.2 Details of the precast options are provided as an attachment to this specification.
3.13.1.1 One assem bly plan shall docum ent all asp ects of the precast elem ent
substitution. The plan shall include but shall not be limited to:
3.13.1.2 T he plan shall be subm itted for a pproval 60 days prior to the start of
fabrication and shall be stam ped by a Professional Engineer, licensed in the State of NH.
Multiple PE stamps may be include d on the var ious portions of the pla n, but only ONE
engineer with PE stamp shall be clearly identified as the Engineer of Record for the entire
assembly plan. All questions, comments, a nd revisions shall be coordinated with the
Engineer of Record.
3.13.1.3 The Engineer of Record for the a ssembly plan is responsible for the
precast system and its ability to resist the minimum design loads detailed on the con tract
drawings or provided in the specifications. The design loads detailed are specified to a
particular location for a cast-in-p lace solution. Loadings specific to a precast system are
not addressed and their inclusion and applicatio n shall be the sole re sponsibility of the
assembly plan Engineer of Record.
3.13.3 All precast products used in the bridge system shall be fabricated by the same
precast plant.
4.4 The furnishing and placing of precast m embers substituted for cast-in-plac e
elements will not be measured.
5.10.1 No additiona l paym ent will b e m ade f or use of the pre cast construc tion
method. Payment will be made on plan quantities only.
5.10.2 The Contract final pay quantity will n ot be ad justed by the v olume of the
precast concrete or by any additional concrete thickness required for the precas t concrete
option.
5.10.3 The Contract es timated quantity f or reinforcing steel will not b e adjusted b y
the quantity of reinforcement included in the precast concrete element.
5.10.4 All costs for preparing and following the assembly plan shall be subsidiary.
5.10.5 The furnishing and placing of precast concrete members shall be subsidiary.
5.10.6 All costs for materials used in th e assembly of the precast m embers and/or
detailed in the assembly plan shall be subsidiary.
June 6, 2007
SPECIAL PROVISION
This spec ial provis ion a llows the o ptional subs titution of p recast e lements to construct
stub abutments, approach slabs, and piers for th e cast-in-place elements deta iled on the
plans. All applicable provisions of 528 shall apply to precast concrete except as amended
or m odified below. Refer to PCINER- 06-ABC “Guidelines for Accelerated B ridge
Construction Using Pr ecast/Prestressed Concrete Com ponents” ( www.pcine.org) for
more inform ation and additional guidelies. This specification includes provisions for
self-consolidating concrete.
2.8.2 Mix Design for Precast Substitution. The fabricator shall design and subm it
for approval the proportions a nd tes t resu lts f or a concr ete m ix which shall attain th e
minimum properties in 520 Table 1A. Compre ssive strength test cylinders shall be
sampled in accordan ce with the req uirements of AASHTO T 141, m olded and cured in
accordance with the req uirements o f AASHTO T23, and tested in accordance with the
requirements of AASHTO T 22. The perm eability shall be m easured at 56 days using
AASHTO T 277. Air entrainm ent testing shal l be in acco rdance with A ASHTO T 119
and T 152. The m inimum average com pressive strength of the proposed m ix shall be
determined using the procedure in Appendix D of 528.
2.8.4 Mix designs for Self Consolidating Concrete shall be subm itted for approval to
the Bureau of Materials and Research. Mix designs and m aterial testing shall conform to
the Interim Guidelines for the u se of Self-Consolidating Concrete in Precast/Pres tressed
Concrete Institute Member Plants, PCI Report TR-6-03 (www.pci.org). Submittals shall
be approved by the admixture manufacturer. Results of trial mixes shall be included with
the m ix design subm ittal and shall include all test results. Test results shall include:
compressive strength; air content; permeability; slump flow; and U-tube test. Test results
for the slum p flow shall show that the m ix meets the requirem ents for fl ow and that the
aggregate distribution and m ortar halo sha ll show no segregation or bleeding. Test
results for the U-tube test shall sh ow that the m ix is cap able of flowing around the
reinforcing. Com pression testing and perm eability testing shall be don e on rodded and
non-rodded specim ens to show that the ma terial perf orms sa tisfactorily without
consolidation.
2.9 Shear Key Grout for Butted Box Beams, Shear Keys, Joints and Blockouts
2.9.1 Grout for shear keys, joints, and blockouts shall be an approved grout as listed
under Section 529A of the Qualified Products List. Ad ditional ag gregates an d/or
materials shall not be added to the m aterial during field m ixing. Gr out shall have a
minimum strength of the cast-in-place concrete that is being replaced.
2.10.1 Temporary supports, leveling screws, and shim s s hall be approved prior to
use.
3.1.4.3.1 At least thirty (30) days prior to fa brication of the precas t members, a test
placement [10 feet (3 meters) in length] of the actual member section (unreinforced) shall
be poured utilizing the proposed m ethods of concrete p lacement an d curing. The
minimum ai r entrainm ent value shown in 520 Table 1A shall be held as the ab solute
minimum value f or the test se ction. Concrete that does not m eet this value shall not be
used in the test section.
3.4.5 Upon approval, the shop drawings shall be transferred to perm anent, archival
quality, 22 inches by 34 inches (559 by 838 mm) double m atte mylar and subm itted to
the Department.
3.4.6 The shop drawings shall be properly tit led as to project location and bridge
components similar to the Contract Plans titl e box. The shop drawi ngs shall include but
not necessarily be limited to the following:
a. Fully and accurately dim ensioned view s clearly showing the geom etry of the
members including all projections, rece sses, notches, openings, blockouts,
connections, etc.
b. Details and bending schedules of steel reinforcing clearly showing the size,
spacing, and location includi ng any special reinforci ng item s required but not
shown on the contract plans. Reinforc ing or ties provide d under lifting devices
shall be shown in detail.
c. Details and location s of all item s to be em bedded in the m embers such as
inserts, lifting devices, leveling screws, temporary supports, etc.
d. Quantities for each m ember (concrete volum e, reinforcing steel weig ht, and
total section weight).
e. Description of m ethods for curing, hand ling, storing, transpor ting, and erecting
the members.
3.17.3 Rejection of precast members. T he Engineer will inspect the firs t group of
members cast (not to exceed three members) upon removal from the casting bed. Defects
will be identified and the Contractor sha ll p ropose to the Engineer in writing the
preventative m easures to be taken to elim inate those defects in the second group of
members to be cast. Defects in m embers cast in the first group may be cause for
rejection. After th e second group is cast, the m embers again will be inspected and the
Contractor shall again propose preventative measures as m ay be necessary. If other
defects occur during subseque nt casting of mem bers, th e above procedure shall be
repeated. Any defect occurring a second tim e will be cause for reje ction of the m ember
in which it occurs.
3.17.3.1 The following are con sidered d efects th at may constitute cause for
rejection:
3.19.4.1 All tolerances not specified othe rwise, shall be in accord ance with P CI
MNL –135-00 “Tolerance Manual for Precast a nd Prestressed Concrete Construction”
except as modified herein.
3.19.4.2 Tolerances for all subs tructure elements shall meet o r exceed those lis ted
for Flat Structural Wall Panels except for the following items:
3.19.4.3 Vertical joints between adjac ent w all members shall be ad equately f illed
and sealed. Grouted shear keys m ay be intr oduced, as required, to m eet fabrication and
HAVERHILL, NH – NEWBURY, VT
14435
Description
This special provis ion provides for full depth precast concrete deck panels with bo nded
longitudinal post-tensioning and contents of this special provision apply to this item only.
All provisions of 528 shall apply except as amended or modified below.
Add to 1.1
1.1.2 This work shall also include the desi gn, detailing, furnishing, post-tensioning
and grouting of tendons and all appurtenances required to complete a longitudinally post-
tensioned system where in dicated on the plans.
POST-TENSIONING- The applicat ion of com pressive force to the concrete by stressing
tendons after the concrete has been cast and cured. The for ce in the stressed tendons is
transferred to the concrete by means of anchorages.
TENDONS- A high strength steel mem ber made up of a number of prestressing strands
or wires in a metal or plastic duct.
WIRE- A single, sm all diam eter, high stre ngth steel elem ent and, norm ally, the basic
component of strand, although some proprietary post-tensioning system s are m ade up of
individual or group of single wires.
WEDGES- A small conically shaped steel co mponent placed around a strand to grip and
secure it by wedge action in a tapered hole through a wedge plate.
WEDGE PLATE- A steel com ponent of the anchorage co ntaining a num ber of tapered
holes through which the strands pass and are secured by conical wedges.
SET (ALSO ANCHOR SET OR WEDGE SE T)- Set is the total m ovement of a point on
the strand just behind the an choring wedges during load transfer from the jack to the
permanent anchorages. Set m ovement is the su m of slippage of the wedges with respect
to the anchorage head and elastic deformation of the anchor components.
ANTICIPATED SET- Anticipa ted set is tha t s et which w as assum ed to occur in the
design calculation of the post-tensioning forces immediately after load transfer.
MEMBER- Mem ber shall be con sidered to m ean the concrete which is to be post-
tensioned.
2.10.3 Anchorages. All ancho rage devices shall m eet the requ irements of Section
10 of AASHTO Speci fications for Highway Bridges Division II, 2002, and latest
interims.
a) Condition dry ingredients, mixing water, prestressing strand and test apparatus
overnight at 75 to 80° F.
b) Insert 800 m l of m ixed conditioned gr out with conditioned water into the
1,000 ml graduated cylinder. Mark the level of the top of the grout.
c) Wrap the strand with 2 -inches wide duct or electrical tape at each end p rior to
cutting to avoid splaying of the wires when it is cut. Degrease (with acetone or
hexane solvent) and wire brush to rem ove any su rface rust on the strand
before tem perature co nditioning. Insert completely a 2 0-inch leng th of
conditioned, cleaned, ASTM A 416 seven wi re strand (0.5 inch diameter) into
the 1,000 ml graduated cylinder (possibly using a centralizer). Mark the level
of the top of the grout.
d) Store the mixed grout at the temperature range listed above in (a).
e) Measure the level of the bleed water every 15 minutes for the first hour and
hourly afterward for three hours.
f) Calculate the bleed water, if any, at th e end of t he three hour test period and
the resulting expansion pe r the procedures outlined in ASTM C 940, with the
quantity of bleed water expressed as a percent of the initial grout volum e.
Note if the bleed water remains above or below the top of the grout.
2.10.5.1 Grouts shall be prebagged in plastic lined or coated bags. Stamp grout bags
with date of manufacture, lot number and mixing instructions. Any change of materials or
material sources requires retesting and certification of the c onformance of the grout with
the physical properties requirem ents. A copy of the Quality Control Data Sheet for each
lot num ber and shipm ent sent to the job site shall be provided to th e contractor by the
grout supplier and furn ished to th e Engine er. Prebagged grout with clum ps will b e
rejected.
2.10.5.2 Ma terials with a to tal tim e f rom m anufacture to u sage in excess of six
months shall be retested and certified by the supplier before use or shall be rem oved and
replaced.
2.10.5.3 Manufacturers of post-tensioning gr out seeking qualification of their
product shall provide certified test reports from an audited and independent Cement
Research Laboratory (CCRL) whi ch shows th e m aterial m eets all the requirem ents
specified herein.
3.1.7 Post-Tensioning
3.1.7.2 Shop Drawings: Shop drawings shall confor m to the requirem ents in 3.4
and additional requirements below.
1. Show fully and accu rately detailed bl ockouts, notches, recesses, p rojections,
and the like that might be required by the Contractor’s construction scheme.
2. Details of mild steel reinforcing shall be clearly shown as to size, spacing, and
location including all special reinf orcing required but not shown on the
Contract Plans. No separate paym ent will be m ade for special reinforcem ent
required to accommodate the Contractor’s method of construction.
3. Show size and type of ducts for a ll post-tensioning tendons with their
horizontal and vertical prof iles cle arly d etailed. Duct supports, grout tubes,
and vents shall be shown including t ype, size, and location, including the
elements to be installed in the cast-in-place pier diaphragms.
4. Details and locations of all o ther items to be embedded in th e girder such as
inserts, post- tensioning hardware, conduit penetrations, and the like shall be
shown.
5. Details of the anchorage system including confinement reinforcement required
for the post- tensioning system shall be shown.
6. A table giving jacking sequence, jacking forces, and initial elongation of each
tendon for all post- tensioning shall be pr ovided to Engineer at least 10 days
prior to stressing operation.
7. The Contractor shall p repare and subm it integrated drawings showing all
embedded item s such as post-tensi oning d ucts, ancho rages, an chorage
reinforcement, blockouts, reinforcing steel . These drawings shall be to scale,
shall be accurate, and shall have sufficient detail to show the relative positions
of all item s and their embedded depth. The drawings shall be adequate to
ensure that there will b e no conflict between the planned positions of the
embedded items and that the concrete cover will be adequate. In the event of
conflicts be tween post-tensioning h ardware and reinf orcement, the loc ation
and details of post-tensioning hardware takes precedence ov er the location of
mild steel reinforcem ent. The Engineer shall review such revisions b efore
work on any affected item is started.
8. Provide details and a comple te description of the post-tensioning system to be
used. Stressing details shall includ e m ethod, sequence, and procedure of
prestressing and securing tendons; rele ase procedures and equipm ent; and
3.1.7.3 Design Computations: Four (4) sets of design com putations for the
proposed method of post-tension ing shall be subm itted for approval with the shop
drawings. The design computations shall be signed and sealed by a licensed professional
engineer, registered in the St ate of New Ham pshire, and shall include but not be limited
to the following information:
1. Computed losses for each tendon such as creep and shrinkage of concrete,
elastic shortening, relaxation of steel, losses in post-tens ioned prestressing
steel due to sequence of stressing, fric tion and take up of anchorages, and
5. All other com putations required for th e system of stressing being used,
including all re inforcing re quired to resist bursting stresses. Post-tensioned
anchorage zones shall confor m to the requirements of Section 9.21 of the
AASHTO Standard Specifications for Highway Bridges.
3.1.7.4 Post-Tensioning Anchorages: All prestressing steel shall be sec ured at the
ends by m eans of perm anent type anchorin g devices that have been reviewed and
accepted by the Engineer. The anchorages shall m eet or exceed the following
requirements:
1. The anchorages shall develop at leas t 95 percent of the m inimum specified
ultimate tensile strength of the prestressing s teel, tested in an unbonded state
without exceeding anticipated set. Cer tified copies of test results for the
anchorage system to be used shall be supplied to the Engineer at no additional
cost. The anchorage sh all b e so arrange d that the prestres sing force in the
tendon may be verified prior to removal of the stressing equipment.
2. The load from the anchoring device shall be distributed to the concrete by means of
approved de vices that will effectively distribute the load to the concrete. Such
devices shall conform to the following requirements:
a) The avenge bearing stress in th e concrete created by the an chorage plates
shall no t ex ceed th e values in Section 9.2.1 an d 14.0 of Division I an d
Section 4.2 of Division II of the 1999 AASHTO Guide Sp ecifications for
Design and Construction of Segmental Concrete Bridges.
b) Bending stresses in the plates or assemblies induced by the jacking of the
prestressing steel sh all not exceed th e yield po int of th e mater ial in th e
anchorage plate when 95 percent of the ultim ate strength of the tendon is
applied or cause visible distortion of the anchorage plate, as determined by
the Engineer.
3. Should the Contractor elect to furnish an anchori ng device of a type which is
sufficiently large and which is used in conjunction with a steel g rillage embedded
in the concrete that effecti vely distributes the compressive stresses to the concrete,
the steel distribution plates or assemblies may be omitted.
4. Anchorages must be set in a plane n ormal to the axis of the tendons such that
uniform bearing on the concrete is assu red. Wedge-type anchors shall not be used
in inaccessible locations.
Anchorages shall be supplied with a steel reinforcing spiral for those tendons having
a prestressing force greater than 300 kips.
5. Anchorages shall be protected as follows:
(PROSECUTION OF WORK)
“The Contractor shall plan and conduct his operations such that the Boom Birch
Bridge will be closed f or only a sing le period of time of up to 45 days between July 9th,
2007 and September 1st, 2007. While exact sequence of operations may vary from those
found herein the following activ ities m ust be c ompleted prior to opening both lanes to
traffic:
The post-tensioning ducts in the abutm ents may be gr outed under traffic. Fine
grading of approaches, m embrane, pavem ent, and perm anent approach road guardrail
may take place under single lan e closures with traffic controlled throug h the work zone
with flaggers.
A m inimum of 30 days prior to the road closure, the Contractor shall provide the
Department a Schedule of W ork covering sp ecifically each ac tivity to take plac e during
the closure in a Critical Path Metho d (CPM). In addition to either an activ ity on node or
an activity on arrow dia gram the contrac tor shall also provide the output from the CPM
schedules in the form of a bar chart. At a minimum, the Schedule or Work shall show the
major W ork activ ities, m ilestones, durations , and a tim eline. Durations within the
schedule should be in hours.
The Department will re view the Sc hedule of Work and pro vide comments to th e
Contractor within 7 days of receipt of the schedule. The Contractor will m ake the
requested changes to the schedule and issue the finalized version to the Department.
SECTION 108
PAYMENT
(Incentive – Disincentive)
The Contractor shall plan and conduct operations in such a manner that the Route
116 in the vicinity of Boom Birch Bridge is closed to traffic for no more than forty-five
(45) consecutive calendar days. The said road closure may only occur between Monday
July 9th, 2007 and Saturday September 1st, 2007.
Once the Contractor commences work on this project, the work shall be
continuous through completion. During the closure the Contractor shall maintain traffic
on the detour route indicated in the Special Provision, Section 105, Use of Roads as
Detours.
The closure period starts the moment the road is closed to through traffic for both
lanes and ends the moment the road is opened to through traffic for both lanes. For the
purposes of establishing incentive and disincentives the total closure period shall be the
number of days both lanes of the road are closed to traffic.
Failure to open Route 116 to traffic across Boom Birch Bridge after a total closure
period of 45 days will result in a disincentive of $1000/day. Opening Route 116 to traffic
across Boom Birch Bridge within the forty-five (45) days total closure period will result
in a daily incentive of $1000 per day for the number of days the road is open to traffic
before the total closure period has elapsed.
Wood forms, if used, shall be sealed with a material to prevent absorption. The sealer
shall be applied and cured in accordance with the manufacturer’s recommendations.
Forms shall be cleaned of adherent material before each use. For ms shall be cleaned
of all foreign m atter and debris im mediately prior to placing concrete. New for ms shall
be free from paint or other protective coatings.
Forms shall be treated with a non-stai ning bond breaking com pound applied in
accordance with the manufacturer's recommendations.
If the reinf orcing steel or post-tensioning ducts have been contam inated with the
bond-breaking compound, it shall b e cleaned with solvent. No concrete shall be placed
until the reinforcing ste el and pos t-tensioning ducts has been inspected and accep ted by
the QCI.
534.11 Reinforcing Steel: Reinforcing steel shall be fabricated, packaged, handled,
stored, placed, spliced, and repaired in accordance with Section 503 - Reinforcing Steel.
Reinforcing steel shall be accurately located and securely ancho red to prevent
displacement during concrete pl acement. All reinforcing st eel sha ll be ins talled and
secured before beginning the concrete placement.
The concrete cover shown on the approve d shop drawings sha ll be th e m inimum
allowable cover. The contractor shall us e bar supports and spacers to m aintain the
minimum concrete cover. The bar supports and spacers shall be m ade of a dielectric
material or other material approved by the Fabrication Engineer.
534.12 Voids and Inserts: Voids shall be non-absorbent. The out-to-out dim ensions
of the voids shall be within 2% of plan dim ensions. Da maged voids shall be repaired in
manner acceptable to the QAI. Voids shall b e stored, h andled and p laced in a m anner
that prevents damage. Residue fro m void pl acement shall be entirely rem oved from the
forms before beginning or continuing the concrete placement.
Voids shall be located accurately, anchored securely, capped and v ented. An y
portion of a void that is displaced beyond the allowable dimensional tolerances shall be
cause for rejection of the abutment segment.
534.13 Conventional C oncrete: Concrete m ix designs sh all be subm itted to the
Fabrication Engineer for approval a m inimum of 30 days prior to beginning work. Mix
designs previously approved for use shall not require qualification by trial batch if the
AASHTO T23 (ASTM C31/C31M) Practi ce for Making and Curing Concrete
Test Specimens in Field
AASHTO T22 (ASTM C39) Test Met hod for Com pressive Strength of
Cylindrical Concrete Specimens
AASHTO T119 (ASTM C143) Test Method for Slum p of Hydraulic Cem ent
Concrete
AASHTO T141 (ASTM C172) Practice for Sampling Freshly Mixed Concrete
AASHTO T152 (ASTM C231) Test Method for Air Content of Freshly Mixed
Concrete by the Pressure Method
ASTM C1064 - Test Method for Temperatur e of Freshly m ixed Portland Cement
Concrete
A m inimum of 8 concrete test cylinders shall be cast to repr esent each continuous
concrete placem ent. Si x of the cylinders from each test shall be cured under the sam e
conditions as the units. Unit identification, entrained air content, water-cem ent ratio,
slump and temperature of the sampled concrete shall be recorded by the Contractor at the
time of cylinder casting. Testing shall be done in the presence of the QAI. The QAI will
designate the loads to b e tested. Cylinde rs made to determine handling strength shall be
made during the last 1/3 of the placement.
At least on ce a week, the Contractor sh all make four cyli nders for use by the
Department. They shall be cured in accordance with AASHTO T23 (ASTM C31/C31M).
After the post-tensioning of a precast unit is c omplete, fill the socket for the tops of
the piles with self -consolidating concrete. Test cylinders cured in the same environment
as the socket fill concrete must demonstrate that the fill concrete has reached 2.5 ksi prior
the application of any gravity loads on the precast segm ents. Backfilling of abutm ents
may proceed once the abutment socket fill concrete has reached 1.0 ksi.
7.1 INTRODUCTION
This chapter summarizes the development of a connection specification for a precast bent cap system,
referred to as a precast connection specification. Major components of the specification are developed
based on results from Phases 1-3. The following areas are addressed: 1) materials, 2) precast bent cap
placement plan, 3) grouting operations, and 4) additional items.
7.2 MATERIALS
To ensure selection of a proper grout, the connection specification should include a grout specification.
In addition, properties of connectors and connection hardware should be carefully specified.
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If a bent cap uses 5000-psi concrete, then grout with a 28-day (unmodified) cube strength of at least
7500 psi is required. A number of such grouts are available. Engineers should be careful to ensure that
they select a grout with a compressive strength based on the water required for fluid consistency. Grouts
mixed to a flowable or plastic consistency in accordance with ASTM C 230 achieve a higher compressive
strength but inadequate fluidity for grouting voids in a precast bent cap system. Manufacturers’ data
sheets typically list compressive strengths for all three consistencies.
7.2.1.2 Compatibility
Compatibility requirements are related to volume stability, modulus of elasticity, and coefficient of
thermal expansion. Table 7.1 uses the same values as those defined in Table 2.6. The values for the
modulus of elasticity and coefficient of thermal expansion provide a fairly close match for grout and the
surrounding concrete. As mentioned in Chapter 2, ASTM C 1107 allows three grades of shrinkage-
compensating grouts (Table 2.5): Grade A—prehardening volume-controlled type, Grade B—post-
hardening volume-controlled type, and Grade C—combination volume-controlled type. MF928 is a
Grade B grout, whereas EHF and Sika 212 are Grade C. Tests confirmed that for connections using
Grade B and Grade C grouts, cracking did not develop in the connection region prior to loading. No
deficiencies in behavior were attributed to Grade type. Thus, Table 7.1 lists either Grade B or Grade C as
acceptable grout types. Grade A grouts were eliminated because they can produce as much as a 4-percent
volume expansion before the grout hardens, possibly causing a reduction in density of the hardened grout,
as well as larger shrinkage stresses.
7.2.1.3 Constructability
Proper grout flowability is a key to successful construction of a precast bent cap system. Table 7.1
specifies a fluid consistency for grout, with an efflux time, or flow, between 20 and 30 seconds as
determined by the Flow Cone Method per CRD-C 611 and ASTM C 939. The lower limit has been
changed from Table 2.6, which specified a flow between 10 and 30 seconds.
In tests that used grouts with a flow that longer than 30 seconds, the greater grout viscosity slowed down
the venting of air bubbles from the grout, often resulting in an air void at the top of the pocket. This could
provide a moisture path into the connection and threaten durability. On the other hand, a grout with too
short of a flow time may be indicative of segregation. This was observed particularly with Sika 212 grout
in Phases 2 and 3. Segregation resulted in a denser grout at the bottom of connections, but pasty, weak
material near the top surface. To prevent segregation, the lower range has been increased to 20 seconds.
When needed, ice or warm water may be used in grout mixing to help adjust the flow. For some
temperature ranges, this will also increase the working time. No problems with set time were observed in
the test program. Thus, the range was not changed from Table 2.6.
The working time, or pot life, of the grout is a crucial consideration in grout selection. Based on Phase 2
and 3 grouting, it is expected that a contractor will require approximately 15 minutes to gravity-flow
grout a 30-in. deep cap with a double line grout pocket connection or a connection with four ducts.
Although longer times should be estimated for deeper caps or additional ducts, grouting of an individual
connection is not expected to require more than 30 minutes. Pumping of grout is expected to reduce
grouting time. It is important that the estimate of the total grouting time account for: 1) conducting the
flow cone test, 2) transferring grout from the mixer to dispensers, 3) transporting grout to point of
placement, and 4) grouting one or more connections. Water and air temperatures at the jobsite must also
be considered.
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Table 7.1 Precast Bent Cap Grout Specification
Property Values
Mechanical Age Compressive strength
(psi)
Compressive strength 1 day 2500
(ASTM C-109, 2” cubes) 3 days 4000
7 days 5000
28 days max[5800,
1.25(f’ccap+1000)]
Compatibility
Durability
7.2.1.4 Durability
As mentioned in Chapter 2, grout durability should be at least equal to that of the surrounding concrete,
and proprietary grouts are often formulated to achieve this. Because examination of grout durability was
beyond the scope of this research, specific properties of proprietary grouts were not investigated.
Requirements listed in Table 7.1 should be checked against project-specific requirements. In addition,
manufacturers should be consulted for available properties, such as resistance to freeze-thaw, chlorides,
sulfates, and scaling.
In some cases, specially-modified grouts such as latex-modified grouts may be useful. Such grouts
cannot be recommended based on the scope of this research. However, future research may show other
alternatives to be viable. Specifying durability requirements for a cementitious grout is generally
expected to eliminate lesser quality grouts. However, engineers should be careful that grouts do not
satisfy durability requirements at the expense of other required properties.
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The following minimal provisions are recommended in selecting durable grouts: 1) grouts should be
chloride-free, 2) grouts should use non-metallic formulations. Bleed properties should also be reviewed,
if available.
Provisions for durability enhancement of the connection region are discussed in Chapter 6.
7.2.2.1 Shims
Shims were found to be a reliable means for cap support. In Phase 2, both steel and plastic shims were
effective for cap placement. Shims were glued together and to the column or pile surface to prevent
movement. In Phase 3 the contractor did not glue individual shims together or glue shimpaks in place.
Workers thus found steel shims to provide better stability than plastic shims.
It is recommended that both steel and plastic shims be permitted. Plastic shims should be an engineered
multipolymer high-strength plastic. Specific measures to prevent movement of shims during cap
placement should be detailed in the plan sheets. Prior to cap placement, the underside of the cap should
be checked to ensure a flat bearing surface. Two shims may be used at exterior columns or piles to ensure
bearing on at least three of the four shims. To facilitate complete grouting of the bedding layer, the total
shim plan area should be limited to approximately 10% of the pile or column top area. Limiting
individual shims to an aspect ratio of two may also help. Shims should be sized to ensure the allowable
bearing stress at both concrete surfaces is not exceeded. In addition, shims should be placed at least 2 in.
away from surface edges to help ensure grout completely surrounds shims. Additional cover may be
required for corrosion protection of steel shims.
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7.3.3 Cap Support
The contractor should indicate the method and hardware for cap support prior to and during grouting.
Hardware will likely consist of shims, friction collars, bearing plates and leveling nuts, shoring or other
systems. The contractor should define the support systems and provide product information, material
descriptions, and drawings, as appropriate.
7.4 GROUTING
The precast connection specification should include specific requirements for all grouting operations,
including: 1) a trial batch, 2) formwork, 3) presoaking, 4) pre-grouting meeting, and 5) grouting methods.
The following sections discuss these requirements.
7.4.1.1 Equipment
The contractor should use the proposed grouting equipment in all mixing and grouting operations.
Equipment such as a mortar mixer, tremie tubes, funnels, buckets, and vent tubes should be carefully
selected. The proposed mixer for actual grouting should be used for mixing trial batches. High-speed
hand drills mix grout more thoroughly, but cannot produce a sufficient volume for connection grouting.
The inside diameter of the tremie tube should be large enough for grouting in a timely manner, but small
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enough to drain the funnel volume gradually so that a continuous grout flow is maintained. In addition,
the outside diameter of the tube should be small enough to fit between the duct walls and connectors.
Funnels should be large enough to ensure a continuous flow of grout within the tube. A minimum funnel
size of 4 quarts is recommended. A pinch valve in the tube is recommended and should be required for
cases in which an interruption in grouting operations may occur. Bucket volume should be at least
5 gallons. The inner diameter of air vent tubes should be at least 0.5 in. Transparent vent tubes will
accommodate visual inspection of air venting better than opaque tubes or vent holes. A 0.5-in. minimum
wire mesh (hardware cloth) should be used as a filter to remove potential clumps when dispensing grout
from the mixer.
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Tamping of grout is recommended instead of vibrating. However, if a vibrator is proposed for use, it
should be approved by the grout manufacturer and tested during the trial grouting operation. Care must
be exercised in using vibrators because excessive agitation can entrap air in the grout.
Depending on the project requirements, grouting operations may encompass a wide range of activities,
from forming and grouting a mock-up of an actual connection detail to grouting a simple box or circular
form. It is left to the discretion of the engineer to judge what is reasonable and prudent. However, the
trial grouting operation should closely simulate the actual field conditions, including physical constraints,
temperature, etc.
7.4.1.4.3 Admixtures
Prepackaged grouts are proprietary mixes, and thus no additives should be used in the grout. Additives
may adversely affect grout properties and void manufacturer warranties.
7.4.1.5 Acceptance
Any grout conforming to the following should be acceptable for use:
1. Satisfies all of the parameters of the grout specification of Table 7.1
2. Achieves an acceptable grout flow in field conditions during the trial batch immediately after
mixing and at the pot life
3. Attains compressive strength and compressive strength gain based on grout cube tests using trial
batch grout
4. Possesses a working time suitable for connection grouting
5. Performs reliably in trial grouting operation
6. Possesses other properties, including durability, required for a project-specific application
7.4.2 Formwork
To ensure successful grouting, the bedding layer must be properly formed. As shown in Chapter 5,
flexible fiberglass forms are readily available and may be tightly wrapped around and bolted on round
columns. Wood may be used to form around the bedding of square or rectangular piles or columns. Care
should be exercised to ensure forms are tight and properly sealed. Presoaking is a vital step to ensure
forms are sealed. Custom-made forms may be more reliable in sealing rectangular and square sections.
Formwork should accommodate air vent tubes or holes. Supplementary vents may be formed into the
bent cap.
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7.4.3 Presoaking
Connections should be presoaked with water for a minimum of two hours prior to grouting. Presoaking
connections should be conducted for two reasons: 1) to verify tightness of forms at the bedding layer, and
2) to minimize loss of moisture from the grout into the surrounding concrete that can lead to grout
shrinkage. Verification of form tightness is particularly critical to successful connection grouting. An
overnight or 24-hour presoaking of the connection is preferable. Residual water left in the connection
after presoaking must be drained prior to grouting. This may be accomplished with auxiliary water ports
provided at the bottom of the bedding layer formwork or by vacuuming.
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The modified tremie tube and decanting approaches do not require a continuous flow of grout. The
modified tremie tube approach should be used in cases where the tube cannot extend to the bottom of a
connection due to small clearances or other reasons. The tremie tube should always be kept above the top
of the grout, and the tube should direct the flow of grout against either a connector, sidewall, or duct. The
decanting approach should be conducted by pouring grout against connectors to direct the flow to the
bottom of the connection. This limits grout agitation and helps prevent air entrapment. Voids should be
tamped several times during grouting.
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Page App C-51 Appendix C: Sample Construction Specifications
When specifying connections using grouted sleeve couplers, the engineer should verify the available
horizontal and vertical tolerances provided by a particular coupler. Different tolerances are available for
different manufacturers and for couplers housing different bar sizes. In determining the suitability of such
a connection, the engineer should ensure that available tolerances are compatible with tolerances of
+/-1/8 in. in the horizontal direction and +/-3/8 in. in the vertical direction for placement of the coupler
within the bent cap.
To ensure adequate clearances are provided, ducts should be cast in the bent cap in such a way that a
vertical orientation is achieved after setting of the bent cap. This must be carefully considered during
bent cap fabrication, and may be especially critical when tight tolerances are necessary such as for
grouted sleeve couplers. Cross slope can be achieved by use of variable depth pedestals.
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XXXX Specifications
SPECIAL SPECIFICATION
ITEM XXXX
PRECAST CONNECTIONS
XXXX.1. Description. This item shall govern for connection of precast concrete bent caps to cast-in-
place columns, drilled shafts and prestressed concrete piles.
XXXX.2. Materials. All materials shall conform to the pertinent requirements of the following Items
except as otherwise required herein:
XXXX.3. Contractor Submittals. At least one month prior to the start of precast bent cap placement,
the Contractor shall submit to the Engineer a Precast Bent Cap Placement Plan. Caps shall not be set
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until the Engineer has approved all required submittals. At a minimum, the plan shall contain the
following items:
a) Step-by-step description of bent cap placement for each bent, including proposed method to
form the connection and ensure grout is properly consolidated in the connection and bedding
layer.
b) Method and description of hardware used to hold bent cap in position prior to connection
grouting. Hardware may consist of plastic shims, steel shims, friction collars, shoring or other
support systems. Total shim area for each connection shall not exceed 10% of the cross sectional
area of the column, drilled shaft or pile. Individual shims shall be limited to a ratio of length to
width of 2:1. Hardware submittal shall consist of product information for plastic shims and
friction collars, drawings and material description for steel shims, and shop drawings for shoring
if used.
d) Manufacturer’s product information for two candidate grouts, to include a description of the
performance characteristics as specified in Table 1, mixing requirements, working time, curing
requirements, and other information related to grouting of precast connections utilizing ducts or
grout pockets.
e) Other required submittals shown on the plans or requested by the Engineer relating to
successful installation of precast bent caps and associated hardware.
(1) General.
The Contractor shall follow the Precast Bent Cap Placement Plan, including all manufacturer’s
recommendations for anchorage installation and grouting operations. At the request of the Engineer, a
pre-grouting meeting shall be held to review grouting procedures.
When grout pocket connections are used, tolerance for placement of columns, drilled shafts and piles
shall be +/-1 in. in the longitudinal direction and +/-2 in. in the transverse direction. Horizontal tolerances
shall be taken with respect to the centerline of the bridge. When connectors are embedded in ducts,
tolerance for placement of columns, drilled shafts and piles shall be +/-1 in. Size, type, location and
orientation of ducts to account for cap slope shall be as shown in the plans. When connectors are installed
in preexisting columns, drilled shafts or piles, the tolerance for connector placement shall be +/-1/4 in.
with respect to plan location. All connectors shall be installed plumb. Vertical tolerance for cap
placement shall be +/-1 inch. Tolerances for grouted sleeve couplers, if used, shall be as shown in the
plans. Out-of-tolerance substructure elements shall be subject to structural review by the Engineer.
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All form release agents and curing membranes shall be completely removed from areas of the cap that
will be in contact with bearing seat and connection grout.
All grades, dimensions and elevations shall be verified and/or determined before the bent cap is placed.
The contractor shall verify proper alignment between the columns, drilled shafts or piles, including
connectors, grout pockets, post-tensioning ducts, and other connection hardware cast into the bent cap.
The precast cap may be set and used as a template for drilling anchorage holes at the Contractor’s option.
All loose material, dirt and foreign matter shall be removed from the tops of columns, drilled shafts or
piles before the cap is set.
(3) Anchorage.
A pullout test shall be used to verify the adequacy of the grout or adhesives used to anchor connectors
into columns, drilled shafts or piles. The minimum force required to demonstrate adequacy of anchor
installation shall be 85% of the nominal force required to yield the connector.
Admixtures, including retarders, shall not be added to grout, but the temperature of mixing water may be
adjusted or ice may be added to increase working time and pot life.
Addition of water to previously mixed grout or remixing of grout shall not be permitted. Water exceeding
manufacturer’s recommendations shall not be added to the grout to increase flowability.
(a) Trial Batch At least two weeks prior to grouting of connections, a trial batch of grout shall be
prepared to demonstrate grout properties and adequacy of equipment and to familiarize job site personnel
with grouting procedures.
A batch of grout is the amount of grout sufficient to complete an entire connection or number of
connections and is limited to the amount of grout that can be placed within the pot life determined in the
trial batch. Partial batches will not be allowed and shall be discarded. For continuous placement using a
grout pump, a batch shall be defined as one connection or one bent cap.
The Contractor shall establish grout flowability by measuring efflux (flow) time of with a standard flow
cone according to the Corps of Engineers Flow Cone Method, CRD-C 611 and ASTM C 939.
Test flow shall be determined immediately after mixing and at the expected working time to establish pot
life. The ambient temperature and mixing water temperature at the time of trial batch mixing shall be the
same as that expected at the time of grout placement. The Contractor shall establish that the grout flow
time satisfies the limits prescribed in Table 1.
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Observation of segregation or large clumps of grout in the final trial batch shall be cause for rejection of
the proposed brand of grout. Samples used for testing shall be taken from the middle of the batch.
One set of six (6) grout cubes shall be prepared as specified under Section 4 (c), Grout Testing, to verify
the compressive strengths shown in Table 1.
The Contractor shall validate the proposed grout placement technique by using the trial batch grout and
grout equipment in a sample grouting operation similar to the proposed connection grouting. Adequacy
of mixer, pump, tremie tubes, funnels, buckets, and vent tubes shall be established. The contractor shall
demonstrate that the equipment provided for grouting is adequate for mixing the grout and grouting the
connection within the pot life of the batch and does not introduce air into the grout or connection. A
square mesh with an opening no larger than 0.5 in. shall be used to filter out potential clumps when
transferring grout from the mixer to buckets.
Tremie tubes shall be small enough to enable grout to be placed between the connectors and corrugated
ducts. Funnels shall be large enough to keep the tremie tube full at all times. The tremie tube shall be
equipped with a pinch valve to stop flow in the event that grouting is interrupted.
All equipment necessary to properly perform grouting operations shall be present before actual grouting
operations begin. All grouting operations shall be performed in the presence of the Engineer in
accordance with the Precast Bent Cap Placement Plan. Grouting operations shall be performed under the
same weather limitations as cast-in-place concrete and as required by the manufacturer. Grout pumping
shall be required for connections that cannot be completed using buckets within the pot life established
for the grout during the trial batch.
Forms shall be drawn tight against the existing concrete and sealed water tight to avoid grout loss or
offsets at the joint. The connection shall be presoaked with water for a minimum of two hours prior to
grouting. After presoaking, the connection shall be drained of all water just prior to placement of grout.
Forms for the closure pour between the cap and column shall be adequately vented to allow air to escape
during grouting. Vent tubes shall have a minimum ½-in. inner diameter and shall be flush with the top of
the bedding layer. Vents shall not be plugged until a steady stream of grout flows out.
Grout shall be deposited such that all voids are completely filled. Grout shall be consolidated at intervals
during placement operations for all connection types. Vibrators shall not be used. All connections shall
be grouted in a manner that deposits grout from the bedding layer or bottom of the connection upward.
Grout shall be placed through connection ducts and/or grout ports located at the top or side of the precast
cap. When grout pocket connections are used, grout may also be deposited against the side of the pocket.
When insufficient pressure is available to completely fill the duct from the bottom up, the final portion of
grout may be placed from the cap top.
The Contractor shall validate the proposed grout placement technique by using the trial batch grout and
grout equipment in a simple grouting operation. Adequacy of tremie tubes, funnels, buckets, and vent
tubes shall be established.
All equipment necessary to properly perform grouting operations shall be present before actual grouting
operations begin. All grouting operations shall be performed in the presence of the Engineer in
accordance with the Precast Bent Cap Placement Plan.
336
Page App C-56 Appendix C: Sample Construction Specifications
Forms shall be drawn tight against the existing concrete to avoid grout loss or offsets at the joint. All
previously hardened concrete surfaces that will be in contact with the grout shall be pre-watered to a
surface-saturated moist condition when the grout is placed. Drain ports or holes shall be provided to
allow residual water from prewatering to drain prior to grouting. Forms for the closure pour between the
cap and column shall be adequately vented to allow air to escape during grouting.
Grout shall be deposited such that all voids are completely filled. Grout shall be consolidated at intervals
during placement operations for all connection types. All connections shall be grouted in a manner that
deposits the grout from the bedding layer or bottom of connection upward. Grout shall be placed through
connection ducts and/or grout ports located at the top or side of the precast cap. When insufficient
pressure is available to completely fill the duct from the bottom up, the final portion of grout may be
placed from the cap top. In such cases, care shall be taken to prevent introducing air into the previously
placed grout.
Care shall be taken to prevent introducing air into previously placed grout by monitoring tremie tube
placement, grout flow, and rate of pour.
All exposed grout surfaces shall be cured in accordance with manufacturer's recommendations.
(c) Grout Testing. The compressive strength of the grout for “Beam Setting Strength” and “Final
Strength” shall be determined using grout cubes prepared and tested in accordance with ASTM C-109.
The contractor will prepare a minimum of six (6) cubes per batch. A Commercial Testing Laboratory
approved by the Engineer shall test the specimens for “Beam Setting Strength” and “Final Strength.”
Grout failing to meet the minimum required compressive strength may be cause for rejection of the
connection, grout removal, and re-grouting of the connection by means approved by the Engineer.
Beams shall not be set until the connection grout has reached a compressive strength equal to the “Beam
Setting Strength” shown on the plans. Final acceptance of the connection shall be after the grout has
reached the “Final Strength” shown in the plans and after the connection has been waterproofed, if
required.
XXXX.5. Measurement. Precast connections of the type specified shall be measured by each
precast connection.
XXXX.6. Payment. The work performed and materials furnished in accordance with this Item and
measured as provided under “Measurement” shall be paid for at the unit price bid for each precast
connection of the type specified. This price shall be full compensation for furnishing hardware to support
the bent cap prior to grouting; for installation of the precast connection anchorage devices; for furnishing
and mixing grout; for placing, finishing and curing the grout; waterproofing the connection; and for all
labor, tools, equipment and incidentals necessary to complete the work.
337
Page App C-57 Appendix C: Sample Construction Specifications
Table 1: Grout Performance Specification
Property Values
Compatibility
Expansion requirements Grade B or Cexpansion per ASTM C 1107
(ASTM C 827 & ASTM C 1090)
338
Page App C-58 Appendix C: Sample Construction Specifications
Appendix D: Case Studies
The following pages contain brief cast studies of prefabricated bridge projects. The first
three are actual projects. The third is a hypothetical bridge project that demonstrates the
use of this document.
A trial demonstration project was selected in the Town of Epping, New Hampshire. The
project scope included the removal of two short span bridges that span spilt channels of
the Lamprey River and combine them into one single span bridge that would span both
channels. The project site was chosen for the demonstration project because there was
a short detour available that would allow for full closure of the roadway.
Project Site:
The bridge is located in the Town of Epping New Hampshire. Epping is typical of many
towns in New England that are home to short span bridges that are often over 100 years
old. The existing river crossing consisted of two bridges that carried Mill Street over two
channels of the Lamprey River. The site also included a historic mill dam that needed to
be kept in place in order to minimize changes to the river and to satisfy historic
preservation criteria at the site. The new bridge was designed to span both channels
and the dam. The resulting span length is 115 feet. The alignment of the road is
straight and there is an intersection just beyond the south end of the bridge.
Project Approach:
The New Hampshire DOT was interested in developing a rapid bridge replacement
system for use on state highway projects. The Epping site was chosen as a
demonstration project for several reasons. There was a reasonable detour around the
site; therefore a temporary bridge could be avoided. The site had low traffic volume,
therefore if problems arose on this demonstration project, there would not be significant
risk associated with not completing the project on schedule.
The intent was to develop a bridge design that could be constructed in less than 2 weeks
using all precast concrete elements. In order to simplify the contracting for this trial
project, the existing bridge removal and excavation were excluded from the 2 week
timeframe. This was done because there was bedrock at the site; which could
complicate the site preparation work and lead to contracting problems with unknown
foundation conditions. On future accelerated construction projects, the state would
include the site preparation within the accelerated construction timeframe.
Design Details:
A decision was made in the early design phase of the project to build a bridge with
traditional abutments and walls that used connections that have been used in the past
on other structures. By using traditional foundations, the details could easily be
transferred to other accelerated construction projects.
Substructure:
The substructure is a simple cantilever abutment and cantilever wingwall system
that is supported on reinforced concrete spread footings. The site constraints,
hydraulics, and maximum beam span dictated that the abutments be full height
abutments with the base located at the edge of the river channel. The design of
the connections emulated a typical cast-in-place concrete construction joint at the
base of the wall element, except the lap splices were replaced with the grouted
reinforcing splice couplers. All other aspects of the design were based on
conventional reinforced concrete methods.
One of the most unique aspects of this project was the use of precast concrete
footing elements. At the time of the design, the state was not aware of any other
bridge projects that had used precast concrete footings; therefore new details
had to be developed. Conventional footings are designed using one-way slab
action; which means that the transverse connection between footing elements
need not transmit moment. Instead, a simple grouted shear connection was
used that would transfer shear between the footing elements in case there was
minor differential settlement across the length of the wall section.
Proper seating of the footings over the substrate was a concern. In order to
provide uniform bearing, a grouted void was used. The footings were also cast
with leveling bolts that allowed for adjustment of grade in the field. The intent
was to support the footings on the leveling bolts until the grout could be placed
under the footings. Grout placement was done through pipe blockouts in the
footing. A flowable grout was placed from the center and allowed to flow to the
edges of the footings where it was contained with a simple dam system. The
strength and curing of the grout did not hinder the continuation of the
construction because the bearing pressures on the grout are very low during
construction. These pressures are even very low after the bridge is in service.
Typical bearing pressures on spread footings are in the range of 50 pounds per
square inch; therefore a high strength grout is not needed under the footings.
The wall stems were placed in a shallow trough cast in the top of the footing to
facilitate grouting and to improve shear resistance in the connection. This trough
could have been eliminated by checking the shear resistance of the connection
using the shear friction provisions in AASHTO; however the state preferred to
use the trough to facilitate the grouting and to provide extra shear resistance.
The vertical joints between wall panels were detailed with simple grouted shear
keys that are similar to a typical contraction joint in New Hampshire standards for
reinforced concrete cantilever walls. The original contract plans had a layout of
both horizontal and vertical joints in the wall stems. The layout was shown as
schematic, and the contractor was allowed to modify the joint layout within
certain parameters that were defined on the contract documents. The contractor
All other connections including the abutment cheekwalls were made using the
grouted reinforcing splice couplers or grouted shear keys.
Superstructure:
The New Hampshire DOT has been using precast prestressed adjacent box
beam bridges for many years. These beams allow for a simple superstructure
that can be built very quickly because there is no need for a reinforced concrete
deck. Typical details in the northeast historically have not included a concrete
over-pour on these beams. The system is overlaid with bituminous pavement
after the installation of a membrane waterproofing system.
The connection between beams is made using a grouted shear key combined
with an unbonded lateral post-tensioning tie. The lateral ties used in the
northeast for the last ten years are monostrand post tensioning system that is
commonly used in post tensioned parking garage structures. Each strand is
delivered to the job site in a grease filled sheath that is run through a transverse
void in the beams. The ends are anchored to an epoxy coated anchor plate and
sealed with a grease filled cap. This unbonded system does not use grouted
ducts; therefore the installation can be completed very quickly. A typical
installation of all lateral ties in a span is less than 1 hour.
W aterproofing, P aving
and approac hes
The contractor was given options for backfilling the walls and abutments that included
the use of flowable fill or standard compacted gravel fill. Flowable fill is a mixture of
sand, water, and a small amount of cement that has the consistency of flowable
concrete. The contractor chose the compacted gravel option due to difficulties with
containing the flowable fill during placement. The area for backfill was relatively small
and was accomplished with small vibratory compaction equipment.
Lessoned Learned:
The construction of the Mill Street Bridge was a great success. The construction time of
eight days was faster than the specified 14 day construction window. Construction costs
for the foundations were higher than conventional construction; however when factoring
in the elimination of a temporary bridge crossing, the overall cost of the project was only
8% higher than conventional construction.
The following items contain concepts that should be followed on future projects using
these methods and lessons learned on the Mill Street Bridge:
1. The tolerances on the placement of the grouted reinforcing splice couplers
are critical, but not unattainable. The couplers have some tolerance and it is
possible to oversize the couplers by two bar sizes to give even larger
tolerances. For instance, a number 11 coupler can be used with a number 9
bar. The use of narrower wall elements will also help to alleviate fit-up
problems with the couplers. This requires fewer couplers per piece, which
which less chance for dimensional problems.
2. Specifications should indicate that the tolerable distance to each coupler be
measured from a common working point as opposed to center-to-center
Project Approach:
The existing bridge had a low strength rating; therefore the delivery of materials via the
existing bridge not possible. In order to facilitate construction, prefabricated pier bent caps
were proposed. The bent caps offer the following advantages when compared to
conventional cast-in-place construction.
1. The use of a repetitive shape was ideal for prefabrication, which saved time. By
using prefabricated elements, the state saved the time for setting the formwork,
placing concrete and curing. Installation proceeded at a rate of two caps per
week.
2. There is a cost savings by minimizing the amount of labor on site and by
reducing the overall project time.
3. The quality of the caps was far superior to conventional cast-in-place concrete.
High strength high quality concrete was specified that will be more durable than
Project Site:
The bridge is located near Belton Texas. The bridge is very high above the normal water
line because the water surface elevation on Lake Belton can fluctuate as much as 40 feet.
There is barge access to most of the project site. The low load carrying capacity of the
existing bridge (13 tons) greatly limited the delivery of materials for the new bridge.
Concrete delivery had to be made via barges. Figure CS2-3 is a satellite photo of the project
site.
Project Approach:
The Texas Department of Transportation had completed several precast concrete bent cap
project prior to this project. They had also complete several large research project that
investigated the connection of the precast bent cap to concrete columns. The Connection
details that were studied included grouted voids and grouted post tensioning duct with mild
reinforcement dowels. Previous projects with grouted ducts had the ducts projecting to the
top of the pier cap. The Lake Belton project did not have this detail. Instead, all but two of
the ducts were capped in the core of the pier cap; thereby eliminating issues with exposure
of the ducts to the environment and also eliminating interference issues between the ducts
and the densely spaced reinforcement in the top of the pier cap. Grouting was done via
standard grout ports and vents. The connection is enhanced by the addition of spiral
reinforcement to help enhance the strength and service performance of the connection.
The bent caps were 39 ft long and 5.5 ft wide. The bottom soffit of the cantilevers has a 17
foot radius. The depth of the cantilevers varies from 3 feet to 5.5 feet. The cross slope of
the roadway was accomplished by varying height beam pedestals on top of the bent caps.
Figure CS2-5 shows the arrangement of the post tensioning ducts within the bent cap.
There were a total of 14 ducts in the connection. Most were used to anchor #11 reinforcing
bars that projected from the cast-in-place columns. Several were used for temporary
threadbar connections. In later stages of construction the use of the temporary threadbar
connections was waived because of the stability of the bent cap on the columns.
Grout tubes were used to deliver the grout to both the ducts and the interface gap between
the columns and the bent cap. Elevations and the gap between the cap and the column
were set by the installation of leveling shim packs (4 sets per column) that were placed prior
to setting the cap. A for was used to contain the grout at the top of the column. After
grouting (Figure CS2-6), the form was removed and replaced with dry pack grout (Figure
CS2-7). Mock-ups of the grouting area were made and tested prior to production in order to
ensure that the grout was filling all the voids.
The bent caps were fabricated off site at a precast fabrication plant. Trucking the elements
required the use of non-standard trailers due to the high weight. Once on site, the caps
were transferred to a work barge with a crane. Once in position, the crane lowered the bent
cap on top of the cast-in-place concrete columns.
Lessoned Learned:
The Lake Belton project was very successful. The construction of the bent cap was much
faster than conventional cast-in-place construction. The caps were installed at a rate of 2
per week. Construction costs were slightly higher than cast-in-place construction; however
the high quality concrete and improvement of worker safety made the cost increase
acceptable. The state anticipates that costs will decrease as contractors become familiar
with the process.
The following items contain concepts should be followed on future projects using these
methods and lessons learned on the Mill Street Bridge:
1. Since a non-conventional grouted post tensioning tube connection was used,
research was critical in order to determine the behavior of the connection. The
research proved that the connection was viable and low cost. This connection is not
recommended for high seismic zones; however there is on-going research in
California to enhance this connection type for use in high seismic areas.
2. The tolerances on the vertical reinforcing projecting from the cast-in-place columns
was set at ½” This was found to be more than adequate to make the connection.
3. The use of mock-ups for grouting procedures was a benefit for both the contractor
and the inspection personnel.
4. The quality of the concrete used in the precast bent caps far exceeded the quality of
normal cast-in-place concrete. This was due to the use of better concrete and better
curing methods in the fabrication plans.
5. Through the use of prefabrication on several projects, the state has concluded tha
prefabrication has several advantages over conventional construction:
a. Reduced traffic disruption
b. Increased work zone safety
c. Reduction in environmental impacts
d. Improved constructability
e. Increased quality
f. Lower life cycle costs
6. The state plans on developing new prefabrication concepts for future projects.
Several different types of prefabricated bridge elements have been developed for use on
this program. The intent is to minimize on-site casting and curing of concrete. A typical off-
system bridge construction contract duration in Texas is approximately 6 months. The goal
is to reduce this duration to one month or less.
Program Approach:
Local off-system bridges present a different set of constraints when compared to high
volume highway bridges. The fact that a bridge has low traffic volume does not mean that
prefabrication is not viable. Several factors can play into the need for prefabrication on local
bridges:
1. Detour lengths in rural area can be significant. The cost for detours or temporary
structures can be significant. The detours are also disruptive to local residents
and businesses.
2. Remote bridge location can make the delivery of cast-in-place concrete difficult.
The ability to precast concrete elements off site can lead to significant savings.
3. By using prefabricated butted beam elements, a bridge can be built without deck
forming and casting. The beams can be overlaid with asphalt pavement, thereby
reducing construction time and cost.
4. Prefabricated steel railings can be used on low volume roads, which eliminates
the need for cast concrete parapets.
Several different prefabricated bridge elements have been developed for local bridges in
Texas. The following are examples of these elements:
The beams are butted together and jointed using a welded rod and non-shrink grout. Upon
completion of the grouting, the slabs are given a 2 course surface treatment and then
covered with an asphalt overlay wearing surface. The bridge railings are then bolted directly
to the winged slab. Figure CS3-7 show the details of the welded plate connection. This
connection was studied in a Texas DOT Research Project Number 1856-2 to ensure that it
would provide a durable connection. The research showed that the welded plate spaced at
5 feet on center combined with a grouted shear connection between the welded plates
adequately provided load transfer to adjacent beams.
Project Site:
The bridge is located in a northern climate. It is exposed to snow and de-icing salts.
The bridge is located in a commercial/retail area. The bridge carries the local road over
an expressway. There are four lanes of traffic on the bridge (2 in each direction) and
four lanes beneath the bridge (2 in each direction). There are retail establishments near
the bridge that would be affected by any type of construction. Traffic volume is high on
both roadways. There is a detour available for the local road; however it is
approximately 2 miles long.
The structure is a three span bridge (simple spans). The structure type is a composite
deck supported by steel beams. The abutments are full height cantilever type and the
piers are conventional concrete multi-column bents. A sketch of the existing bridge is
shown in Figure CS4-1 on the following page.
The bridge structure has deteriorated to the point where replacement is the only option.
The bridge has the following deficiencies:
• Minimal under-clearance (14’-5”)
• The piers and abutment are deteriorated due to close proximity to roadway (salt
spray attack)
• The deck is severely deteriorated
• There are leaking deck joints at each pier and abutment
• The beams have peeling lead paint
• The beam ends are deteriorated due to deck joint leakage
Project Approach:
The state DOT undertook a public involvement process and presented several options to
the local businesses. The primary concern of the businesses was the potential loss of
income from the construction project.
Advantages:
The roadways will remain open to traffic at all times
Disadvantages:
Construction will take almost 2 years
Traffic will be congested during construction.
Advantages:
The overall project can be greatly reduced
Quality can be improved by using plant produced concrete
Disadvantages:
The road will be closed for 30 days, which will impact the businesses.
During the public hearing, the business owners expressed that they would prefer to live
with a 30 day full closure as opposed to a protracted partial closure. This is not unusual.
Businesses often see a marked drop-off in customers if they are near a construction site.
Two years of a 20% reduction in business is much worse than 30 days of a more
significant reduction. Based on this, the design team opted for the second option with
the full closure and a detour.
Design Details:
Following the public involvement process, a formal type study was completed. The use
of prefabricated elements does not necessarily correspond to a significant change in the
structure type. It is possible to construct typical bridge structures with prefabricated
elements. In this case, the designer opted for the following design after the type study
was completed:
Structure Layout: 2 span continuous (no deck joint at the pier)
Place the pier in the center of the median between the existing piers
Raise the grade of the bridge 3 feet
Improve under-clearance and allow for deeper beams (longer spans)
Integral abutment design (no deck joints at the abutments)
Place the abutment on top of the slope to minimize the height of the
stems
Support the abutments on steel H-Piles
Use a typical multi-column concrete pier bent
Supported on spread footings
Use a continuous steel plate girder with a composite concrete deck
Unpainted weathering steel
Use a bituminous concrete wearing surface
Protect the deck with a waterproofing membrane
Use open galvanized steel railings (aesthetics)
Placed on top of a small curb section
The layout of the bridge is shown in Figure CS4-2. The new bridge offers significant
improvements over the existing bridge. The under clearance has been increased to 16’-
5”. All deck joints have been eliminated. By pushing the substructure elements away
from the roadway, there is an improvement in roadside safety and the potential for salt
spray attack is virtually eliminated.
Connection Types:
The designers chose the following connection types for this bridge:
Grouted Reinforcing Splice Couplers
These couplers are very versatile because they simply replace a
traditional reinforcing lap splice at a construction joint. They can be used
for the footing to column connection, and the column to cap connection as
well as other connections throughout the bridge. The design of the bridge
is also simplified since traditional reinforced concrete design methods can
be used.
Grouted Voids
Some of the potential connections on the bridge do not require large force
resistance. In this case a simple grouted void with a pin will suffice. An
example pf this is the connection of the approach slab to the abutment
shelf.
Section 4.1.1 includes information on the connection of precast concrete footings to the
subgrade soils. While this may not seem like a connection, the interface between the
footing and the soil must transfer significant forces. The connection chosen was
developed by the New Hampshire DOT (detail 4.1.1 A)
A double two column pier bent was chosen In order to simplify the connection of the pier
cap to the columns and to reduce the shipping weight of the pier cap elements. Figure
CS4-3 depicts a schematic exploded view rendering of the proposed pier.
Section 3.2.3.1 includes information on the connection of abutment caps and steel piles.
The connection chosen was developed by the Maine DOT. Similar connections have
also been used in other states (detail 3.2.3.1 B).
Splices in the abutment wall are required in order to keep the shipping weights
reasonable. Flying wingwalls were also chosen for this design. A flying wingwall is a
short wingwall that is cantilevered off the rear or side of the integral abutment. Sections
3.2.3.3 and 3.2.4.1 cover these connections. It involves match casting the abutment
components and wingwall extensions. These details were also developed by Maine
DOT (details 3.2.3.3. A and 3.2.4.1.A).
The connection of the precast approach slab to the integral abutment is a simple grouted
void with a reinforcing bar pin. Section 3.2.4.2 includes information on approach slab
connections. The detail chosen was also developed by New Hampshire DOT based on
similar work on three Maine DOT projects (detail 3.2.4.2 A).
Figure CS4-4 depicts a schematic exploded view rendering of the proposed abutment.
The connection of the integral abutment to the superstructure is one of the most
complicated connections on the bridge. There is a need for significant tolerance
adjustment at this connection (both vertically and horizontally). For this reason, a cast-in-
place concrete closure pour is proposed. The Bridge Technical Committee of the
Precast Prestressed Concrete Institute (PCI) Northeast Region has developed a detail
for this connection. A precast concrete backwall is connected to the abutment stems
using grouted reinforcing splice couplers. This backwall serves several purposes. First
Section 2.1.1.2 covers the connection of the deck to the steel girders. This detail has
been used in many different states. It consists of shear studs welded to the girder
through a pocket cast into the deck (detail 2.1.1.2 A). The pockets are grouted to make
the deck composite with the girders. Temporary support of the deck is required during
This bridge as with most bridges requires a crown at the centerline of the deck. It is very
difficult to cast a precast deck with a crown because the deck normally follows the
roadway crown. Most deck panels are cast on a flat form. In order to build a crowned
panel, custom forms would be required. Even if this was possible, it is impractical to
cast, handle and ship a deck slab element that is as wide as this bridge deck
(approximately 60 feet). For these reasons, the designers chose to use a small closure
pour at the roadway crown. This connection needs to develop the full strength of the
deck section. Section 2.1.1.1 has information on this connection. The designers chose
detail 2.1.1.1 D for this connection.
The connection of the curb to the deck is somewhat problematic. All curbs and railings
on federally funded project are required to be crash tested. There are very few crash
tested prefabricated parapets or curbs. For this reason, the designers chose to use a
cast-in-place concrete curb for this bridge. It should not effect the project schedule
because it can be cast at the same time as the roadway crown and integral abutment
connection.
Railings 3 Days
Paving 2 Days
Clean-up 2 Days
The design of this hypothetical bridge also incorporated a jointless design. The bridge is
continuous at the pier and the abutments are integral. This type of design eliminates
potential leaking joints, which is the most problematic corrosion problem on bridges.
Costs:
This hypothetical bridge project was based on the premise of eliminating multi-stage
construction. The exact cost for stage construction is difficult to estimate, but anecdotal
evidence has shown that this can be a significant cost. By closing the roadway and
accelerating the bridge, no costly stage construction schemes are required. The
contractor will have the entire site for construction instead of constantly fighting with
traffic and exposing workers to a dangerous environment. There are other ways to
reduce construction costs using accelerated bridge construction, such as:
1. Standardization of prefabricated components and systematic use of accelerated
bridge construction can reduce costs by building repetitive components.
Contractors will become familiar with the processes and products, which normally
leads to lower bid prices. The Utah DOT has seen steady decreases in bid
prices as they systematically bid more accelerated bridge projects.
2. By decreasing project construction schedules, the following cost savings can be
realized:
a. Reduces rental costs of worksites (trailers, land rental, etc.)
b. Reduction in construction inspection costs. This is not a cost that is
carried in the bid, but is a cost that is realized by the agency.
c. Reduced costs of police details and flagging.
3. By reducing overall project time, the effects of inflation on construction are
reduced. Contractors estimate inflationary costs in bids. Faster projects equate
to lower inflation estimates.
Conclusions:
1. This hypothetical bridge demonstrates that it is possible to build a typical bridge
structure using all prefabricated elements.
2. Designers do not need to change the way they layout and design prefabricated
bridges. The bridge chosen is a typical highway overpass with up-to-date
amenities such as continuous girders, integral abutments and weathering steel.
3. There is not sacrifice of quality on bridges built with prefabricated elements. In
fact, it is possible to improve quality using this approach. Precast elements have
very few shrinkage cracks because they are allowed to shrink and cure with
restraint from adjoining members. This is especially true for precast decks.
4. By standardizing elements, eliminating construction staging, and reducing overall
project time, it may be possible to reduce overall project costs using accelerated
bridge construction.
Term Description
air release grouts A type of grout that does not rely on a chemical reaction to
achieve expansion. The additive reacts with water to
release air and cause expansion of the grout.
anchor rods Steel rods that are used to transfer loads from the
superstructure to the substructure. Often referred to as
“anchor bolts”, anchor rods differ in that they do not have a
hexagonal head. Anchor rods are normally specified
according to ASTM F1554.
approach slabs Structural slabs that span between the bridge abutments
and the approach fill. They are used to span across the
potential settlement of the approach roadway fills directly
behind the abutments.
bleed water (grout) Water that seeps out of the surface of a grout due to
expansion of a grout in a confined or semi-confined area
composite beam action The process of connecting the bridge deck to the beams or
girders to form a combined structural element.
continuous spans A structural system where the beams span across more
than two supports without joints.
contraction joints Joints in structures that are used to allow the concrete
elements to shrink without causing excessive cracking.
Contraction joints typically do not have reinforcing steel
passing from one side of the joint to the other.
curing compounds Chemical compounds that are used to prevent the rapid
evaporation of water from concrete during curing.
dry pack grout A form of grout that has very stiff consistency that is placed
by packing the material into voids by hand and hand tools.
effective prestress The stress or force remaining in the prestressing steel after
all losses have occurred.
ettringite expansive grout Ettringite is crystal that forms as a result of the by product
of reactive chemicals that can be interground into the
cement in expansive grouts to produce non-shrink grout.
exodermic bridge deck A bridge deck system that is composed of a steel grid deck
combined with a top layer of concrete to form a composite
system. This system differs from filled grid decks in that
the concrete is placed above the top of the grid to
maximize the composite action between the steel and the
concrete.
expansion joints Joints in structures that are used to allow the concrete
elements to expand and contract with temperature
variation without causing excessive cracking. Expansion
joints are similar to contraction joints except they are
normally wider and often include a compressible material
to allow for thermal expansion. They also do not have
reinforcing steel passing from one side of the joint to the
other.
filled steel grids A bridge deck system that is composed of a steel grid deck
combined that is either fully or partially filled with concrete.
foam block fill A material used to rapidly fill embankments where low unit
weight materials are desired. This is often used over
highly compressible soils such as clays.
gas generating grout A type of non-shrink grout that expands due to the
production of gas during the curing process. The gas is
generated by adding reactive materials to the mix (often
aluminum) to produce the gas.
glue laminated wood A structural framing material that consists of multiple layers
of dimensional lumber glued together to form a large
timber element.
haunch The material between the top of a beam element and the
bottom of the bridge deck that gaps the space between the
two elements (also referred to as the “web gap” in some
states).
high early strength A concrete mixture that gains strength rapidly in order to
concrete accelerate construction.
integral abutment A bridge abutment type that is made integral with the
bridge superstructure through a combined shear and
moment connection. They are often constructed with a
single row of piles that allow for thermal movement and
girder rotation. Soil forces behind the abutments are
resisted through the strut action of the superstructure.
integral pier connection The connection between the superstructure and the pier
substructure elements that can resist both shear and
moment.
mild reinforcement Steel bars or grids within concrete elements that are used
to resist tension stresses. Mild reinforcement normally
consists of deformed steel bars or welded wire fabric.
non-shrink cementitious A structural grout used for filling voids between elements
grout that is formulated with cement, fine aggregates and
admixtures. The admixtures are used to provide
expansive properties of the material during curing. This
expansion counteracts the natural tendency of cement
grouts to shrink during curing.
open grid decks A bridge deck system that is composed of an open steel
grid spanning between supporting members.
pile bent pier A bridge pier without a footing that is comprised of driven
piles or drilled shafts supporting a pier cap.
pile cap footing A footing that is supported by driven piles or drilled shafts.
precast concrete Concrete elements that are cast in a location other than
their final position on the bridge.
quality assurance and The process of inspection and control during fabrication to
quality control (QA/QC) ensure that the specified quality is achieved.
reflective cracking A crack that can form in site cast concrete that is placed
over a joint between two elements below the pour.
reinforced concrete Concrete elements with reinforcing steel cast into the
concrete to form a structural element. The steel is
normally used to resist tension stresses in the element.
saturated surface dry A condition that is normally specified for concrete surfaces
(SSD) condition that are to be grouted. Saturated Surface Dry describes
the condition of the concrete surface in which the pores
are filled with water; however no excess water is on the
surface. This condition minimizes the absorption of water
from the grout into the surrounding concrete.
self-propelled modular A high capacity transport trailer that can lift and move
transporter (SPMT) prefabricated elements with a high degree of precision and
maneuverability.
shear studs Headed steel rods that are welded to elements to provide
composite action between two bridge elements. Typically
used between beams and the deck slab.
spandrel wall A wall that is constructed on the sides of earth filled arch
structures that are used to retain the fill soils.
steel stay-in-place forms Corrugated steel sheeting that is used to support the wet
concrete in a bridge deck during construction, and left in
place in the permanent structure.
stress laminated timber A timber bridge deck that is comprised of multiple layers of
deck bridges dimension lumber placed on edge and connected with
transverse prestressing. Shear transfer between the
laminations is accomplished through friction.
substructure The portion of the bridge that is below the beam and/or
deck elements. It typically includes piers, abutments, and
walls.
test pours and test mock- A method of quality control whereas a contractor will build
ups a model of a portion of the bridge structure that includes a
void that requires grout placement. These are used to
demonstrate proper grout placement in complex voids.
timber deck panels Prefabricated timber panels that are made with glue
laminated lumber.
tremie concrete pour Concrete that is placed underwater and within a cofferdam
to resist the vertical pore pressure of the water below a
footing during construction.
wearing surface The top portion of the bridge deck that is directly below the
vehicle tires. Often wearing surfaces are designed to be
sacrificial and replaceable.
working time The amount of time that a concrete or gout mix remains in
a liquid or plastic state so it can be placed and
consolidated.
12. ASTM C 109/C 109M Standard Test Method for Compressive Strength of Hydraulic
Cement Mortars (Using 2-in. or [50-mm] Cube Specimens), ASTM International,
West Conshohocken, PA
13. ASTM C 827 REV A Standard Test Method for Change in Height at Early Ages of
Cylindrical Specimens from Cementitious Mixtures, ASTM International, West
Conshohocken, PA
14. ASTM C 1090 Standard Test Method for Measuring Changes in Height of
Cylindrical Specimens from Hydraulic-Cement Grout, ASTM International, West
Conshohocken, PA
15. ASTM D6449 - 99(2008) Standard Test Method for Flow of Fine Aggregate
Concrete for Fabric Formed Concrete (Flow Cone Method) , ASTM International,
West Conshohocken, PA
17. Manual for the Evaluation and Repair of Precast, Prestressed Concrete Bridge
Products (MNL-37-06), Precast Prestressed Concrete Institute (PCI), Chicago, IL
20. Babaei, K., Fouladgar, A., and Nicholson, R., “Nighttime Bridge Deck Replacement
with Full Depth Precast Concrete Panels at Route 7 over Route 50, Fairfax County,
Virginia,” Transportation Research Board, 80th Annual Meeting, January 7-11, 2001,
Paper #01-0196, Washington, D.C.
21. Badie, S.S.; Baishya, M.C, and Tadros, M.K. “NUDECK- An Efficient and Economical
Precast Bridge Deck System”, Prestressed/Precast Concrete Institute (PCI) Journal,
September-October, Vol. 43, No. 5, 1998, pp. 56-74.
22. Badie, S.S. and Tadros, M.K. “Full Depth Precast Concrete Bridge Deck Panel
Systems” Report Number 584, National Cooperative Highway Research Program,
Transportation Research Board, 2008
23. Badie, S.S.; Baishya, M.C, and Tadros, M.K. “NUDECK- An Efficient and
Economical Precast Bridge Deck System”, Prestressed/Precast Concrete Institute
(PCI) Journal, September-October, Vol. 43, No. 5, 1998, pp. 56-74.
24. Badie, S. S., Tadros, M. K., Kakish, H. F., Splittgerber, D. L., and Baishya, M. C,
“Large Studs for Composite Action in Steel Bridge Girders,” American Society of Civil
Engineering (ASCE), Bridge Journal, Vol. 7, No. 3, May/June 2002, pp. 195-203.
25. Biswas, M., "Precast Bridge Deck Design Systems," PCI Journal, V. 31, No. 2,
March-April 1986, pp. 40-94.
26. Culmo, M.P., "Bridge Deck Rehabilitation Using Precast Concrete Slabs," Paper
Number IBC-91-55, Eighth Annual International Bridge Conference, Pittsburgh,
Pennsylvania, June 10-12, 1991.
27. Issa, M.A., Idriss, A.T., Kaspar, I.I., and Khayyat, S.Y., "Full Depth Precast and
Precast, Prestressed Concrete Bridge Deck Panels," PCI Journal, Vol. 40, No. 1,
January-February 1995a, pp. 59-80.
28. Issa, M.A., Yousif, A.A., Issa, M.A., Kaspar, I.I., and Khayyat, S.Y., "Field
Performance of Full Depth Precast Panels in Bridge Deck Reconstruction," PCI
Journal, Vol. 40, No. 3, May-June 1995d, pp. 82-108.
29. Issa, M.A., Yousif, A.A., Issa, M.A., Kaspar, I.I., and Khayyat, S.Y., "Analysis of Full
Depth Precast Concrete Bridge Deck Panels," PCI Journal, Vol. 43, No. 1, January-
February 1998, pp. 74-85.
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