Structure Design Manual

MARCH 2016

ILLINOIS STATE TOLL HIGHWAY AUTHORITY

STRUCTURE DESIGN MANUAL

The Structure Design Manual dated March 2016 replaces the Structure Design Manual
issued March 2015.
Revision Summary

Article 1.2: Article revised to define Illinois State Toll Highway Authority as
(Illinois Tollway). Tollway reference updated throughout manual.

Article 1.2: Article revised to clarify that IL-120 Loading shall include the IL-120
Design Truck and Design Lane Load as specified in AASHTO LRFD Article
3.6.1.2.4, and the IL-120 Design Truck Diagram shall be added to the plans.

Article 2.5: Article revised to clarify that Illinois Tollway Bond Rate, Anticipated
Illinois Tollway Revenue Increase and Anticipated Rate of Illinois Tollway
Construction Cost Inflation is only needed if the DSE is asked to calculate the
real discount rate.

Article 3.2: Article revised to clarify that a Level 3 Barrier Warrant Analysis shall
be performed prior to TS & L submittal in order to determine abutment types and
locations and span configuration, and culvert lengths.

Article 3.5: Article revised to clarify that SGRs shall be submitted with the 30%
design submittal.

Article 5.1: The updated Illinois Tollway Manuals and Base Sheets and AASHTO
Specifications have been referenced and Bridge Concrete Deck, Approach
Slabs, Transition Slabs and Parapet, Retaining Wall Moment Slab and Moment
Slab Barriers, and IDOT Prestressed Concrete Beam Design Stresses have
been updated. Material Specifications were removed for Box Culverts. Noise
abatement wall design wind load updated to match Article 23.2.2. Retaining Wall
Live Load Criteria (when a barrier is constructed integrally with top of wall) was
revised to clarify barrier shall be designed for transfer of impact loads to top of
wall.

Article 5.3: Paragraph received minor edits to reference Article 3.2 for Barrier
Warrant Analysis requirements.

Article 5.4: Article revised to clarify the Deck Width requirements.

Article 5.6: New Article 5.6 added to clarify the Dead Load to include in design.
Remaining articles revised.

Article 5.7.2: Revised Article title.

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Article 5.9: Article revised to clarify table to be used for all railroad bridges and
bridge structure over railroads. Minor edit to table to include operational
restrictions under specific railroad requirements.

Article 6.2: Structural Seal Requirements on the GP&E removed from this Article
and added to new Article 6.3.13.

Article 6.2.4: Article revised to clarify Working Drawing requirements for

Performance Based Retaining Walls.

Article 6.3.3: Article revised to clarify when to use the No Salvage note.

Article 6.3.4: Construction Specifications and IL-120 Design Truck Diagram were
added.

Article 6.3.11: Added Figure 6.3.11.1 Design Scour Elevation Table.

Article 6.3.13: New article added to require Structural Engineer (SE) seal on all
GP&E sheets.

Article 6.4: Requirement for providing element level inspection quantities

removed.

Article 6.8: New article added to define the beam numbering sequence on
structures.

Article 6.9: New article added to define the minimum requirements for the
Preliminary (60%) Plan Submittal.

Article 7.1: Article revised to give direction to Designer.

Article 7.1.2: Added note to designer to General Note 7 and updated General
Note 9.

Article 7.1.3: Clarified the application of General Notes 4 and 5. Added new
General Note 9 for deck pouring sequence.

Article 7.1.4: Added new General Note 10 for protective shielding. Added
General Note 26 regarding MSE wall settlement.

Article 7.2.2: Article revised to clarify erection plans for both Steel and PPC
beams and updated Notes 1, 2 and 3.

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Article 7.3: Removed General Note 12 for culvert lap lengths and duplicate
General Note 10. Renumbered remaining General Notes.

Article 8.1: Allowable locations of stage lines revised. Figure 8.1.1 received minor
edits.

Article 8.3: Article revised to clarify protective shield limits.

Article 9.1: Figure 9.1.1 was revised to clarify which dimensions are required for
all substructure units.

Article 10.2: Article revised to remove coefficient of friction for self-lubricating

bronze on steel and to consider an allowance for additional eccentricity due to
field bearing placement during design.

Article 10.3: Revised article to clarify Combination MSE and Intergal Abutments
are allowed on all structures.

Article 10.3: Minor revisions made to Figures 10.3.1, 10.3.4 and 10.3.6.

Article 10.3: Figures 10.3.2 and 10.3.5 revised to match updated Approach Slab
base sheet. Minor revisions also made.

Article 10.3: Figure 10.3.3 modified to show wingwall pile directly in center of
wingwall. Other minor revisions made.

Article 10.3: Figures 10.3.7, 10.3.8 and 10.3.9 were revised to clarify the limits of
removal and disposal of unsuitable material for structures, remove the
requirement for crossroad bridges only, provide consistency between figures,
include the abutment soil reinforcement, note and revise location of H
dimension, and clarify dimensions and payment of concrete seal. Figure 10.3.10
was renumbered to Figure 10.3.9.

Article 10.3: Figure 10.3.10 was revised to remove the use of bond breaker
membrane on front of panel and replaced with PJF. Figure 10.3.9 was
renumbered to Figure 10.3.10.

Article 10.4: Revised Title of article.

Article 10.6: Removed paragraph for placement of reinforcement in abutment

caps since covered under Article 10.9.

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Article 10.7.1: Article revised to include an increased height of slope wall lip on
structures skewed 10 degrees or greater and clarify that details are now in Base
Sheet M-BRG-525.

Article 10.7.2: Article revised to include an increased height of slope wall lip on
structures skewed 10 degrees or greater and clarify that details are now in Base
Sheet M-BRG-525 and the latest IDOT Bridge Manual.

Article 10.7.3: Article revised to clarify that details are now in Base Sheet MBRG-525. Removed Figures 10.7.3.1 and 10.7.3.2.

Article 10.8: Article revised to allow the use of dog-ear style wing walls that are
parallel to the centerline of abutment for integral abutment bridges.

Article 10.9: Figure 10.9.1 was revised to reduce the required clearance between
anchor bolts and shear stirrups and transverse reinforcement from 4 to 2.

Article 10.10: Revised Title of article.

Article 11.2: Article revised to remove coefficient of friction for self-lubricating

bronze on steel and to consider an allowance for additional eccentricity due to
field bearing placement during design.

Article 11.3: Figure 11.3.1.8 title was changed from Integral Pier Detail to Grade
Separation Pier Detail (For use with integral abutment bridge).

Article 11.6: Article revised to clarify requirements for crash walls.

Article 11.8.2: Pile Data adjusted to provide Factored Resistance Available.

Article 11.9: Figure 11.9.1 was revised to reduce the required clearance between
anchor bolts and shear stirrups and transverse reinforcement from 4 to 2.

Article 12.2: Article revised to consider the use of bottom lateral bracing.

Article 13.1: Article revised to reference IDOT All Bridge Designers Memorandum
15.2.

Article 13.2: Second paragraph from Article 13.2.3 moved to Article 13.2.
References to restrictions for debonding of prestressing strands have been
added.

Article 13.2.1: Final paragraph from Article 13.2.3 moved to Article 13.2.1.

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Article 13.2.2: Table 13.2.2.1 renamed to Fig. 13.2.1 and revised to clarify
debonding assumptions made in calculations.

Article 13.2.3: Second paragraph moved to Article 13.2 and final paragraph
moved to Article 13.2.1.

Article 13.3: Clarified beam end details for IL-Beams. Removed Figures 13.3.2
and 13.3.3.

Article 13.5.1: Article revised to clarify reference to IDOT Base Sheets and
remove Figure 13.5.1.1.

Article 13.5.2: Article revised to clarify reference to IDOT Base Sheets.

Article 13.7: Article revised to reflect changes regarding extending spans.

Article 14.1: Revised floating (pot) bearing call out to High Load Multi-Rotational
bearings. Added paragraph to show detail of bearing for erection temperatures
on the plans.

Article 14.2: Revised floating (pot) bearing call out to High Load Multi-Rotational
bearings.

Article 14.2.3: Revised Title of article.

Section 15.0: Revised Title of Section.

Article 15.1: Article revised to only include bridge deck and bridge parapet
concrete type and design stresses. Approach slab references were removed and
added to Article 19.1. Clarification added that overlays shall not be considered
structural for composite section properties. Design requirements revised to also
include IDOT ABD Memo 15.2.

Article 15.2: Future Lane Line callout removed from Figure 15.2.1.

Article 15.2: Article revised to clarify deck capacity after partial depth deck
removal and overlay placement.

Article 15.4: Figure 15.4.1 revised to show minimum laps that meet the
requirements of IDOT ABD Memo 15.4.

Article 15.5: Title revised. Jurisdictional requirements for barriers clarified. Article
adjusted to clarify that reinforcement requirements replace the requirements of
IDOT ABD Memo 14.1. Text and Figure 15.5.1.4 added to clarify location of 1/8
aluminum joints in parapet at piers and abutments. Figure 15.5.1.3 title changed

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from Parapet Wall Reinforcement to Parapet Reinforcement and a 1.5 clearance
to horizontal bars was added to parapet detail.

Article 15.5.2: Article revised to clarify which Standard the Single Face Barrier
can be used with fill.

Article 15.6: Figure 15.6.1 was revised to remove the word pressurized from the
note in the typical section. Location of longitudinal joint clarified.

Article 15.6: Article revised to clarify the open joint is not required if the deck is
staged and the total width of the staged pours is less than or equal to 120 feet.

Article 15.8: Article revised to meet slipforming conditions in IDOT ABD Memo
12.4.

Article 15.9: Article revised to clarify deck pouring sequence numbering

directions and revise deck pouring sequence requirements.

Article 17.1: Article revised to clarify reference to approach slab base sheets and
added joint seals shall be one continuous piece for the full length of joint.

Article 17.4: Removed Figure 17.4.1.

Article 18.1: Article revised to clarify top of deck elevation requirements.

Section 19.0: Revised title of section.

Article 19.1: Article revised to clarify bridge approach slab and transition
approach slab definitions, approach slab lengths for curved structures and when
transition approach shoulder slabs shall be utilized. In addition, article revised to
include concrete type and design stresses.

Article 19.2.1: Article revised to allow for consideration of precast approach slabs
for distances from back of abutment to centroid of stiffness of 130 feet or greater.

Article 19.4: Article revised to clarify that approach bent details shall be included
in the structural plans.

Article 19.5: Article removed.

Article 21.1: Article revised to reference Article 3.2 for Barrier Warrant Analysis
requirements for culvert barrel length.

STRUCTURE DESIGN MANUAL

Article 21.1.2: Article revised to include additional requirements to reduce

settlement and to clarify a minimum barrel length shall be poured monolithically
with horizontal wingwalls.

Article 21.2.4: Article revised to clarify Temporary Construction Works details for
culvert construction staging.

Article 22.3.1: Figures 22.3.1.4 and 22.3.1.5 revised to include shims as required.
Minor revisions made to dimensions in Figure 22.3.1.6.

Article 22.4.4: Article revised to clarify minimum requirements for the flat area in
front of retaining walls.

Article 22.5.1: Figure 22.5.1.1 revised to clarify dimensions for flat area in front of
wall. Limits of Structure Excavation and Porous Granular Backfill and location of
Bond Breaker clarified.

Article 22.6: Article revised to remove requirement not allowing ground

reinforcement straps under mainline traffic.

Article 22.6.1: Article revised to clarify the designer shall be responsible for the
analysis of settlement, bearing capacity and overall slope stability for MSE
retaining walls.

Article 22.13: Article was revised to remove discussion on minimal settlement.

Article 22.14: Article revised to include concrete type and design stresses.
Minimum thickness of aggregate below moment slab on any type of wall is
specified and direction to show on the plans is given.

Article 22.14: Figure 22.14.2 was revised to change the PJF to PJF.

Article 22.15: Article added to include requirement for fence or railing on retaining
wall.

Article 23.1: Article revised to include minimum panel embedded depths.

Article 23.2.2: Article revised to clarify dead load for bridge and retaining wall
noise abatement walls.

Article 23.3.1: Article revised to clarify that changes in noise abatement wall
heights shall be accomplished in increments no greater than 2 feet or no smaller
than 1 foot. Figures 23.3.1.2 and 23.3.1.3 revised to clarify the maximum and
minimum step requirements.

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Article 23.3.3: Figure 23.3.3.1 revised to remove minimum distance from noise
abatement wall to edge of pavement. Figure 23.3.3.2 revised to clarify ground
mounted noise abatement wall dimensions.

Section 24.0: Title of section revised.

Article 24.1: Article revised to include latest editions of Design Specifications.

Articles 24.4, 24.5, 24.6, 24.7, 24.9 and 24.10: Articles revised to clarify standard
drawings and base sheets to be used, allowable span lengths, allowable sign
types and barrier warrant requirements for all standard overhead sign structures.

Articles 24.13: Article revised to update Sign Type designation.

Article 24.14: Added new article for Foundations for Overhead Sign Structures.

Article 25.2.1: Revised article to modify requirements for structural steel.

Article 25.5.2: Revised article to add requirements for complex structures.

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TABLE OF CONTENTS

SECTION 1.0

INTRODUCTION ............................................................................... 1-1

1.1

Reserved ......................................................................................................... 1-1

1.2

LRFD and LFD Bridge and Structure Design .................................................. 1-1

1.3

Seismic Design of Bridges .............................................................................. 1-3

1.4

Design Section Engineers (DSE) Manual ....................................................... 1-3

SECTION 2.0

STRUCTURE INSPECTION AND CONDITION REPORTS .............. 2-1

2.1

Inspection and Testing .................................................................................... 2-1

2.2

Preparation of Structure Condition Reports .................................................... 2-1

2.3

Hydraulic Analysis ........................................................................................... 2-1

2.4

Scour Analysis ................................................................................................ 2-2

2.5

Life Cycle Cost Analysis .................................................................................. 2-2

SECTION 3.0

TYPE, SIZE & LOCATION (TS & L) PLANS ..................................... 3-1

3.1

General ........................................................................................................... 3-1

3.2

Bridge Type Study........................................................................................... 3-1

3.3

Structure Report .............................................................................................. 3-2

3.4

Hydraulic Information ...................................................................................... 3-2

3.5

Structural Geotechnical Report ....................................................................... 3-2

SECTION 4.0

CONTEXT SENSITIVITY AND AESTHETICS .................................. 4-1

4.1

Introduction ..................................................................................................... 4-1

4.2

Bridges ............................................................................................................ 4-1

4.3

Walls ............................................................................................................... 4-2

SECTION 5.0

DESIGN CRITERIA ........................................................................... 5-1

5.1

Structural Design Criteria ................................................................................ 5-1

5.2

Design Minimum Vertical Clearances ............................................................. 5-7

5.3

Design Horizontal Clearances ......................................................................... 5-9

5.4

Deck Width ...................................................................................................... 5-9

5.5

Minimum Number of Beam Lines .................................................................... 5-9

5.6

Dead Loads ..................................................................................................... 5-9

5.7

Field Survey .................................................................................................. 5-10

5.7.1

March 2016

General .................................................................................................. 5-10

Illinois Tollway

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TABLE OF CONTENTS

5.7.2

Existing Barrier and Parapet Modifications ............................................ 5-10

5.7.3

Bearings ................................................................................................. 5-10

5.7.4

Bridge Deck Widening ............................................................................ 5-11

5.8

Construction .................................................................................................. 5-11

5.9

Railroad Crossings ........................................................................................ 5-12

SECTION 6.0

PLAN PREPARATION ...................................................................... 6-1

6.1

CADD Standards............................................................................................. 6-1

6.2

Plan Sheet Organization ................................................................................. 6-1

6.2.1

Bridges ..................................................................................................... 6-1

6.2.2

Culverts .................................................................................................... 6-1

6.2.3

Conventional Concrete Retaining Walls ................................................... 6-1

6.2.4

Performance Based Retaining Walls ........................................................ 6-2

6.3

General Plan and Elevation ............................................................................ 6-2

6.3.1

Plan and Elevation Views ......................................................................... 6-2

6.3.2

Benchmark ............................................................................................... 6-3

6.3.3

Structure Description ................................................................................ 6-3

6.3.4

Design Criteria ......................................................................................... 6-4

6.3.5

Horizontally Curved Alignments ............................................................... 6-4

6.3.6

Profile Sketches ....................................................................................... 6-4

6.3.7

Superelevation Transitions ....................................................................... 6-5

6.3.8

Location Map............................................................................................ 6-5

6.3.9

Highway Classification ............................................................................. 6-5

6.3.10 Railroad Information ................................................................................. 6-5

6.3.11 Waterway Information .............................................................................. 6-5

6.3.12 Structure Rating ....................................................................................... 6-5
6.3.13 Structural Engineer Seal .......................................................................... 6-6
6.4

Total Bill of Material......................................................................................... 6-6

6.5

Abbreviations .................................................................................................. 6-6

6.6

Index of Sheets ............................................................................................... 6-6

6.7

Concrete Reinforcement Detailing .................................................................. 6-7

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6.8

Beam Numbering ............................................................................................ 6-7

6.9

Preliminary Plan Submittal (60% Plans) .......................................................... 6-8

SECTION 7.0
7.1

GENERAL NOTES ............................................................................ 7-1

Structural General Notes ................................................................................. 7-1

7.1.1

Cast-In-Place Concrete ............................................................................ 7-1

7.1.2

Reinforcement Bars ................................................................................. 7-1

7.1.3

Structural Steel......................................................................................... 7-2

7.1.4

Construction ............................................................................................. 7-3

7.2

Supplemental General Notes .......................................................................... 7-5

7.2.1

Demolition Plan ........................................................................................ 7-5

7.2.2

Erection Plan ............................................................................................ 7-6

7.2.3

Structural Assessment Reports for Contractors Means and Methods ..... 7-6

7.3

Additional Notes Included in the Plans. ........................................................... 7-7

SECTION 8.0

CONSTRUCTION STAGING ............................................................ 8-1

8.1

General ........................................................................................................... 8-1

8.2

Temporary Concrete Barriers .......................................................................... 8-1

8.3

Protective Shield System ................................................................................ 8-1

8.4

Temporary Shoring ......................................................................................... 8-2

SECTION 9.0

SUBSTRUCTURE AND SHEET PILING LAYOUTS ......................... 9-1

9.1

Substructure Layout ........................................................................................ 9-1

9.2

Pile Numbering................................................................................................ 9-1

9.3

Drilled Shaft Numbering .................................................................................. 9-1

9.4

Temporary Soil Retention Systems ................................................................. 9-1

9.5

Temporary and Permanent Sheet Piling ......................................................... 9-2

9.6

Cofferdams...................................................................................................... 9-2

9.7

Temporary Sheeting and Bracing for Railroads .............................................. 9-3

9.8

Structural Sub Drains ...................................................................................... 9-3

SECTION 10.0 ABUTMENTS .................................................................................. 10-1

10.1 General ......................................................................................................... 10-1
10.2 Design ........................................................................................................... 10-1

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10.3 Abutment Types ............................................................................................ 10-1

10.4 Foundations .................................................................................................. 10-2
10.4.1 Piles ....................................................................................................... 10-2
10.4.2 Drilled Shafts .......................................................................................... 10-3
10.5 Widening Existing Abutments........................................................................ 10-3
10.6 Bridge Seats.................................................................................................. 10-4
10.7 Slope Paving ................................................................................................. 10-4
10.7.1 New Bridges - Grade Separation Structures .......................................... 10-4
10.7.2 New Bridges - Stream Crossings ........................................................... 10-4
10.7.3 New Bridges - Railroad Crossings ......................................................... 10-4
10.7.4 Existing Bridges ..................................................................................... 10-5
10.7.5 New Bridges - Side Slopes .................................................................... 10-5
10.8 Wing Walls .................................................................................................... 10-5
10.9 Abutment Cap Reinforcement ....................................................................... 10-5
10.10 Concrete Shoulder Barrier Transition ............................................................ 10-5
SECTION 11.0 PIERS.............................................................................................. 11-1
11.1 General ......................................................................................................... 11-1
11.2 Design ........................................................................................................... 11-1
11.3 Pier Types ..................................................................................................... 11-1
11.3.1 Grade Separation ................................................................................... 11-1
11.3.2 Stream Crossing .................................................................................... 11-2
11.3.3 Railroad Crossings ................................................................................. 11-2
11.4 Widening Existing Piers ................................................................................ 11-2
11.5 Integral Concrete Pier Caps .......................................................................... 11-3
11.6 Pier Crash Walls ........................................................................................... 11-3
11.6.1 New or Widened Piers ........................................................................... 11-3
11.6.2 Existing Piers to Remain ........................................................................ 11-4
11.7 Pier Columns................................................................................................. 11-4
11.8 Foundations .................................................................................................. 11-4
11.8.1 Spread Footings ..................................................................................... 11-4

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11.8.2 Piles ....................................................................................................... 11-5

11.8.3 Drilled Shafts .......................................................................................... 11-5
11.9 Pier Cap Reinforcement ................................................................................ 11-5
SECTION 12.0 STRUCTURAL STEEL .................................................................... 12-1
12.1 General ......................................................................................................... 12-1
12.2 Design ........................................................................................................... 12-1
12.3 Intermediate Vertical Stiffeners ..................................................................... 12-2
12.4 Bearing Stiffeners.......................................................................................... 12-2
12.5 Superstructure Diaphragms .......................................................................... 12-2
12.5.1 End Diaphragms and Cross Frames at Expansion Joints ...................... 12-2
12.5.2 Diaphragms and Cross Frames at Expansion Bearings ......................... 12-2
12.5.3 Diaphragms and Cross Frames at Intermediate Points .......................... 12-3
12.5.4 Diaphragms and Cross Frames Design Details ..................................... 12-3
12.6 Table of Moments and Shears ...................................................................... 12-3
12.7 Painting of Structural Steel ............................................................................ 12-3
12.8 Weathering Steel........................................................................................... 12-4
SECTION 13.0 PRECAST PRESTRESSED CONCRETE (PPC) ............................ 13-1
13.1 General ......................................................................................................... 13-1
13.2 Design ........................................................................................................... 13-1
13.2.1 IDOT and 28 Illinois Tollway Beams ..................................................... 13-1
13.2.2 Illinois Tollway Bulb-T Beams ................................................................ 13-2
13.2.3 IDOT IL-Beams ...................................................................................... 13-2
13.2.4 PPC U-Beams ........................................................................................ 13-2
13.3 Details ........................................................................................................... 13-2
13.4 Table of Moments and Shears ...................................................................... 13-3
13.5 Superstructure Diaphragms .......................................................................... 13-3
13.5.1 Abutment (End) Diaphragms .................................................................. 13-3
13.5.2 Pier Diaphragms .................................................................................... 13-3
13.6 Handling, Storage and Transportation of Beams .......................................... 13-4
13.7 Spliced Girders.............................................................................................. 13-4

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13.7.1 Introduction ............................................................................................ 13-4

13.7.2 Design .................................................................................................... 13-5
13.7.3 Splices and Splice Locations.................................................................. 13-5
13.7.4 Pretension Strand Size and Strength ..................................................... 13-5
13.7.5 Tendon Layout ....................................................................................... 13-5
13.7.6 Camber and Geometry Control .............................................................. 13-6
13.7.7 Creep Redistributions of Forces and Moments ...................................... 13-6
13.7.8 Elastic Shortening Losses ...................................................................... 13-6
13.7.9 Live Load Deflections ............................................................................. 13-6
13.7.10 Diaphragms ............................................................................................ 13-6
SECTION 14.0 BEARINGS ...................................................................................... 14-1
14.1 General ......................................................................................................... 14-1
14.2 Design ........................................................................................................... 14-1
14.2.1 Elastomeric Bearings ............................................................................. 14-2

14.2.2 Low Profile Steel Rocker Bearings (Fixed Only) .................................... 14-2
14.2.3 High Load Multi-Rotational Bearings ...................................................... 14-2
SECTION 15.0 CONCRETE BRIDGE DECKS, PARAPETS AND BARRIERS ....... 15-1
15.1 New and Replacement Decks ....................................................................... 15-1
15.2 Existing Deck Widenings and Repairs .......................................................... 15-1
15.3 Cross Slopes ................................................................................................. 15-2
15.3.1 Tangent Sections ................................................................................... 15-2
15.3.1.1New, Replacement and Widened Decks ................................................ 15-2
15.3.1.2Overlays ................................................................................................. 15-2

15.3.2 Superelevated Sections ......................................................................... 15-3

15.3.2.1New and Replacement Decks ................................................................ 15-3
15.3.2.2Deck Widenings and Overlays ............................................................... 15-3
15.4 Reinforcement Bars ...................................................................................... 15-3
15.5 Parapets and Barriers ................................................................................... 15-4
15.5.1 Parapets and Barriers on Structures ...................................................... 15-4
15.5.2 Roadside Barriers .................................................................................. 15-5

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15.6 Longitudinal Joints ........................................................................................ 15-5

15.7 Bridge Mounted Lighting ............................................................................... 15-5
15.8 Slipform Parapet ........................................................................................... 15-5
15.9 Deck Pouring Sequence ............................................................................... 15-6
15.10 Closure Pour ................................................................................................. 15-6
SECTION 16.0 DECK DRAINAGE ........................................................................... 16-1
16.1 Deck Drains................................................................................................... 16-1
16.2 Drainage Scuppers ....................................................................................... 16-1
16.3 Drain Pipe ..................................................................................................... 16-2
16.3.1 Polyvinyl Chloride Pipe .......................................................................... 16-2
16.3.2 Reinforced Fiberglass Pipe .................................................................... 16-3
16.3.3 Galvanized Steel Pipe ............................................................................ 16-3
16.4 Pipe Supports................................................................................................ 16-3
16.5 Painting ......................................................................................................... 16-3

16.5.1 Aluminum Tube ...................................................................................... 16-3

16.5.2 Polyvinyl Chloride Pipe .......................................................................... 16-4
16.5.3 Reinforced Fiberglass Pipe .................................................................... 16-4
16.5.4 Galvanized Steel Pipe ............................................................................ 16-4
16.5.5 Pipe Supports......................................................................................... 16-4
SECTION 17.0 BRIDGE DECK EXPANSION JOINTS ............................................ 17-1
17.1 General ......................................................................................................... 17-1
17.2 New or Replacement Bridge Decks .............................................................. 17-1
17.2.1 Strip Seals .............................................................................................. 17-1

17.2.2 Modular Joints ........................................................................................ 17-1

17.3 Existing Bridge Deck Widenings ................................................................... 17-1
17.4 Existing Bridge Deck Repair and Rehabilitation ............................................ 17-2
17.5 Approach Slabs ............................................................................................. 17-2
17.6 Fabrication .................................................................................................... 17-2
SECTION 18.0 DECK ELEVATIONS ....................................................................... 18-1
18.1 New Bridges .................................................................................................. 18-1

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18.2 Existing Bridge Deck Overlays ...................................................................... 18-2

SECTION 19.0 BRIDGE APPROACH AND TRANSITION APPROACH SLABS ..... 19-1
19.1 General ......................................................................................................... 19-1
19.2 Approach Slabs for Illinois Tollway Bridges .................................................. 19-2
19.2.1 Integral and Semi-Integral Abutments .................................................... 19-2
19.2.2 Vaulted Abutments ................................................................................. 19-2
19.2.3 Pile Bent/Stub Abutments ...................................................................... 19-2
19.3 Approach Slab for IDOT, County, Township or Municipal Structures ............ 19-2
19.3.1 Integral and Semi-Integral Abutments .................................................... 19-2
19.3.2 Vaulted Abutments ................................................................................. 19-3
19.3.3 Pile Bent/Stub Abutments ...................................................................... 19-3
19.4 Approach Pile Bent ....................................................................................... 19-3
SECTION 20.0 SOIL BORING LOGS ...................................................................... 20-1
SECTION 21.0 CULVERTS ..................................................................................... 21-1
21.1 General ......................................................................................................... 21-1
21.1.1 Cast-In-Place Concrete Culverts ............................................................ 21-1
21.1.2 Precast Concrete Culverts ..................................................................... 21-2
21.2 Plan Preparation ........................................................................................... 21-2
21.2.1 General Plan and Elevation ................................................................... 21-2
21.2.2 Design Criteria ....................................................................................... 21-3
21.2.3 Bill of Material......................................................................................... 21-3
21.2.4 Construction Staging .............................................................................. 21-3
21.2.5 Concrete Reinforcement Details ............................................................ 21-3

SECTION 22.0 RETAINING WALLS ........................................................................ 22-1

22.1 Wall Types .................................................................................................... 22-1
22.2 Retaining Wall Selection Process ................................................................. 22-1
22.3 Plan Preparation ........................................................................................... 22-2
22.3.1 Plan Sheet Organization ........................................................................ 22-2
22.3.2 Naming Convention ................................................................................ 22-3
22.4 Wall Design Criteria ...................................................................................... 22-3

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22.4.1 Design Specifications ............................................................................. 22-3

22.4.2 Design Loads ......................................................................................... 22-3
22.4.3 Design Stresses ..................................................................................... 22-4
22.4.4 Wall Layout ............................................................................................ 22-4
22.5 Cast-in-Place T-Shaped or L-Shaped Walls ................................................. 22-4
22.5.1 Description ............................................................................................. 22-4
22.5.2 Stem ....................................................................................................... 22-5
22.5.3 Footing ................................................................................................... 22-5
22.5.4 Stability .................................................................................................. 22-5
22.6 Flexible Retaining Walls ................................................................................ 22-6
22.6.1 Mechanically Stabilized Earth (MSE) Retaining Walls ........................... 22-7
22.6.1.1Location ................................................................................................. 22-7
22.6.1.2Plans and Specifications ........................................................................ 22-7
22.7 Precast Modular Walls .................................................................................. 22-8
22.8 Soldier Pile Retaining Walls .......................................................................... 22-9
22.9 Permanent Sheet Pile Retaining Walls ......................................................... 22-9
22.10 Soil Nailed and Other Specialized Wall Systems .......................................... 22-9
22.11 Temporary Soil Retention Systems ............................................................... 22-9
22.12 Snow Storage Area ....................................................................................... 22-9
22.13 Parapet Shape .............................................................................................. 22-9
22.14 Moment Slab on Retaining Wall Design Guides.......................................... 22-10
22.15 Safety Fencing ............................................................................................ 22-12
SECTION 23.0NOISE ABATEMENT WALLS AND RAILROAD BRIDGE FENCING . 23-1
23.1 General ......................................................................................................... 23-1
23.2 Design Criteria .............................................................................................. 23-2
23.2.1 Design Specifications ............................................................................. 23-2
23.2.2 Design Loads ......................................................................................... 23-2
23.2.3 Design Height......................................................................................... 23-4
23.2.4 Stresses ................................................................................................. 23-4
23.3 Plan Preparation ........................................................................................... 23-5

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23.3.1 General .................................................................................................. 23-5

23.3.2 Naming Convention ................................................................................ 23-5
23.3.3 Ground Mounted Noise Abatement Wall ................................................ 23-6
23.3.4 Structure Mounted Noise Abatement Wall ............................................. 23-6
23.4 Specifications ................................................................................................ 23-6
23.5 Railroad Bridge Fencing for New Illinois Tollway Structures over Railroads . 23-7
23.5.1 Waivers .................................................................................................. 23-7
23.5.2 Fence Installation ................................................................................... 23-7
SECTION 24.0 OVERHEAD SIGN STRUCTURES ................................................. 24-1
24.1 Design Specifications .................................................................................... 24-1
24.2 Sign Structure Type Selection ....................................................................... 24-1
24.3 Overhead Sign Structure Clearance ............................................................. 24-1
24.4 Span Type (Aluminum) ................................................................................. 24-2
24.5 Cantilever Type ............................................................................................. 24-3
24.6 Monotube Type ............................................................................................. 24-3
24.7 Butterfly Type ................................................................................................ 24-3
24.8 Bridge Mounted Sign Structures ................................................................... 24-4
24.9 Span Type (Steel) ......................................................................................... 24-4
24.10 ITS Gantry Frame (Steel) .............................................................................. 24-4
24.11 Overhead Sign Structures with End Cantilever(s) ......................................... 24-4
24.12 Non-Standard Sign Structures ...................................................................... 24-4
24.13 Naming Convention ....................................................................................... 24-5
24.14 Foundations for Overhead Sign Structures ................................................... 24-5

SECTION 25.0 SHOP DRAWINGS.......................................................................... 25-1

25.1 General ......................................................................................................... 25-1
25.2 Required Shop Drawings .............................................................................. 25-1
25.2.1 Structural Steel and Expansion Joints .................................................... 25-2
25.2.2 Prestressed Concrete ............................................................................ 25-2
25.2.3 Bearings ................................................................................................. 25-3
25.3 Special Requirement Items ........................................................................... 25-3

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25.4 Miscellaneous Items...................................................................................... 25-4

25.5 Erection Plan ................................................................................................. 25-5
25.5.1 General .................................................................................................. 25-5
25.5.2 Required Information .............................................................................. 25-5
SECTION 26.0 REHABILITATION AND REPAIR .................................................... 26-1
26.1 General ......................................................................................................... 26-1
26.2 Precast Concrete Repairs ............................................................................. 26-1
26.3 Aluminum Sign Truss Repairs ....................................................................... 26-2
26.4 Approach Slab Resurfacing and Repairs ...................................................... 26-3
26.5 Aggregate Slope Paving Repairs .................................................................. 26-3
26.6 Metal Culvert Temporary Repairs ................................................................. 26-3
26.7 Bearing Repairs ............................................................................................ 26-3
26.8 Fiber Reinforced Polymer Repairs ................................................................ 26-3
26.9 Deck Drains................................................................................................... 26-4

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SECTION 1.0

INTRODUCTION

1.1

Reserved

1.2

LRFD and LFD Bridge and Structure Design

The Illinois State Toll Highway Authority (Illinois Tollway) is transitioning from the
American Association of State Highway and Transportation Officials (AASHTO) 2002
Standard Specifications for Highway Bridges Division I Load Factor Design (LFD) and
Allowable Stress Design (ASD) to the latest edition of the AASHTO LRFD Bridge
Design Specifications for new bridge construction. It is anticipated that this process will
be ongoing over the next few years. As such, this Design Manual refers to both the
AASHTO Standard and AASHTO LRFD Specifications.
The design of all new and replacement structures after November of 2007 shall be in
accordance with the latest edition of the AASHTO LRFD Bridge Design Specifications
except as modified by the following Illinois Department of Transportation (IDOT)
Manuals: Bridge, Culvert, Drainage, Geotechnical and Sign Structures, or as amended
herein by the Illinois Tollway Structure Design Manual. The most current IDOT manuals
related to structural policy, documents and procedures are available on the Internet web
pages at the following site:
http://www.idot.illinois.gov/
Navigation to technical manuals begins with Doing Business then Procurements.
The AASHTO LRFD Bridge Design Specifications was not completely adopted by IDOT.
Several parts were modified or subjected to interpretation by IDOT. The following
examples are representative of some of the changes made by IDOT:
Portions of Live Load Distribution for bridges have been simplified and/or not
adopted (Section 3.3.1).
When to apply lateral stresses for steel beam design has been interpreted
(Section 3.3.5).
Moment Redistribution in LRFD and LFD is not allowed (Section 3.3.6).
Seismic design is according to LRFD with some interpretations, but the IDOT
Bridge Manual clarifies options in LRFD to use for Illinois (Sections 3.7, 3.10
and 3.15).
Vehicle collision design forces and the approach to design have been
interpreted by IDOT (Section 3.9.3.7 and ABD Memo 12.1). The 600 kip
force shall be applied to the top of the crashwall.
The phi factor to use for pile design has been interpreted (Section 3.10).

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The loading to use for Constructability Checks in LRFD (and LFD) has been
clearly specified and interpreted (Section 3.3.26).
Existing structures that are to be rehabilitated, reconstructed and/or widened shall be
designed in accordance with the appropriate Division I or IA (LFD or ASD) of the latest
AASHTO Standard Specifications for Highway Bridges. All other structures shall be
designed by the specification indicated in the following Structural Design Specifications
Selection Table.
Structural Design Specification Selection Table
New or Replacement Projects:
Bridges
AASHTO LRFD Bridge Design Spec.
Concrete Culverts and Retaining AASHTO LRFD Bridge Design Spec.
Walls
Overhead Sign Structures
AASHTO Standard Spec. for Structural
Supports for Highway Signs, Luminaires,
and Traffic Signals
Rehabilitation, Reconstruction and Widening Projects:
For existing ASD or LFD Designs AASHTO Standard Spec. for Highway
Bridges
For existing LRFD Designs
AASHTO LRFD Bridge Design Spec.
Ratings:
For Existing ASD or LFD Designs AASHTO Manual for Condition Evaluation
of Bridges
For New and Existing LRFD
AASHTO Manual for Bridge Evaluation
Designs
Design Truck
For New or Replacement Projects on mainline and ramp flyover bridges and bridge
culverts only, the Design Truck in the AASHTO LRFD Bridge Design Specifications
Article 3.6.1.2.2 shall be replaced with the IL-120 Design Truck as shown in AASHTO
LRFD Figure 1.2.1. This truck shall be applied in accordance with AASHTO LRFD
Article 3.6.1.3 and is referred to as the IL-120 loading. The IL-120 loading shall
include the IL-120 Design Truck and the Design Lane Load as specified in AASHTO
LRFD Article 3.6.1.2.4. The bridge design shall also meet the design requirements for
the HL-93 loading. The Design Tandem remains as given in AASHTO LRFD Article
3.6.1.2.3. The structural design shall be based on the maximum force effects resulting
from the IL-120 loading, the HL-93 loading and the Design Tandem.
The IL-120 Design Truck shall be used for fatigue design. All other requirements of
AASHTO LRFD Article 3.6.1.4 shall apply.

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Load factors and combinations shall be according to AASHTO LRFD Article 3.4.
The Inventory and Operating Load Ratings for the HL-93 shall be shown on the General
Plan and Elevation sheet. Refer to Article 6.3.12.
The IL-120 Design Truck Diagram (Figure 1.2.1) shall be shown in the plan set. Refer
to Article 6.3.4.
Design loads for decks and deck systems shall be in accordance with AASHTO LRFD
Article 3.6.1.3.3, using the design truck given in AASHTO LRFD Article 3.6.1.2.2 or the
design tandem given in AASHTO LRFD Article 3.6.1.2.3.
For live load deflection evaluation of structures carrying mainline Illinois Tollway routes
or ramps, the deflection shall be taken as the larger of:

The maximum deflection resulting from the IL-120, HL-93 truck, or HL-93
Tandem alone, or

The deflection resulting from the design lane load plus the maximum
deflection resulting from 25 percent of the IL-120, HL-93 truck, or the HL93 Tandem.

Crossroad bridges over the Illinois Tollway shall meet the requirements shown above,
except checks for IL-120 live load are not required.
1.3

Seismic Design of Bridges

Illinois Tollway structures shall be designed to meet the minimum requirements for
AASHTO Seismic Performance Zone 1 (LRFD) or Category A (LFD) with a low
probability of being exceeded during the normal life expectancy for a bridge. Bridges
and their components that are designed to resist Zone 1 (Category A) forces and
constructed in accordance with the design details contained in the latest IDOT Bridge
Manual should not experience total collapse, but may sustain repairable damage due to
seismically induced ground shaking.
1.4

Design Section Engineers (DSE) Manual

For a complete list of Illinois Tollway terms, definitions and acronyms including project
requirements, see the latest DSE Manual.

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12K

24K
10'-0"

24K

20K

4'-0"

22'-0"

20K

4'-0"

20K

4'-0"

44'-0"

6'-0"

IL-120 DESIGN TRUCK

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FIGURE 1.2.1

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SECTION 2.0
2.1

STRUCTURE INSPECTION AND CONDITION REPORTS

Inspection and Testing

Inspection of existing bridges, culverts, and retaining walls shall be conducted in

accordance with the latest, Federal Highway Administration (FHWA) Bridge Inspectors
Reference Manual and its supplement Inspection of Fracture Critical Bridge Members,
and the AASHTO Manual for the Condition Evaluation of Bridges. Underwater
inspections and evaluations when required shall be conducted according to the latest
FHWA Manual for Underwater Inspection of Bridges.
The Designer shall compare their findings to those of the latest Illinois Tollway Structure
Inspection Field Report. Any discrepancies in ratings shall be explained and justified in
the Designers Structure Inspection Report. Defects in the structure or approach
roadway which are or may become hazardous to the public or railroads shall be
reported immediately to the Illinois Tollway.
2.2

Preparation of Structure Condition Reports

Structure condition reports shall be submitted during the master planning or preconceptual phase. Reports shall follow the guidelines of the latest IDOT Bridge
Condition Report Procedures and Practices. Existing structures to be abandoned and/or
removed or completely replaced shall not be inspected or require a condition report.
Only those structures which are to be rehabilitated, reconstructed or widened shall
require both in-depth inspections and condition reports.
In general, retaining walls shall not be inspected nor require a condition report, unless
the existing wall(s), or portions thereof, are to be incorporated into the proposed project.
In which case, an inspection shall be performed and a condition report prepared for
each wall or section to be utilized in conjunction with the project.
Before any element of a structure and/or its foundations can be considered for reuse in
replacing, reconstructing or rehabilitating an existing structure, it shall be evaluated and
analyzed in accordance with Section 2.2 of the IDOT Bridge Manual. The results of
these evaluations and analysis shall be summarized and included in the Structure
Condition Report for each structure where reuse is being considered. The backup data
and calculations for each summary shall not be submitted for review unless requested
by the Illinois Tollway.
2.3

Hydraulic Analysis

All new structures and existing structures to be replaced, reconstructed, widened or

extended which are over or conveying waterways shall require a hydraulic analysis to
determine if the resulting waterway opening meets current Illinois Tollway standards
and IDNR-OWR permit requirements.

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The results of the analysis shall be summarized in a Waterway Information Table which
shall be included in the Hydraulic Report for each structure. The report shall also
include any recommendations for improving the waterway opening or channel alignment
at each structure.
2.4

Scour Analysis

All new structures and existing structures to be replaced, reconstructed or widened

which are over waterways, shall require a scour analysis to determine if the resulting or
proposed opening will increase the flow and potentially undermine the adjacent
structure foundations. The scour analysis shall be performed in accordance with the
latest editions of the following FHWA, Hydraulic Engineering Circulars (HEC): HEC-18,
Evaluating Scour at Bridges; HEC-20, Stream Stability at Highway Structures; and
HEC-23, Bridge Scour and Stream Instability Countermeasures Experience, Selection
and Design Guidance. Results of the analysis shall be summarized in a Design Scour
Elevation Table and the scour critical analysis codings as directed below, and shall be
included in the Hydraulic Report, Structure Condition Report and the TS & L plans.
Provide the following information as defined in the Illinois Highway Information System,
Structure Information and Procedure Manual:

Scour Critical Evaluation (Item 113)

Scour Critical Analysis Date (Item 113A)
Scour Critical Evaluation Method (Item 113B)
Scour Critical Analysis By Name (Item 113C)
Scour Critical Remark (Item 113D)
Channel & Channel Protection Condition (Item 61)
Waterway Adequacy Appraisal (Item 71)
Pier Navigation Protection (Item 111)

The report shall also include any recommendations to mitigate or prevent scour at each
structure.
2.5

Life Cycle Cost Analysis

Life Cycle Cost Analysis (LCCA) is required for all replacement versus rehabilitation
decisions. LCCA for bridge elements such as beams, piers, abutments, etc. (excluding
decks) shall be performed in accordance with procedures outlined in Publication No.
FHWA-SA-98-079, NCHRP Report 483 Bridge Life-Cycle Cost Analysis and the
following guidelines:
1.

No inflation, that is, constant dollars shall be used. Inflation is included in the real
discount rate calculation, provided.

2.

A real discount rate of 2.6% shall be used (from Equation 14, NCHRP 483). If the
DSE is asked to calculate this rate, the following shall be used as the equation
variables:

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STRUCTURE DESIGN MANUAL

i = Tollway Bond Rate
q = Anticipated Tollway Revenue Increase
f = Anticipated Rate of Tollway Construction Cost Inflation
3.

The analysis period shall be 100 years.

4.

The life of a new bridge element shall be 100 years, unless fatigue dictates a
shorter life.

5.

Two scenarios shall be compared.

a.

Repair of the structural element.

b.

Replacement of structural element.

6.

If the cost of repair is less than or equal to 10% of the cost of a new structural
element, then an LCCA is not necessary and replacement is not required.

7.

If the cost of repair is greater than or equal to 80% of the cost of a new structural
element, then an LCCA is not necessary and replacement shall be
recommended.

8.

Unit prices, quantities and intervals of repairs shall be established by the

Designer and reviewed by the Illinois Tollway.

9.

The effects of salt contamination on deterioration from open or expansion joints,

adjacent roadways, etc. shall be considered.

10.

Additional expenses due to related and necessary activities such as maintenance

of traffic, removal, temporary support or movement, adjacent removal and
replacement, new dimensions, etc. shall be included.

11.

The functionality and strength of the existing structural member shall be

considered.

12.

The salvage value is the percentage of the design life of the most recent
rehabilitation remaining at the end of the analysis period multiplied by the cost of
this rehabilitation.

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THIS PAGE IS INTENTIONALLY LEFT BLANK

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SECTION 3.0
3.1

TYPE, SIZE & LOCATION (TS & L) PLANS

General

The TS & L Plans form the basis for preparation of Construction Contract Plans. TS & L
plans shall be submitted with the 30% design submittal. TS & L Plans are required for
new or replacement structures, and all widenings and superstructure replacements.
Structures identified for rehabilitation and/or redecking shall not require TS & L Plans.
TS & L Plans for Illinois Tollway structures shall not require completion of a Structure
Report (BBS Form 153), a Preliminary Bridge Design and Hydraulic Report (BLR Form
10210) or a Project Development Outline. TS & L Plans for those structures that are
either fully or partially funded and/or maintained by IDOT shall follow all guidelines and
requirements of Section 2.0 of the latest IDOT Bridge Manual. Prior to submittal of any
TS & L Plans, the Plans shall be checked for compliance with Section 2.3.13 of the
latest IDOT Bridge Manual.
3.2

Bridge Type Study

A Bridge Type Study is the process by which the most appropriate structure type for a
given location is determined. A Bridge Type Study considers the structure types feasible
for the site parameters or environmental commitments, provides the reasoning for
eliminating or developing particular alternatives, including cost estimates for all
alternatives considered, and finally explains the rationale for the selection of the
structure type chosen.
A Level 3 Barrier Warrant Analysis (including a Benefit/Cost Analysis) shall also be
performed according to the requirements of the latest Illinois Tollway Traffic Barrier
Guidelines in order to determine abutment type and location and span configuration for
all bridges over the Illinois Tollway. This procedure shall also be followed in determining
culvert lengths. All Barrier Warrant Analyses shall be submitted and reviewed by the
Illinois Tollway prior to submission of TS & L Plans.
The Bridge Type Study is a part of the planning process which justifies the TS & L Plan.
For major bridges or when requested by the Illinois Tollway, the Bridge Type Study shall
be submitted to the Illinois Tollway for review and acceptance before preparation of the
TS & L Plan can commence. Such a study would provide additional written treatments
concerning economic evaluations for the viable alternatives, span length versus pier
height studies for the approaches, pier type structural and aesthetic studies, main span
and the approach span structure type aesthetic studies, and architectural presentations
of the alternative systems presented in the study. The report shall also document
unusual design procedures, deviations from or variations of AASHTO Specifications to
be used, special materials or details proposed or tests anticipated.
Beam selection criteria shall be in accordance with the Illinois Department of
Transportation (IDOT) Bureau of Design and Environment (BDE) Manual and Sections
12 and 13. All Illinois Tollway bridges shall be designed in accordance with

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requirements of Article 1.2.
3.3

Structure Report

Structure Reports are not required to construct, reconstruct, widen or extend Illinois
Tollway mainline or ramp structures. However, if the Illinois Tollway is planning on
constructing, reconstructing, widening or extending a structure that is jointly maintained
by the Illinois Tollway, IDOT or a local agency, the Designer is required to complete the
appropriate Structure Report as noted above and submit it with the TS & L Plan
package for IDOTs review and approval.
3.4

Hydraulic Information

TS & L Plans for all new structures and existing structures to be replaced,
reconstructed, widened or extended which span over or convey waterways shall require
a Waterway Information Table, a Design Scour Elevation Table, if required, and the
scour critical analysis coding as described in Article 2.4 of this Manual.
3.5

Structural Geotechnical Report

TS & L Plans for all new structures and existing structures to be replaced,
reconstructed, widened or extended shall require a subsurface soil investigation and
Structure Geotechnical Report (SGR) in accordance with IDOTs Bridge Manual
Sections 2.1.5.3, 2.3.4.3 and 2.3.6.3. The Designer along with the Geotechnical
Engineer shall develop a subsurface exploration program for each structure. The
subsurface exploration and analyses shall be in accordance with the latest IDOT and
Illinois Tollway Geotechnical Manuals. The data from the exploration program shall be
analyzed and the resulting foundation recommendations shall be documented in the
SGR in accordance with the All Geotechnical Manual Users (AGMU) Memo 05.2
issued September 26, 2005. SGRs shall be submitted with the 30% design submittal.

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SECTION 4.0

CONTEXT SENSITIVITY AND AESTHETICS

4.1
Introduction
Context Sensitive Solutions (CSS) is an interdisciplinary process, embraced by the
Illinois Tollway that seeks effective, multimodal transportation results by working with
stakeholders to develop, build and maintain cost-effective transportation facilities which
are appropriate to and reflect the projects surroundings. When implementation of the
CSS process has been initiated for a particular project, the DSE is expected to
coordinate potential enhancements during the appropriate phase of planning and
design. When a formal CSS process is not implemented, the DSE shall consider context
of the site as an integral part of the functional and aesthetic design development.
4.2

Bridges

All bridges make an aesthetic impression on the surroundings and the DSE shall
consider and control the impact early in the design phase. The main aesthetic of a
bridge is primarily a product of the structural members themselves. The structure form
and shape, through the use of proper materials, dimensional relationships and
proportions shall be used to emphasize the lightness, slenderness and horizontal
continuity, allowing the bridge structure to produce the primary aesthetic on its own.
Supplemental details such as texture and color can be important but are ordinarily
considered secondary or complementary enhancements to the structural shape.
Ornamentation shall not be added or shall be kept to a minimum and used only with
special requirements for structures of significance.
Detailing and placement for appurtenances such as drain pipes, conduits, utilities,
fencing, rails, signage and lighting shall be coordinated for visual compatibility and
design consistency. Drain pipes and other conduit systems shall employ simple details
and be located as visually unobtrusive as possible.
The standard treatment for a bridge and its overpass and underpass area is the use of a
basic utilitarian highway bridge, essential erosion control and seeding in landscape
areas, and routine Illinois Tollway signage identifying the crossroad. Upgrade
treatments for a bridge and the overpass or underpass area where a response to the
significance of the crossroad, physical context, or community has been determined,
may include the addition and aesthetic enhancements of architectural elements,
landscape treatments and signage components. Throughout design, the DSE shall
orchestrate all primary aesthetic structural elements and details for efficiency and
economy to minimize cost and to achieve an attractive bridge.

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4.3

Walls

Due to the potential size, quantity and location, walls including noise abatement walls
and retaining walls are often highly visible components within the Illinois Tollway
corridors. The vertical and horizontal alignment, material type, textures and color
become important elements of consideration. The primary wall aesthetic theme is to
create a natural appearance that blends with the surrounding environment. Walls shall
be designed as visual assets from the prospective views of motorists and adjoining
communities. The DSE shall develop all wall types together with surrounding structural
and non-structural elements to create a visual relationship to one another and provide a
harmonious aesthetic throughout the corridor.

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SECTION 5.0

DESIGN CRITERIA

5.1
Structural Design Criteria
The following criteria shall be used for the design of structures on the Illinois Tollway.
The applicable information shall be shown on the contract plans as discussed in Article
6.3.4.
BRIDGES New or Replacement
2014 AASHTO LRFD Bridge Design
Specifications (except as modified by
IDOT and Illinois Tollway Structure
Design Manual)
Illinois Tollway Structure Design Manual
Illinois Department of Transportation
Design Specifications
Bridge Manual

Design Loads

Illinois Tollway Geotechnical Engineers

Manual
IDOT All Bridge Designers
Memorandums
Live Load: (Illinois Tollway Mainline
Structures & Ramps)
Live Load: Other Structures
Future Wearing Surface

th

7 Edition with 2015

interims
March 2016
Latest edition
March 2016
(when applicable)
HL-93 and IL-120
HL-93
50 psf

BRIDGES Rehabilitation and Widening

For Existing ASD or LFD Designs:
AASHTO Standards Specifications for
Highway Bridges

Design Specifications

Design Loads

March 2016

For Existing LRFD Designs:

2014 AASHTO LRFD Bridge Design
Specifications (except as modified by
IDOT and Illinois Tollway Structure
Design Manual)
Illinois Tollway Structure Design Manual
Illinois Department of Transportation
Bridge Manual
Seismic Retrofitting Guidelines for
Highway Bridges Report No. FHWA/RD83/007
Illinois Tollway Geotechnical Engineers
Manual
IDOT All Bridge Designers
Memorandums
For Existing ASD or LFD Designs:
Live Load: All Structures

th

17 Edition with all

interims

th

7 Edition with 2015

interims
March 2016
Latest Edition
For rehabilitation only
March 2016
(when applicable)
HS-20

For Existing LRFD Designs:

Live Load: All Structures

HL-93

Future Wearing Surface

Match existing design

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BRIDGES Design Stresses

Reinforced Concrete

Reinforcement

Prestressed Concrete (LRFD)

fc= Compressive Strength (Class SI)

Substructure

3,500 psi

fc= Compressive Strength (Class BS)

Parapets and Barriers

4,000 psi (Design)

fc= Performance Mix

Bridge Decks and Diaphragms, and
Bridge Approach, Transition Approach
and Transition Approach Shoulder Slabs.

4,000 psi (Design)

fy= Yield Strength (Conventional

Reinforcement)

60,000 psi

fs= Tension (Grade 60) (ASD Design)

24,000 psi

fy= Yield Strength (Stainless Steel

Reinforcement)

60,000 psi

fc=Compressive Strength
(IDOT Bms.)

6,000 psi (min.) 8,500

psi (max.)

fc =Compressive Strength
(Illinois Tollway Bms.)

6,000 psi (typ.) and up

to 8,000 psi

fci = Release Compressive Strength (as

required, but less than fc) (IDOT Bms.)

4,000 psi (min.) 7,000

psi (max.)

fci = Release Compressive Strength (as

required, but less than fc)
(Illinois Tollway Bms.)

4,000 psi (min.) 6,800

psi (max.)

Compression before losses

Tension after losses (Service III)

0.6 fci
Case (a): 0.60w fc ;
w = 1 for IDOT
members
Case (b): 0.45 fc
0.19fc (max)

Tension before losses

0.24fc

Fatigue: Compression after losses

0.40fc

Fatigue: Tension after losses limit for

determination of cracked vs. uncracked

Uncracked
<=0.095fc

0.5 inch diameter low relaxation

0.6 inch diameter low relaxation

0.153 in
0.217 in

fpu= ultimate strength

270,000 psi

fpbt= initial tension

202,500 psi = 0.75 fpu

fs= allowable final tension

183,600 psi (0.5 or

0.6 inch nominal
diameter strands)

fy = yield strength

50 ksi (Typ.)

Compression after losses (Service I)

Prestressing Strands

Structural Steel

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STRUCTURE DESIGN MANUAL

BRIDGES Deflection

Bridges Carrying Mainline Illinois

Tollway Routes or Ramps

For LRFD designs:

Live Load deflections shall be the larger
of:
1. Max deflection resulting from IL-120,
HL-93 truck or HL-93 Tandem alone.
2. Max deflection resulting from design
lane load plus the max deflection resulting
from 25% of the IL-120, HL-93 truck or
HL-93 Tandem trucks.
For LFD or ASD designs:
HS-20 Live Load

Other Bridges

Same as above, except requirements for

IL-120 Live load do not need to be met.

Span Length/800 (if

sidewalk present, Span
Length/1000)

BRIDGES

Seismic Design

Seismic Performance Zone (SPZ)

Seismic Performance Category (SPC)
Bedrock Acceleration Coefficient (A)
(LFD)
Design Spectral Acceleration at 1.0 sec
(Sdl)
Design Spectral Acceleration at 0.2 sec
(Sds)
Site Coefficient (S) (LFD)
Soil Site Class (LRFD)

Zone 1 (LRFD)
Category A (LFD)

2014 AASHTO LRFD Bridge Design

Specifications
Illinois Tollway Structure Design Manual
Illinois Tollway Geotechnical Engineers
Manual
Illinois Department of Transportation
Bridge Manual
IDOT All Bridge Designers Memorandum
11.3 (Rev.)

7 Edition with 2015

interims
March 2016

Site-specific based on
existing soil type.
Review SGR for
additional information.

BOX CULVERTS

Design Specifications

Strength Methods (Load Factor Design)

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Latest Edition
November 2, 2011
Rev. January 27, 2012
Service Load Design
Method for
modifications or
extensions of existing
foundations

Illinois Tollway

STRUCTURE DESIGN MANUAL

BOX CULVERTS Design Loads
Concrete
Dead Loads
Earth (vertical)
Live Load
HL-93 Loading (and IL-120 Illinois
Tollway Mainline Structures and Ramps)
Earth Pressure (equivalent fluid
Height of Fill (above roof)
pressures)
Height of Barrel

150 pcf
120 pcf

40 pcf
50 pcf

Surcharge load of 2 feet of equivalent soil is added for culverts when

live load is considered in the design of the barrel. Refer to Figure
21.1.1.1.
BOX CULVERTS Design Stresses
fc = Compressive Strength (Class SI)
Reinforced Concrete
Precast Concrete
Reinforcement
Welded Wire Reinforcement

3,500 psi

fc = Compressive Strength

5,000 psi

fy = Yield Strength

60,000 psi

fs= Tension (Grade 60) (ASD)

24,000 psi

fy = Yield Strength

65,000 psi

RETAINING WALLS

Design Specifications

2014 AASHTO LRFD Bridge Design

Specifications, as modified by IDOT
Bridge Manual
Illinois Tollway Structure Design Manual
Illinois Tollway Geotechnical Engineers
Manual
Illinois Department of Transportation
Bridge Manual

RETAINING WALLS Design Loads

Concrete
Dead Loads
Earth
Walls adjacent to roadways
Live Loads
When a parapet or railing is constructed
integrally with the top of the wall.

th

7 Edition with 2015

interims
March 2016
March 2016
Latest Edition

150 pcf
120 pcf
Live load surcharge
equivalent to 2 feet of
earth.
Barrier shall be
designed to transfer
impact loads to top of
wall.

Impact Loads

Overturning & Sliding (Static)

Strength (Dynamic)

23 kips over 8 feet

124 kips over 8 feet

Earth Pressure

The formula to compute lateral earth

pressure is by Coulombs equation for the
resultant parallel to the backfill slope.

Based on soil data from

borings accounting for
water level and longterm drained conditions
for passive resistance.

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RETAINING WALLS Design Stresses
fc = Compressive Strength (Class SI)
All other retaining wall concrete
fc= Compressive Strength (Class BS)
Reinforced Concrete
Moment Slab Parapets
fc= Performance Mix
Moment Slabs
fy = Yield Strength
Reinforcement
fs= Tension (Grade 60) (ASD)

3,500 psi
4,000 psi (Design)
4,000 psi (Design)
60,000 psi
24,000 psi

Soldier Piles

fy = Yield Strength

36,000 psi

Timber Lagging

Fb= Extreme Fiber Bending

1,000 psi

2014 AASHTO LRFD Bridge Design

Specifications
AASHTO Guide Specifications for
Structural Design of Sound Barriers
Illinois Tollway Structure Design Manual
Illinois Tollway Geotechnical Engineers
Manual

7 Edition with 2015

interims

NOISE ABATEMENT WALLS

Design Specifications

th

Current Edition
March 2016
March 2016

NOISE ABATEMENT WALLS Design Loads

Self-weight of structure
mounted noise
abatement walls
35 psf (structure
mounted)
25 psf (ground
mounted)

Dead Load

Noise abatement walls mounted on

bridges and retaining walls

Wind Loads

Applied over the exposed area

Seismic Loads

2014 AASHTO LRFD Bridge Design

Specifications

See Seismic Design

above

Vehicle Impact Loads

2014 AASHTO LRFD Bridge Design

Specifications Section 15

See Article 23.2.2

Deflection

Maximum Allowable Panel Deflection

Structure Mounted:
L/180
Ground Mounted: L/240

NOISE ABATEMENT WALLS Other Requirements

The design height is determined by the DSE in conjunction with the noise mitigation study for each area.
If NAW is to resist lateral earth pressure due to unequal ground lines, the requirement shall be shown on
the Plans.
Crashworthy NAW shall be identified as such on the plans for NAW located within the clear zone. NAWs
well outside the clear zone need not be designed for vehicle impact load.

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OVERHEAD SIGN SUPPORTS

Design Specifications

2013 AASHTO Standard Specifications

for Structural Supports for Highway Signs,
Luminaires, and Traffic Signals (except as
modified by IDOT Sign Structures Manual
and Illinois Tollway Structure Design
Manual)
Illinois Department of Transportation Sign
Structures Manual
Illinois Tollway Standard Drawings
Illinois Tollway Base Sheets
Dead Load: (LRFD Method)

Design Loads

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March 2016
March 2016
Self-weight
Per Loading
requirements on Illinois
Tollway Standard F
Drawings and Base
Sheets

Illinois Tollway

STRUCTURE DESIGN MANUAL

5.2

Design Minimum Vertical Clearances

The following table lists the minimum vertical clearance requirements for all vehicular
bridges and railroad bridges over the Illinois Tollway. Early coordination with railroads
is required to ensure that these minimum vertical clearances are acceptable for railroad
bridges over the Illinois Tollway.
Bridge Over Illinois
Tollway
Illinois Tollway Single
Interstate Routes (1)

Other Illinois Tollway

Routes (2)

Illinois Tollway
Bridge Over

All Routes

Type of Work
New Bridge or
Reconstructing Bridge
Widening or
Rehabilitating
Existing Bridge
New Bridge or
Reconstructing Bridge

Vertical Clearance

Widening or
Rehabilitating
Existing Bridge

15'-5"** (desirable)

Type of Work
New Bridge or
Reconstructing Bridge
Widening or
Rehabilitating
Existing Bridge

16'-5"*
16'-0"
16'-5"* (desirable)
15'-5"** (minimum)

Existing Vertical Clearance

(minimum)
Vertical Clearance
16'-0" (desirable)
15'-3" (minimum)
16'-0" (desirable)
Existing Vertical Clearance
(minimum)

* 16-5" allows for an ultimate 16'-0" clearance after a 5" overlay is constructed.
**15'-5" allows for an ultimate 15'-0" clearance after a 5" overlay is constructed.
(1)

The following segments of the Illinois Tollway are considered Single Interstate
Routes (Military Defense Route):
Tri-State:
Tri-State:
Jane Addams Memorial:
Reagan Memorial:
Veterans Memorial:

March 2016

All sections shared with I-80

North of Jane Addams Memorial
West of Tri-State
West of Veterans Memorial
All sections

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STRUCTURE DESIGN MANUAL

(2) The following segments of the Illinois Tollway are considered Other Illinois Tollway
Routes:
Tri-State:
Edens Spur:
Jane Addams Memorial:
Reagan Memorial
Elgin OHare:
West OHare Access:

North of I-80 and south of Jane Addams

Memorial
All Sections
East of Tri-State
East of Veterans Memorial
All sections
All sections

In addition to the above, vertical clearances shall comply with requirements of the latest
IDOT Traffic Manual. If the clearance is less than 14-6, the clearance shall be posted
on a rectangular Low Clearance sign mounted to the structure over the highway. If the
clearance is less than 14-0, the clearance shall also be posted on a Low Clearance
sign in advance of the structure over the highway, as a supplement to the sign mounted
to the structure.
The following minimum vertical clearances shall be used for all other structures:

Pedestrian overpass structures 17-5.

Overhead sign structures

o Static signs 26-5 shall be provided from the high point of the roadway
beneath the sign structure to the centerline of the truss, which includes an
allowance for 9 from the centerline of the truss to the bottom of an 18 tall
sign panel.
o Dynamic Message Signs (DMS) 22-5 shall be provided from the high point
of the roadway beneath the sign structure to the centerline of a gantry,
cantilever, butterfly or span type sign structure that is intended only for
installation of DMS. This includes an allowance for 5 from the centerline of
the truss to the bottom of a 10 tall DMS.

Mainline and Ramp Plaza Canopies 17'-5".

I-PASS overhead equipment truss structures 18-0.

Structures over railroads 23'-0" between top of rail and low structure measured
at or within 9'-0" each side of center of outside tracks or as mandated by the
operating railroad. On widening structures, not less than the existing, unless
written approval is obtained from the railroad. Any clearance less than 21'-6"
shall require Interstate Commerce Commission approval.

Stream crossings 2'-0" measured between design high water and low structure,
or 1'-0" between any measured high water and low structure. Use whichever
criterion produces the highest low structure.

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5.3

Design Horizontal Clearances

Edge of pavement to the nearest face of existing piers on the Illinois Tollway System
shall be 10'-0" minimum.
The horizontal clearance from the edge of traveled way to the closest face of shoulder
piers or abutments shall be established by a Barrier Warrant Analysis prepared by the
Design Section Engineer and reviewed by the Illinois Tollway. Refer to Article 3.2 for
additional guidance.
The preferred design for a bridge crossing over the Illinois Tollway is a two-span
continuous structure without shoulder piers and with slopewalls to provide an open
feel.
In the case of an abutment constructed on an embankment, the toe portion of the
slopewall shall be graded to a maximum slope of 1:4 (V:H) unless shielded by barrier or
guardrail. The limit (Grade Break Point) of 1:4 slope shall be determined by a Barrier
Warrant Analysis as previously described. The remainder of the slopewall shall be
graded to a maximum of 1:2 (V:H). The entire slopewall shall be paved. See Article
10.7.
5.4

Deck Width

For structures carrying mainline, the minimum bridge width shall match the approach or
departure roadway, including pavement lane widths, shoulder widths and gutters. The
bridge shoulder width shall equal the roadway shoulder width plus 1-0 for guardrail or
2-0 for F-Shape or single-slope barrier and shall be a minimum of 12-0. In cases
where the approach and departure gutters are different, the larger bridge shoulder
dimension shall be used.
For ramps and CD structures, the minimum bridge width shall match the approach or
departure roadway, including pavement lane widths, shoulder widths and gutters. The
bridge shoulder width shall equal the roadway shoulder width plus 1-0 for guardrail or
2-0 for F-Shape or single-slope barrier. The right shoulder shall be a minimum of 12-0
and the left shoulder shall be a minimum of 6-0 in the direction of traffic.
Increase shoulder widths on curved bridges, if necessary, to provide required stopping
sight distance.
5.5

Minimum Number of Beam Lines

The Illinois Tollway preference is to support all of the mainline and directional ramp
bridges on a minimum of six lines of beams or girders unless the ramp traffic can be
detoured for the duration of construction and/ or reconstruction.
5.6

Dead Loads

The deck dead loads used for interior beams shall include the calculated fillets expected
and the deck width center to center of the beam spacing. The deck dead loads used for
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STRUCTURE DESIGN MANUAL

exterior beams shall include the weight of the deck soffit wedge, the deck width from the
outside of the overhang to half the beam spacing, an allowance for the 3 of deck
provided for slip formed parapet if not specifically excluded and the expected fillet.
Dead loads from parapets, luminaires, medians, sidewalks, sign structures and other
ancillary fixtures shall be distributed based on engineering judgement, and shall not be
distributed equally to all beams. Future wearing surface dead loads may be equally
distributed to all beams at the designers discretion.
Structures with unusual features, such as curved alignment, large skews, very wide
beam spacing, flared beam lines, noise abatement walls and large overhangs require
more precise methods of analysis.
5.7
5.7.1

Field Survey
General

Prior to the beginning of the conceptual or TS & L designs, a field survey shall be
completed and shall include, but shall not be limited to, the items as outlined herein. A
stationing system shall be established and all topography within the site which is
relevant to the proposed work shall be collected utilizing one of the networks of
Continuously Operating Reference Stations (CORS) coordinated by the National
Geodetic Survey (NGS). Illinois Tollway CORS stations are located at the following
Maintenance and or Plaza facilities:
Station Name
ALSIP
GURNEE
SCHAUMBURG
BELVIDERE
ROCKFORD
NAPERVILLE
DEKALB
DIXON
BOLINGBROOK

Station I.D.
Number
TM01
TMO4
TMO5
TM06
TMO7
TM08
TM11
TM12
TP89

A permanent Benchmark for each structure shall be established and all elevations taken
for the structure shall be tied to this Benchmark.
5.7.2

Existing Barrier and Parapet Modifications

On existing barriers and parapets that are proposed for modification, the joint locations
shall be field verified before designing the new longitudinal reinforcement bars.
5.7.3

Bearings

A condition survey shall be made of the existing bearings to verify the recommendations
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STRUCTURE DESIGN MANUAL

made in the Bridge Condition Report. On bearings proposed for replacement,
measurements between the bottom of the beam and the top of the bearing seat shall be
taken at all four corners of existing bearings to determine if shims are required.
5.7.4

Bridge Deck Widening

On bridges that are to be widened, the following data shall be obtained or verified:

Elevations along the bottom of the beam adjacent to the widening and elevations
at the top of the deck at the same points.

Verification of the locations of existing stiffeners and/or diaphragm connections

on steel beams adjacent to the widening.

Verification of existing beam lengths adjacent to the widening.

Verification of substructure skew angles.

Top of seat elevations at each abutment and pier adjacent to the proposed
widening.

5.8

Construction

General:
If the designers construction scenario requires a special method of work or restriction to
the way the Contractor builds the structure, it shall be defined in the contract
documents.
An example would be:

Precast Beams:
The pre-cast beams have been designed to accommodate loads arising from
normal hoisting, storage and transportation. Specifically:
-

The lifting apparatus used to pick the beams shall distribute loads evenly
between all the lifting points shown. Furthermore, load distributing slings and
pins with the same radius as that shown for lifting loops on the drawings shall
be used every time the beams are hoisted including movement in the precast
yard.

Beams shall be supported within a distance equal to 1 1/2 times the depth of
the beam from each end of the beam during storage and transportation.

Beams shall be stored with webs vertical.

Beams shall be transported on roads and bridges conforming to AASHTO

standards with regard to smoothness and maximum superelevation.

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If the Contractor wishes to use methods of hoisting, storage and transportation
that are different from the parameters listed above, a detailed proposal shall be
presented with detailed shop drawings and structural calculations sealed by the
Contractors Illinois licensed Structural Engineer. No extra payment shall be
considered for changes required to conform to the Contractors proposed method
of work. No work is to proceed without the explicit approval of the Engineer.
The Contractor remains responsible to provide the expert knowledge and
necessary care to ensure the delivery and final disposition of the beams in a
condition required by the specifications.
5.9

Railroad Crossings

Right of entry, insurance and railroad safety training are required when inspecting and
working on railroads right of way.
The following information shall be provided on the drawings and within the contract
documents for railroad bridges and bridge structure over railroads:
Information
Comments
Design Specifications:
Used for design of all railroad bridges.
Grade Separation Manual (Railroad
Specific)
AREMA (Latest Release)
Illinois Tollway Structure Design
Manual
Loading:
Used for design of railroad bridges. AREMA and
Cooper E-80 or Railroad Specific
Railroad Specific Grade Separation Manuals shall be
used.
Horizontal
diagram

and

vertical

clearance Based on the latest AREMA or Railroad guidelines.

Existing and proposed vertical

clearance measured from top of rail to
the bottom of lowest beam
Horizontal dimensions between the
center line existing tracks and face of
substructure elements

For new structures: minimum = 23-0

For existing structures: not less than existing nor less
than 21-6
This information is critical for the Contractor to
establish work limits, including stock piling of material
and storage of construction equipment.

Temporary soil retention systems that

support railroad surcharge

These systems shall be designed by the Designers

Illinois licensed Structural Engineer and submitted to
the Illinois Tollway and the Railroad during preliminary
plan submittal stage.
Coordinate with Railroads to determine railroad
flagging requirements for the contract. A contract
allowance is to be included in the contract for railroad
flagging that will be performed by the Railroad during
construction and invoiced through the construction
contract. Allowance special provisions for railroad
flagging are available from the Illinois Tollway.

Railroad flagging requirements

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STRUCTURE DESIGN MANUAL

Information

Comments

Specific railroad requirements

The Illinois Tollway requires the Designer to include

the specific railroad requirements in the special
provisions. Such requirements are specific to each
railroad but may include contact persons, insurance
requirements, flagging requirements, operational
restrictions, right-of-entry agreement requirements,
railroad safety training, etc.
Number, type and time of trains This information is critical for the Contractor to develop
passing over/under the proposed an appropriate work plan.
structure each day
Railroad Milepost Number

March 2016

Obtained from the railroad.

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SECTION 6.0
6.1

PLAN PREPARATION

CADD Standards

Plan presentation shall be in accordance with the Illinois Tollway CADD Standards
Manual.
6.2

Plan Sheet Organization

Each bridge, culvert and retaining wall shall consist of a set of sequentially numbered
plan sheets. Plan sheets shall be organized in such a manner as to facilitate
construction. Shown below are plan sheet lists for several types of structures.
6.2.1

Bridges
1. General Plan and Elevation
2. General Notes, Index of Sheets and Total Bill of Material
3. Construction Staging
4. Substructure Layout, Temporary Retention and Slope Paving Details
5. Limits and details of Temporary Soil Retention System
6. Pile Driving and/or Drilled Shaft Installation Records
7. Abutment Details
8. Pier Details
9. Framing Details
10. Bearing and Anchor Rod Details
11. Superstructure Elevations
12. Superstructure Details
13. Expansion Joint Details
14. Drainage Details
15. Approach Slab Details
16. Boring Logs

6.2.2

Culverts
1. General Plan and Elevation
2. General Notes, Index of Sheets and Total Bill of Material
3. Construction Staging (if required)
4. Foundation Layout and Details (if required)
5. Limits of Temporary Soil Retention Systems (if required)
6. Barrel Details
7. Head and Wing Wall Details
8. Approach Slab Details (if required)
9. Boring Logs

6.2.3

Conventional Concrete Retaining Walls

1. General Plan and Elevation
2. General Notes, Index of Sheets and Total Bill of Material
3. Construction Staging (if required)

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4.

Substructure Layout and Limits of Temporary Soil Retention System (if

required)
5. Existing Pile Driving and/or Drilled Shaft Installation Records (if available)
6. Plans and Elevations Details
7. Sections and Details
8. Rebar Lists and Bending Diagrams
9. Drainage Details
10. Boring Logs and Plan Locations
6.2.4

Performance Based Retaining Walls

Plans included in Contract Documents shall include the following for each wall:
1. General Plan and Elevation
2. General Notes, Index of Sheets and Bill of Material
3. Construction Staging (if required)
4. Proposed Elevations of Top and Bottom of the Wall, Finished Ground Lines
at the Back and Front Face of the Wall and Existing Surface Profile
5. Existing Pile Driving and/or Drilled Shaft Installation Records (if available)
6. Cross Sections of all Significantly Different Sections
7. Drainage Details
8. Location of all ancillary structures such as, light standards, overhead sign
structures, drainage openings and noise abatements walls
9. Boring Logs and Plan Locations

For Performance Based Retaining Walls, the DSE shall review Working Drawings to
ensure they are in accordance with the Plan Sheet requirements in Article 6.2.3.
6.3
6.3.1

General Plan and Elevation

Plan and Elevation Views

The plan and elevation views for each bridge shall include at a minimum the following
information:

Horizontal and vertical alignments for roadways, waterways and facilities

Skew angles

Bridge and approach roadway widths

Minimum vertical and horizontal clearances

Stations and elevations at the centerline of each pier and back of and centerline
of bearing of each abutment

Span lengths and numbers

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Type and depth of spans, i.e., 72-inch PPC I-beam or 48-inch Steel Plate Girder,
etc.

Location, size, and type of expansion joints

Location of fixed and expansion bearings, deck drainage, signing and lighting

Guardrail anchorage and terminal type

Approach slab lengths

Limits and type of slope paving

Bottom of footing elevations and foundation type including pile or drilled shaft
size, length and capacity

Location of soil borings

Location of all existing and proposed utilities (overhead and buried) and storm
sewers in the vicinity of the bridge

Waterway Information Table and Scour Elevation Table (if required).

Station equations shall not be located between the backs of abutments.

6.3.2

Benchmark

Include location and description of the benchmark in the upper left-hand corner of the
General Plan and Elevation Sheet.
6.3.3

Structure Description

Structure Rehabilitation - Include a description of the existing structure and list of Major
Items of Work as well as the required maintenance of traffic (MOT).
Structure Widening - Include a description of the existing structure and required MOT.
Structure Replacement - Include a description of the existing and proposed structure as
well as the required MOT.
New Structure - Include a description of the proposed structure and MOT if required.
Salvage For the removal of existing structures, reconstruction and rehabilitation,
indicate if any items of the existing bridge will be removed and incorporated into a future
Illinois Tollway contract or for future Illinois Tollway use. If no portion of the structure will
be removed for reuse in a future contract, indicate No Salvage.

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6.3.4

Design Criteria

Design criteria are listed in Article 5.1. The design criteria shown on the plans shall
include the following:

Design Specifications

Construction Specifications
o Illinois Department of Transportation Guide Bridge Special
Provisions (GBSPs)
o Illinois Tollway Supplemental Specifications to the Illinois
Department of Transportation Standard Specifications for Road and
Bridge Construction [Use latest edition]
o Illinois Department of Transportation Supplemental Specifications
and Recurring Special Provisions [Use latest edition]
o Illinois Department of Transportation Standard Specifications for
Road and Bridge Construction [Use latest edition]
Items indicated in [ ] and bold are notes to the designer to include the latest date and
edition for plan presentation.

Design Live and Future Wearing Surface Loads

Design Stresses

Live Load Deflection Criteria

Seismic Criteria

IL-120 Design Truck Diagram

6.3.5

Horizontally Curved Alignments

For bridges on horizontally curved alignments, provide a "Horizontal Offset Sketch" as

shown in Figure 6.3.5.1. The sketch shall establish a local tangent at a stationing point
along the horizontal curve.
Distances along the local tangent and offsets from the local tangent shall be shown for
the centerline of each pier and abutment.
6.3.6

Profile Sketches

Provide "Profile Grade" sketches for the structure, roadways, waterways and facilities
crossed by the bridge. Indicate location and limits of the bridge on the appropriate
Profile Grade Sketch. For examples of "Profile Grade" sketches, see Figures 6.3.6.1
and 6.3.6.2.
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6.3.7

Superelevation Transitions

Superelevation Transitions (SET) shall not be located on bridges or approach slabs. A

Design Deviation is required if a SET occurs within the limits of the bridge or approach
slab. If a SET must be located on a bridge or approach slab, its limits shall be indicated
on the General Plan and the appropriate vertical Profile Sketch. The SET diagrams and
details shown in the structural and roadway portions of the plans shall also be
referenced on the General Plan and Elevation sheet. See Article 15.3 for specific
requirements of bridge and approach cross slopes.
6.3.8

Location Map

Provide a "Location Map" containing the following information in the lower right hand
corner of the sheet. For an example of a "Location Map" see Figure 6.3.8.1.

Range, Township, Principle Meridian and Section Numbers

North Arrow

Location of Structure(s)

Four Township Numbers

Significant Landmarks

6.3.9

Highway Classification

For grade separations, provide the following information for the Route over and under
the proposed structure(s): Route Identification, Class, DHV (existing and future), ADT
(existing and future), ADTT (existing and future truck traffic) and Design Speed.
6.3.10 Railroad Information
For railroad crossings, provide the number, type and time of trains passing over/under
the proposed structure each day. In addition, all structures on or over railways shall be
located by the Railroad Mile Post (MP) number.
6.3.11 Waterway Information
For waterway crossings, provide a waterway information table in accordance with
Section I-302.02 of the latest IDOT Drainage Manual and the scour critical analysis
codings as described in Article 2.4 of this Manual. Refer to Figure 6.3.11.1 for an
example.
6.3.12 Structure Rating
The Inventory and Operating Rating for each new, reconstructed or widened structure
shall be calculated by the Designer for the HL-93 loading and shown on the General
Plan and Elevation Sheet. The load rating shall include future wearing surface.
March 2016

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Illinois Tollway

STRUCTURE DESIGN MANUAL

The Designer shall also complete and submit the Illinois Tollway Bridge Superstructure
Rating Form shown in Figure 6.3.12.1 to the Illinois Tollway for their review and
comment. The Bridge Superstructure Rating Form is required to be submitted for all
Illinois Tollway mainline bridges and cross road bridges with the pre-final and final
submittals. The Bridge Superstructure Rating Form may be downloaded from the
Illinois Tollways internet site at www.illinoistollway.com, under Construction &
Engineering, Consultant Resources, Manuals, Bridges & Structures.
6.3.13 Structural Engineer Seal
The General Plan and Elevation sheet for each structure shall include a structural seal
of a licensed Structural Engineer in the State of Illinois with signature and expiration
date.
6.4

Total Bill of Material

A coded "Summary of Quantities" for individual Pay Items and a "Total Bill of Material"
shall be shown in the plans for each structure. The "Total Bill of Material" shall be
divided into Superstructure, Substructure, Total and Record Quantities and shall be
placed on the first or second sheet of the structure plans. Summary of Quantities shall
be provided for all Pay Items included in the structure contract on appropriate plan
sheets. The total of all of the individual Summary of Quantities shall equal the Total
shown in the Total Bill of Material.
6.5

Abbreviations

Provide a list of all abbreviations and their meanings which will be used on the
drawings. A list of some typical abbreviations is shown below.
P.G.L.
N.B.L.
S.B.L.
S.
ABUT
N.
ABUT
E.F.
F.F.
B.F.
6.6

PROFILE GRADE LINE

NORTH BOUND LANES
SOUTH BOUND LANES
SOUTH ABUTMENT

I.F.
O.F.
P.J.F.
P.J.S.

NORTH ABUTMENT

BK/

INSIDE FACE
OUTSIDE FACE
PREFORMED JOINT FILLER
PREFORMED JOINT
SEALER
BACK OF

EACH FACE
FRONT FACE
BACK FACE

B/
T/
PROP.
EXIST.

BOTTOM OF
TOP OF
PROPOSED
EXISTING

Index of Sheets

Provide an Index of Sheets for each bridge. The index shall list all of the sheet numbers
and titles that are part of the bridge plans. The titles in the index shall exactly match the
individual sheet titles.

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STRUCTURE DESIGN MANUAL

6.7

Concrete Reinforcement Detailing

Separate Reinforcement Bar Schedules shall be prepared for each element of the
structure and shown along with bending diagrams of each bent bar on the appropriate
plan sheet. See Figure 6.7.1 for the Reinforcement Bar List format.
When detailing lengths of reinforcement bars, consideration shall be given to
transportation and handling and, where extremely long lengths are contemplated, to
availability and special orders. When the location of bar splices is arbitrary, as in the
case of the longitudinal reinforcement of deck slabs on beams and girders, the preferred
maximum lengths are as follows:
#6 bars and up ...... 36'-0"
#4 & #5 bars .......... 30'-0"
Bars shall be detailed to the closest inch of length and the weight of reinforcement bars
shown in the Bill of Material shall be to the nearest ten (10) pounds.
To provide uniformity on all structure plans, bar designations used shall be as follows:
a
b
c
d
e
g
h
m
n
p
s
t
u
v
w
x

Deck Slab (Transverse)

Deck Slab, Sidewalk and Median (Longitudinal)
Sidewalk and Median (Transverse)
Barrier Rail (Curb and Parapets) (Vertical) or Dowels (at any location except
Footing to Wall)
Barrier Rail (Curb and Parapets) (Longitudinal)
PPC or CIPC Beams
Substructure and Walls (Horizontal)
Diaphragm for PPC I-Beams (Horizontal)
Footing to Wall (Dowels)
Pile Caps and Pier Caps (Longitudinal)
Stirrup and Tie Bars
Footing (Transverse)
Ends of Pier Caps, Pile Caps and Crash Walls
Substructure and Walls (Vertical)
Footing (Longitudinal)
Deck Slab Longitudinal Deck Cantilevers at Expansion Joints

In no case shall the same designation be used for reinforcement bars of a different size,
length and shape when they are employed in other elements of the structure.
6.8

Beam Numbering

All beam lines shall have a unique beam number. For complete replacement bridges,
beams and girders shall be numbered from left to right when looking in the direction of
increasing station. When new beams are added to an existing structure, the existing
beams shall not be renumbered. The new beams shall be numbered with a suffix
consecutively, such as Beam 1A, 1B, 8A, 8B, etc.
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STRUCTURE DESIGN MANUAL

6.9

Preliminary Plan Submittal (60% Plans)

The Preliminary 60% plans form the basis of establishing final geometry and
dimensions of the structure. The objective of the Preliminary Design Phase (60%) is to
incorporate comments from the Conceptual Design Phase (30%), and to demonstrate
that the plans are being developed into the Pre-Final Design Phase (95%).
The following items shall be included in the 60% submittal:

Address and incorporate all comments from TS & L (30%) submittal.

Plan sheets, details and views shall be included to ensure the sheet index and layout of
sheets has been established per Illinois Tollway guidelines.

Major geometry, dimensions, foundation layout, and elevations shall be set.

Structural details shall be established and developed (rebar detailing and

quantities may not be finalized).

Appropriate structural Illinois Tollway Standards shall be listed in the Contract

Documents.

Appropriate Illinois Tollway Base Sheets shall be incorporated as plan details into
the Contract Plans (the Base Sheets may not be finalized).

A complete list of pay items and special provisions shall be included.

March 2016

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Illinois Tollway

51'-6"

27'-6" 27'-6"

51'-6"
"

"

TANGENT TO
6"

1 "

2086

~ TOLL HIGHWAY
STA.2086+72.44

2087

"

1'
-1 "

SKEW

1'
-0 "

7"

STA. 2086+72.44 ~ (OVER)

~ TOLL HIGHWAY

STA. 15+00 (UNDER)

~ BRG.

~ PIER 1

~ PIER 2

~ BRG.

W. ABUT.

E. ABUT.

OFFSET SKETCH

MARCH, 2016

FIGURE 6.3.5.1

ILLINOIS TOLLWAY

EL. 651.
95

PVT STA. 1625+00

EL. 655.
66

PVI STA. 1624+00

EL. 652.
95

PVC STA. 1623+00

%
71
+2.

-3.
71
%

LVC = 200'

STRUCTURE LIMITS

PROFILE GRADE (OVER)

EXISTING OR PROPOSED

MARCH, 2016

FIGURE 6.3.6.1

ILLINOIS TOLLWAY

EL. 652.
29

STA. 1625+00

C
ROAD OVER)
L (

STA. 1624+15.
37

EL. 652.
95

STA. 1623+00

-0.
33%

PROFILE GRADE (UNDER)

EXISTING OR PROPOSED

MARCH, 2016

FIGURE 6.3.6.2

ILLINOIS TOLLWAY

RANGE 12 E

3 RD PM

FOREST
PRESERVE
AD
RO
IET
JOL

21

TOWNSHIP 38 N.

20

WILLOW

SPRINGS ROAD

55

12
20
28

29

45

NW
C&

F
S&
T
A

294

PROPOSED STRUCTURE

LOCATION MAP

MARCH, 2016

FIGURE 6.3.8.1

ILLINOIS TOLLWAY

MARCH, 2016

FIGURE 6.3.11.1

ILLINOIS TOLLWAY

PIER

113D)

61)

111)

71)

113C)

113B)

DESIGN SCOUR ELEVATION TABLE

PIER NAVIGATION PROTECTION (

ITEM

WATERWAY ADEQUACY APPRAISAL (

ITEM

CONDITION (
ITEM

CHANNEL AND CHANNEL PROTECTION

SCOUR CRITICAL REMARK (

ITEM

SCOUR CRITICAL ANALYSIS BY NAME (

ITEM

SCOUR CRITICAL EVALUATION METHOD (

ITEM

113A)

113)

SCOUR CRITICAL ANALYSIS DATE (

ITEM

SCOUR CRITICAL EVALUATION (

ITEM

NBI CODING

E. ABUT

ILLINOIS HIGHWAY INFORMATION SYSTEM

Q500

Q100

W. ABUT

DESIGN SCOUR ELEVATIONS (

FT.
)

MARCH, 2016

FIGURE 6.3.12.1

ILLINOIS TOLLWAY

REINFORCEMENT BAR LIST

BAR

No.

SIZE

LENGTH

d51(E)

28

#5

4'-3"

e50(E)

18

#5

13'-3"

h51(E)

#5

5'-5"

h52(E)

24

#5

3'-9"

h53(E)

24

#5

8'-6"

h61(E)

24

#5

2'-0"

h62(E)

34

#5

3'-8"

h51(E)

20

#6

7'-3"

h52(E)

54

#6

5'-4"

v51(E)

18

#5

4'-8"

v52(E)

18

#5

4'-6"

v53(E)

18

#5

2'-6"

s51(E)

18

#5

4'-0"

s52(E)

18

#5

1'-3"

s53(E)

18

#5

6'-11"

t51(E)

50

#6

5'-8"

t52(E)

24

#6

10'-5"

t53(E)

24

#6

2'-8"

SHAPE

BILL OF MATERIAL
PAY
ITEM

MARCH, 2016

RECORD
DESCRIPTION

UNIT

FIGURE 6.7.1

QUANTITY

QUANTITY

ILLINOIS TOLLWAY

STRUCTURE DESIGN MANUAL

THIS PAGE IS INTENTIONALLY LEFT BLANK

March 2016

Illinois Tollway

STRUCTURE DESIGN MANUAL

SECTION 7.0
7.1

GENERAL NOTES

Structural General Notes

The following general plan notes, in addition to those from Section 3.1.3 of the latest
IDOT Bridge Manual, shall be included in the Contract Plans as applicable.
Items indicated in [ ] and bold are notes to the designer and shall be filled in or removed
in the plans as applicable.
7.1.1

Cast-In-Place Concrete

1. All exposed concrete edges shall have a " x 45 chamfer, except where shown
otherwise. Chamfer on vertical edges shall be continued a minimum of one foot
below finished ground level.
2. Cast counter weights at least 48 hours in advance of placing deck slab.
7.1.2

Reinforcement Bars

1. Reinforcement bars, including epoxy-coated reinforcement bars, shall conform to

the requirements of AASHTO M-31 (ASTM A706), Grade 60, deformed bars.
2. Reinforcement bars designated "(E)" shall be epoxy coated.
3. Reinforcement bar bending details shall be in accordance with the latest "Manual
of Standard Practice for Detailing Reinforced Concrete Structures", ACI 315.
4. Reinforcement bar bending dimensions are out to out.
5. Bars noted thus, 3x2-#5 indicates 3 lines of bars with 2 lengths of bars per line.
6. Cover from the face of concrete to face of reinforcement bars shall be 3" for
surfaces formed against earth and 2 for all other surfaces unless otherwise
shown.
7. Bridge seat reinforcement shall be carefully placed as detailed in the plans to
avoid interference with drilling holes for anchor rods. The beams shall be erected
in final position prior to drilling holes for anchor rods. [See Articles 10.9 and 11.9
to be shown in the plans for the detailing of the reinforcement to miss
anchor rods.]
8. The number of ties as specified shall be doubled for lap splices at the stage
construction line of concrete bridge decks when traffic is allowed on the first
completed stage during the pouring of the second stage.
9. Slopewalls shall be reinforced with welded wire reinforcement, 6" x 6" - W4.0 x
W4.0, weighing 58 pounds per 100 square feet.

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STRUCTURE DESIGN MANUAL

7.1.3

Structural Steel

1. All bearing and side retainer anchor rods shall be set before permanently bolting
diaphragms or cross frames over supports.
2. All side retainers shall be installed and bolted down prior to forming and pouring
the deck slab.
3. Web plates shall be furnished in available mill lengths and widths with a minimum
number of web splices. Location of splices shall be subject to the approval of the
Designer and shall be a minimum of 1-0 from stiffeners or flange splices.
4. Bearing stiffeners and ends of beams shall be perpendicular to flange. [For all
rolled beam bridges and plate girder bridges with grades of 3% or less and
skews of 20 degrees or less]
5. Bearing stiffeners at abutments shall be vertical and ends of beams shall be
vertical. Bearing stiffeners at piers shall be perpendicular to flange. [For plate
girder bridges with grades greater than 3% or skews greater than 20
degrees]
6. The calculated deflections of the primary beams under steel self-weight shall be
used to detail diaphragms, cross frames and lateral bracing connections, and to
erect structural steel such that the beams will be plumb within a tolerance of +/1/8 inch per vertical foot throughout.
7. Painting of new structural steel shall be accomplished in accordance with Section
506 of the Standard Specifications except field-applying intermediate or final
coats of paint on new steel shall not be allowed.
8. Load carrying components including tension flanges, webs and splice plates
designated NTR shall conform to the AASHTO Impact Testing Requirement,
Zone 2. [This note shall be included on sheets detailing structural steel
main members.]
9. The deck pouring sequence shown on the plans has been used to design the
required beam camber and to determine the Theoretical Grade Elevations
Adjusted for Dead Load Deflection used in the calculation of fillet heights, t.
Requests for changes to the plan pouring sequence shall be submitted in writing
(prior to ordering of steel, prior to the start of building forms for the deck
concrete) [Choose applicable phrase]. Modifications, either to the camber
diagrams or the Theoretical Grade Elevations Adjusted for Dead Load
Deflection, resulting from changes to the plan pouring sequence shall be the
responsibility of the Contractor. All required plans shall be submitted with the
request and shall be sealed by an Illinois Licensed Structural Engineer.

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STRUCTURE DESIGN MANUAL

7.1.4

Construction

1. Plan dimensions and details relative to existing structure have been taken from
existing plans and are subject to nominal construction variations. It shall be the
Contractor's responsibility to verify such dimensions and details in the field and
make necessary approved adjustments prior to construction or ordering of
materials. Such variations shall not be cause for additional compensation for a
change in the scope of work; however, the Contractor shall be paid for the
quantity actually furnished at the unit price for the work.
2. Contractor shall not scale dimensions from the Contract Plans for construction
purposes. Scales shown are for information only.
3. No construction joints except those shown on the plans shall be allowed unless
approved by the Engineer.
4. The Contractor may request copies of existing construction plans that are
currently on file with the Illinois Tollway. The request shall be in writing with the
understanding that any reproduction cost will be at the Contractors expense at
no additional cost to the Illinois Tollway.
5. No concrete cutting shall be permitted until the cutting limits have been outlined
by the Contractor and approved by the Engineer.
6. It shall be the Contractor's responsibility to verify the location of all utilities prior to
starting construction. Contact J.U.L.I.E., 800-892-0123.
7. It shall be the Contractors responsibility to verify the location of all fiber optic
utilities prior to starting construction. The Contractor shall initiate the location
process for the fiber optic cable by completing a Request Illinois Tollway Utilities
Locate form filled in online at the Illinois Tollway website under Doing Business
at least four (4) business days prior to starting any underground operations,
excavations or digging of any type in the general area of the fiber optic cable.
8. The Contractor shall use care when excavating around existing foundations. Any
damage to the existing structure and/or supporting foundation shall be repaired
or replaced at the Contractor's expense at no additional cost to the Illinois
Tollway.
9. Existing reinforcement which is to be incorporated into the new construction shall
be blast cleaned to grey metal, straightened (without heating), and cut to fit. Cost
of which shall be included with Concrete Removal. [If used, add incidental
items to Special Provision 110.]
10. The protective shield system shall extend a minimum of 10 beyond the indicated
limits of repair shown in the plans or 5 beyond the actual limits of partial or full
depth repair as identified in the field, whichever is greater.

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STRUCTURE DESIGN MANUAL

11. Temporary soil retention systems, sheeting, bracing or cofferdams shall be
constructed at the locations shown on the plans and/or as required for the
excavation to protect the adjacent areas from settling or falling into the excavated
areas.
12. Concrete sealer shall be applied to the surfaces of all pier and abutment seats,
including backwalls located below roadway expansion joints. Sealer shall also
be applied to all exposed surfaces of piers in the median or piers, abutments and
wingwalls that are adjacent to the roadway. Existing surfaces shall be power
washed in accordance with the applicable portions of Section 592 of the
Standard Specifications for Road and Bridge Construction.
13. After the beams (girders) are set, all elevations for determining fillet heights shall
be taken at one time.
14. Prior to placing the new concrete for the deck, all loose rust, loose mill scale,
loose paint and all other foreign material shall be removed from the embedded
portions of steel flanges. The removal shall be accomplished in accordance with
the requirements of the SSPC Surface Preparation Specifications SP7 for BrushOff Blast Cleaning. Cost shall be included with Concrete Removal. [Use for
bridge rehabilitation projects where the full-depth removal of existing
concrete deck is specified, and where cleaning and painting of existing
structural steel is not specified as an item of work. If used, add incidental
items to Special Provision 110.]
15. The existing aluminum handrail shall be removed and delivered to the Illinois
Tollway Maintenance Yard M-______.
16. Upon completion of each structure, the Contractor shall measure the resulting
horizontal and vertical clearances and submit them to the Engineer for review
and inclusion in the As Built plans (Record Drawings).
17. The embankment configuration shown shall be the minimum that must be placed
and compacted prior to construction of the abutments and bridge approach slabs.
18. The soil boring logs represent point information. Presentation of this information
in no way implies that subsurface conditions are the same at locations other than
the exact location of the boring.
19. Whenever any material is deposited into a drainage system or drainage
structures, the deposited material shall be removed at the close of each working
day. At the conclusion of construction operations, all drainage systems and
structures shall be free from dirt and debris deposited during the various
construction operations.
20. Precast Prestressed Concrete I-Beams and Bulb-T Beams may be shipped to
the site and erected as soon as the beam reaches sufficient strength for
transportation or a minimum of 5 days after casting, whichever is longer.

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21. For structures made continuous for the design live loads, a minimum period of 60
days between casting of the beam and placing of the concrete deck shall be
provided. [Only used for structures made continuous for live load.]
22. At structures with precast prestressed beams exceeding 99 feet in length and
supported on bearing assemblies, the beams may be placed on bearings upon
delivery, but the bearings shall be reset after the 60 th calendar day after beam
casting. The cost of repositioning of the beams on the bearings or resetting of
bearings shall be included in the contract unit price for [Insert beam pay item
designation. If used, add incidental items to Special Provision 110.]
23. The fabricator, the Contractor and the beam transportation company shall
provide adequate bracing and support for the PPC beams during handling,
transporting, storing and erecting.
24. For PPC Bulb-T beams longer than 120 feet, the Contractor shall submit
calculations for lateral stability during shipping, handling, and erection to the
Engineer for approval prior to shipping. The calculations shall be sealed and
signed by an Illinois licensed Structural Engineer. [See Article 13.3.]
25. Horizontal design loads for retaining walls with moment slabs shall include the
provisions of the AASHTO LRFD Bridge Design Specifications, Article 11.10.10.2
and Test Level 5 (TL-5) of 1.15 kips per foot applied at the top of fill supporting
the Moment Slab.
26. The MSE Wall supplier is alerted to the anticipated [ _ ] inches of settlement from
Stations [ _ ] to [ _ ] and shall take appropriate measures to accommodate this
settlement in the wall design. [Use when 2 or more inches of settlement are
expected.]
7.2

Supplemental General Notes

The following general plan notes may be included in the Contract Plans as applicable,
with appropriate modifications.
7.2.1

Demolition Plan

1. The Contractor shall submit a demolition plan to the Engineer for review and
acceptance, detailing the proposed methods of demolition and the amount,
location(s) and type(s) of equipment to be used. With the exception of removal of
single box culverts, for work adjacent to or over an active roadway, railroad or
navigable waterway, the demolition plan shall include an assessment of the
structures condition and an evaluation of the structures strength and stability
during demolition and shall be signed and sealed by an Illinois Licensed
Structural Engineer.

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STRUCTURE DESIGN MANUAL

7.2.2

Erection Plan
[Include for both Steel and Precast Prestressed Concrete Beams]

1. The Contractor shall retain the services of an Illinois Licensed Structural

Engineer, experienced in the analysis and preparation of complex bridge erection
plans, as defined by IDOT prequalification guidelines, for the completion of a
project-specific erection plan. The Structural Engineer, herein referred to as the
Erection Engineer, shall sign and seal the erection plan, drawings, and
calculations for the proposed erection of the structural steel.
2. Following the placement of each stable segment and prior to the placement of
adjacent or continuing segments the Contractor shall survey the horizontal and
vertical position of each beam at the center line of all splices and center line of all
bearings. The recorded stations and elevations shall be compared to the contract
plans and/or the erection plan and significant deviations from the plans shall be
reported to the Engineer. [Complex bridges only.]
3. The erection plan shall be complete in detail for all phases, stages, and
conditions anticipated during erection. The erection plan shall include structural
calculations and supporting documentation necessary to completely describe and
document the means, methods, temporary support positions, and loads
necessary to safely erect the structural steel in conformance with the contract
documents and as outlined herein. The erection plans shall address and account
for all items pertinent to the steel erection including items such as sequencing,
falsework, geometric control, temporary shoring and/or bracing, beam stability,
crane positioning and movement, means of access, pick points, beam shape,
permissible
deformations
and
roll,
interim/final
plumbness,
cross
frame/diaphragm placement and connections, bolting and anchor bolt installation,
sequences and procedures, and blocking and anchoring of bearings. The
Contractor shall be responsible for the stability of the partially erected steel
structure during all phases of the steel erection.
4. The erection plans and procedures shall be submitted to the Engineer for review
and acceptance prior to starting the work. Review, acceptance and/or comments
by the Engineer shall not be construed to guarantee the safety or final
acceptability of the work or compliance with all applicable specifications, codes,
or contract requirements, and shall neither relieve the Contractor of the
responsibility and liability to comply with these requirements, nor create liability
for the Illinois Tollway. Significant changes to the erection plan in the field shall
be approved by the Erection Engineer and accepted by the Engineer.
7.2.3

Structural Assessment Reports for Contractors Means and Methods

[Used when an existing bridge is to be removed or rehabilitated in the
contract]

1. A Structural Engineer, licensed in the State of Illinois, shall prepare and submit
Structure Assessment Reports (SARs) for the proposed work associated with
March 2016

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Illinois Tollway

STRUCTURE DESIGN MANUAL

removing, modifying or reconstructing existing structures or portions thereof.
Unless noted otherwise, a SAR shall be required when the Contractors means
and methods apply loads to the structure or change its structural behavior. A
SAR shall be submitted to the Engineer for review and acceptance prior to
starting the work, in accordance with the latest IDOT Guide Bridge Special
Provision, Structural Assessment Reports for Contractors Means and Methods
prior to beginning the work covered by that SAR. Separate portions of the work
may be covered by separate SARs which may be submitted at different times or
as dictated by the Contractors schedule.
2. An Existing Structure Information Package (ESIP) will be provided by the Illinois
Tollway to the Contractor upon request. This package will typically include
existing or As Built plans, and the latest National Bridge Inspection Standards
(NBIS) inspection report. The availability of structural information from the Illinois
Tollway is solely for the convenience and information of the Contractor and shall
not relieve the Contractor of the duty to make, and the risk of making,
examinations and investigations as required to assess conditions affecting the
work. Any data furnished in the ESIP is for information only and does not
constitute a part of the Contract. The Illinois Tollway makes no representation or
warranty, express or implied, as to the information conveyed or as to any
interpretations made from the data.
7.3

Additional Notes Included in the Plans.

[See Articles in () for application.]

1. The information shown for TSRS is estimated. It is the Contractors responsibility

to provide a design and details for each TSRS, complete with calculations and
drawings, signed and sealed by an Illinois licensed Structural Engineer, for the
Engineers review and acceptance before starting work. (9.4)
2. Hard driving may be encountered during the sheet piling installation. The
Contractor shall provide the appropriate driving equipment for the soil conditions
indicated on the boring logs. (9.5)
3. The information shown for cofferdams is estimated. It is the Contractor's
responsibility to provide a design and details for each cofferdam, complete with
calculations and drawings, signed and sealed by an Illinois Licensed Structural
Engineer, for the Engineers review and acceptance before starting work. (9.6)
4. The fabricator, the Contractor and the beam transportation company shall
provide adequate bracing and support for the PPC beams during handling,
transporting, storing and erecting to ensure the safety of the personnel
associated with the construction of the project. (13.3)
5. All stainless steel hardware for drainage systems shall be coated with antiseize
compound. (16.2)

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Illinois Tollway

STRUCTURE DESIGN MANUAL

6. Drain pipe for Bridge Drainage System, including all piping, fittings, support
brackets, inserts, bolts, and splash blocks shown, shall be as specified in the
latest IDOT GBSP for Drainage System, except as modified herein. Drain pipe
may be Polyvinyl Chloride (PVC) Pipe, Reinforced Fiberglass pipe or Galvanized
Steel Pipe. (16.3)
7. Polyvinyl Chloride (PVC) Pipe and fittings shall be 8 diameter schedule 80
meeting the requirements of ASTM D1785 (F441), D2464 and D2467 colored to
match the adjacent beam and/or column as approved by the Engineer. (16.3.1 &
16.5)
8. Reinforced Fiberglass pipe and fittings shall be 8 diameter, meeting the
requirements of ASTM D2996 RTRP with a 30,000 psi minimum short-time
rupture strength hoop tensile stress. The exterior surfaces of fiberglass pipe and
fittings shall be pigmented in accordance with the pipe manufacturers
recommendations or cleaned, given a prewash in accordance with MIL - P
15328 and top coated with an epoxy-based coating recommended for outdoor
applications by the prewash manufacturer. Final color shall be submitted to the
Engineer for approval. (16.3.2 & 16.5)
9. The exterior surfaces of aluminum tubes shall be cleaned and given a wash coat
pretreatment in accordance with SSPC - SP1 and SSPC - Paint 27. The
pretreated surfaces shall be painted with an adhesion bonding primer and top
coat per the system recommended by the pretreatment manufacturer for painting
aluminum surfaces in an exterior environment. (16.5)
10. All Culvert concrete shall be Class SI. (21.2)
11. Non-Metallic water seal used in wingwall shall extend from the top of footing to
within 6 inches of top of the headwall. (21.2)
12. A minimum of 6 feet of the barrel shall be poured monolithically with horizontal

cantilever wingwalls. (21.1.2)

March 2016

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Illinois Tollway

STRUCTURE DESIGN MANUAL

SECTION 8.0
8.1

CONSTRUCTION STAGING

General

The plans shall clearly identify and show all stages of construction, both superstructure
and substructure details, required to replace, widen or reconstruct each structure, while
simultaneously maintaining traffic in one or both directions. For an example of a
Construction Staging Plan, see Figure 8.1.1. Construction stage lines shall be shown
and located in all plan views and cross sections. The Designer shall verify that the
structure and adjacent roadway staging match. Stage lines shall be located along a lane
line wherever possible, and at a distance greater than of the beam spacing from the
centerline of any beam (within the middle half of the beam spacing). If stage lines
cannot be located along a lane line, they shall be located within the center third of the
lane. Pay items for structural removal shall be per bridge.
8.2

Temporary Concrete Barriers

The Construction Staging Plans shall also show the location of all temporary concrete
barriers for each stage of construction where barriers are required. The temporary
concrete barrier shall be anchored to the existing deck slab when the distance from the
back of the barrier to the edge of the slab is less than 3-9. Drilling of anchors into new
deck slabs shall not be permitted and the 3-9 distance to the edge of the new slab
shall be provided.
8.3

Protective Shield System

A drawing or drawings shall be included in the bridge plans to define the limits of a
protective shield system when it is required. The quantity of protective shield system to
be installed shall be stated within the Plans. Removal of protective shield system shall
not be measured for payment. A special provision is required to cover the cost of
designing, furnishing, erecting, maintaining and removing temporary protective shields
at the locations and limits shown in plans. The Contractor is responsible for the
convenience and safety of the public during erection and construction of each element
of the structure in accordance with Article 107.09 of the latest Illinois Tollway
Supplemental Specifications.
A protective shield system shall be required under the superstructure or at the lower
level of the superstructure whenever equipment, falling objects or material may cause
damage to existing aerial wire lines, railroads, streets, highways, regulatory waterways,
vehicular or waterway traffic or injury to pedestrians, bicyclist or individuals traveling in
trains, vehicles or water craft.
The limits of the protective shield system for bridge projects limited to full and partial
depth deck patching shall be set considering the area of the deck to be improved. At a
minimum, protective shield shall extend 10 beyond the expected limits of partial or full
depth repair above traffic.

March 2016

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Illinois Tollway

STRUCTURE DESIGN MANUAL

The lateral limits of the protective shield system are shown in the following table:
Construction or
Reconstruction

Case
1

New construction
Deck and superstructure
widening
Deck removal and
replacement
Deck replacement and
widening

2
3
4
5

8.4

Deck repair and patching

Transverse Limits of
Protective Shield System
Outside of new parapet + 2' to outside of
new parapet + 2'
Existing fascia beam to outside of new
parapet + 2'
Outside of existing parapet + 5' to outside
of existing parapet + 5'
Outside of new parapet + 2' to outside of
new parapet + 2'
10 outside of expected repair limits above
traffic

Temporary Shoring

The staging plans shall also indicate the location of all temporary shoring including the
applied loads required to support portions of the new or existing structure during each
stage of construction. The Contractor is responsible for designing, detailing, erecting,
maintaining and removing the temporary shoring utilizing the information shown in the
proposed and/or existing plans for his or her particular method of construction.

March 2016

8-2

Illinois Tollway

~ EXISTING ROADWAY AND BRIDGE

35'-0" STAGE I REMOVAL

1'-0" 5'-0"

27'-0"

2 LANES @11'-0"=22' 1'

2'

TEMPORARY CONCRETE
BARRIER (ANCHORED)

STAGE I TRAFFIC

STAGE I REMOVAL

1'

3'2'

24'-0"
2 LANES @ 11'-0"=22'

DENOTES REMOVALS

~ EXISTING ROADWAY AND BRIDGE

33'-0" STAGE I CONSTRUCTION

6'-0"

5'-0" 1'-0"

25'-0"

2' 4'

1'

35'-0" STAGE II REMOVAL

STAGE II TRAFFIC

5'-0" 1'-0"

27'-0"

2'

TEMPORARY CONCRETE
BARRIER (UNANCHORED)

DENOTES REMOVALS

STAGE I CONST. / STAGE II REMOVAL

70'-0" OUT TO OUT DECK
6'-0"
1'-0" 5'-0"

6'-0"

58'-0"
27'-0"

2'2'

27'-0"

5'-0" 1'-0"

BONDED CONSTRUCTION JOINT

FINAL

~ PROPOSED ROADWAY AND BRIDGE

CONSTRUCTION STAGING PLAN

MARCH, 2016

FIGURE 8.1.1

ILLINOIS TOLLWAY

STRUCTURE DESIGN MANUAL

THIS PAGE IS INTENTIONALLY LEFT BLANK

March 2016

Illinois Tollway

STRUCTURE DESIGN MANUAL

SECTION 9.0
9.1

SUBSTRUCTURE AND SHEET PILING LAYOUTS

Substructure Layout

The basic geometry for the location of the substructure shall be clearly shown on the
plans. All elements of the substructure shall be referenced to the same single
longitudinal reference line. For an example of a substructure location plan on tangent
alignment, see Figure 9.1.1. For an example of a substructure layout on curved
alignment, see Figures 3.1.8-2 and 3.1.8-3 of the latest IDOT Bridge Manual.
9.2

Pile Numbering

On any structure, proposed to be supported on piling, a "Pile Driving Record" table shall
be included with the substructure layout or on a separate plan sheet. The "Pile
Location" and "Pile Number" column shall be completed during design leaving some
additional rows for field changes during construction. The pile numbering system will be
used to identify the individual pile and its location in the substructure and "Pile Driving
Record". For an example of the pile numbering system and driving record, see Figure
9.1.1 and Figure 9.2.1, respectively. This data is for record purposes and shall be filled
in by the Engineer during pile driving.
9.3

Drilled Shaft Numbering

On any structure proposed to be supported by drilled shafts, a "Drilled Shaft Installation

Record" table shall be included with the substructure layout or on a separate plan sheet.
The "Shaft Mark" column shall be completed during design leaving some additional
rows for field changes during construction. The drilled shaft numbering system will be
used to identify the individual drilled shaft and its location in the substructure and
"Drilled Shaft Installation Record". For an example of the drilled shaft installation record,
see Figure 9.3.1. This data is for record purposes and shall be filled in by the Engineer
during drilled shaft construction.
9.4

Temporary Soil Retention Systems

The location and limits of the Temporary Soil Retention System(s) (TSRS) shall be
shown and identified on the substructure location plan and/or separate plan sheets in
accordance with Section 3.13 of the latest IDOT Bridge Manual. The Designer shall
specify the use of TSRS wherever possible. Temporary sheet piling shall only be used
when site conditions and/or constraints preclude the use of TSRS or where cofferdams
are required to construct elements of the substructure underwater.

March 2016

9-1

Illinois Tollway

STRUCTURE DESIGN MANUAL

The following note shall appear on the substructure location plan when TSRS are
required:
The information shown for TSRS is estimated. It is the Contractors
responsibility to provide a design and details for each TSRS, complete
with calculations and drawings, signed and sealed by an Illinois Licensed
Structural Engineer, for the Engineers review and acceptance before
starting work.
9.5

Temporary and Permanent Sheet Piling

The location and limits of all temporary and permanent sheet piling shall be clearly
shown and identified on the substructure location plan and/or separate plan sheets in
accordance with Section 3.13.1 of the latest IDOT Bridge Manual. The cut off elevation
for any part that is to remain in place shall also be shown.
The inside face of the temporary sheeting shall be offset 2'-0" from the proposed
footing; while the inside face of any permanent sheeting shall be located along the edge
of the footing.
The following note shall be added to the plans if a stiff or dense soil layer is present
which may require jetting and/or a larger hammer to penetrate:
Hard driving may be encountered during the sheet piling installation.
The Contractor shall provide the appropriate driving equipment for the
soil conditions indicated on the boring logs.
9.6

Cofferdams

Cofferdams shall be used to construct all elements of the substructure which are
located in water. When shallow water is present; i.e., less than 2 feet, other methods of
dewatering that allow the Contractor maximum flexibility during construction may be
considered.
The location and limits of all cofferdams shall be clearly shown and identified on the
substructure location plan. The top and bottom elevations of the cofferdam shall also
be shown, as well as the cutoff elevation for any part that is to remain-in-place. The
inside face of the cofferdam shall be offset 1'-0" from the proposed footing. The
cofferdam and seal coat shall be designed in accordance with Section 3.13.3 of the
latest IDOT Bridge Manual.
The following note shall appear on the substructure location plan when cofferdams are
required:
The information shown for cofferdams is estimated.
It is the
Contractor's responsibility to provide a design and details for each
cofferdam, complete with calculations and drawings, signed and sealed
by an Illinois Licensed Structural Engineer, for the Engineers review and
acceptance before starting work.
March 2016

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Illinois Tollway

STRUCTURE DESIGN MANUAL

9.7

Temporary Sheeting and Bracing for Railroads

Excavations adjacent to active railroad tracks or substructure elements supporting

railway operations shall be protected by temporary sheeting and bracing system
designed and detailed in the Contract Plans. The system shall be designed in
accordance with the latest Grade Separation Manual (Railroad Specific), AREMA,
AASHTO and IDOT Specifications.
9.8

Structural Sub Drains

The location and limits of structural sub drains behind abutments and wingwalls
including invert elevations, slopes, and outfalls shall be shown on the substructure
location plan.

March 2016

9-3

Illinois Tollway

BK. WEST

BK. WEST

MARCH, 2016

APPR. BENT

~ PIER

BK. EAST

ABUT.

BK. EAST

ABUT.

APPR. BENT

BK. TO BK. APPROACH BENT

X'-X"

X'-X"

X'-X"

X'-X"

SKEW (TYP.)
A

10

11

13

12

12

11

11

10

& RDWY.

OR P.G.L.

4
2

~ BRIDGE

10

10

FOOT
I
NG

2' MI
N.
(
TYP.
)

FOOT
I
NG

LEGEND:

SUBSTRUCTURE LOCATION PLAN

*

ILLINOIS TOLLWAY

*
*

FIGURE 9.
1.
1

10

13

12

14

13

11

11

14

15

14
12

12

15

13

16

15

17

16

13

14

14

15

15

16
A

16

16

DIMENSIONS REQUIRED FOR ALL SUBSTRUCTURE UNITS

H-PILES
TEMPORARY SOIL RETENTION
SYSTEM OR SHEET PILING

MARCH, 2016

FIGURE 9.
2.
1

ILLINOIS TOLLWAY

PILE DRIVING RECORD

MARCH, 2016

FIGURE 9.
3.
1

ILLINOIS TOLLWAY

DRILLED SHAFT INSTALLATION RECORD

STRUCTURE DESIGN MANUAL

SECTION 10.0 ABUTMENTS

10.1

General

Abutments shall be designed in accordance with the latest AASHTO Specifications as

noted in Article 1.2 of this manual, and the latest IDOT Bridge Manual, except as herein
modified.
10.2

Design

The friction force caused by an expansion bearing sliding on its bearing plate or
deforming on the supporting substructure element shall be included in the design of the
substructure. These forces are determined by multiplying the coefficient of friction by the
total dead load reactions on the bearing. For steel on steel, a coefficient of 0.30 shall be
used and for teflon on teflon, a coefficient of 0.10 shall be used.
For elastomeric bearings, the force required to deform the elastomeric pad shall not be
less than 25 pounds per square inch of bearing area for Type I bearings or 0.04 times
the dead load reaction for Types II and III bearings.
An allowance for additional eccentricity shall be considered in all abutment designs. For
structures with total lengths of greater than 400 feet, each non-integral abutment shall
be designed with an allowance for additional eccentricity of 3 inches. An allowance for
additional eccentricity shall not reduce the required design capacity.
10.3

Abutment Types

Integral or semi-integral abutments shall be utilized whenever possible for new grade
separation structures and stream and railroad crossings. High wall abutments may be
considered where integral and semi-integral abutments are not feasible.
For bridges over the Illinois Tollway mainline, the preferred abutment type is open
abutment with slopewalls and no shielding.

Integral abutments shall be used with steel beams and girders, cast-in-place
concrete slabs, or precast, pre-tensioned concrete beams. Beams shall be
composite with the cast-in-place concrete deck. The superstructure shall be
designed and constructed as a continuous unit between abutments. New integral
abutments shall be designed and detailed in accordance with the IDOT ABD
Memorandum 12.3, "2012 Integral Abutment Bridge Policies and Details", dated
July 25, 2012. See Figures 10.3.1 through 10.3.3 and 10.3.9 for additional
details.

Semi-integral abutments shall be utilized where soil conditions require the use of
two or more rows of piles to support the proposed loadings. Regardless, the
superstructure shall be designed and constructed as a continuous unit between

March 2016

10-1

Illinois Tollway

STRUCTURE DESIGN MANUAL

the abutments. The semi-integral concept may also be utilized to eliminate
expansion joints at existing stub abutments. However, the existing backwall and
part of the approach slab will need to be reconstructed. The existing
superstructure may also need to be made composite and continuous between
the modified abutments, if it is not already. New semi-integral abutments shall be
designed and detailed in accordance with the IDOT ABD Memorandum 12.3,
"2012 Integral Abutment Bridge Policies and Details", dated July 25, 2012. See
Figures 10.3.3 through 10.3.5 for details.

Stub abutments with expansion joints shall be utilized where the existing soil
condition and proposed loading (reactions) would require two or more rows of
piles for support. They shall also be used when the proposed span length and/or
skew angles exceed the maximums specified for integral and semi integral
abutments. See Figure 10.3.6 for details.

Combinations of retaining walls and pile supported integral, semi integral and
stub abutments shall be utilized in lieu of highwall or vaulted abutments to reduce
span lengths and increase vertical clearance or eliminate the need for shoulder
piers and short end spans. See Figures 10.3.7 and 10.3.10 for details of a pile
supported stub abutment with MSE walls. See Figure 10.3.8 for details of a pile
supported semi-integral abutment with MSE walls. See Figure 10.3.9 for details
of a pile supported integral abutment with MSE walls. MSE walls shall not wrap
around under the approach slab barrier when integral or semi-integral abutments
are used.

Conventional cast-in-place concrete highwall abutments founded on spread

footings or piles shall not be utilized to support new or replacement structures
unless specifically authorized by the Illinois Tollway. Only existing structures
which are to be widened and are currently supported by conventional highwall
abutments shall utilize the same design to extend the existing abutments and
construct new wingwalls.

Vaulted abutments, either sand filled or void, founded on spread footings or piles
shall not be utilized to support new or replacement structures unless specifically
authorized by the Illinois Tollway. Only existing structures which are to be
widened and are currently supported by vaulted abutments shall utilize the same
design to extend the existing abutments and construct new curtain walls.

10.4

Foundations

10.4.1 Piles
Piles for foundations shall be designed in accordance with the Section 3.10 of the latest
IDOT Bridge Manual.

March 2016

10-2

Illinois Tollway

STRUCTURE DESIGN MANUAL

Abutment piles shall avoid relying on the lateral load carrying capacity of the piles and
shall be designed to carry all horizontal loads with the batter component of the pile. The
lateral load capacity of soil may be considered when the required batter exceeds 4" in
12". However the resulting long time deflection of the pile shall be calculated and
accounted for in sizing the joint.
Piles used in integral abutments shall be placed in a single row. Steel "H" piles are
preferred for structure lengths up to 200 feet and required for structure lengths between
200 feet and 550 feet.
Consideration shall be given to conflicts with existing buried and overhead utilities or
other obstructions when designing pile layouts.
The following information shall be included on Abutment sheets when piles are used:
PILE DATA
PILE TYPE AND SIZE:
NOMINAL REQUIRED BEARING:
FACTORED OR ALLOWABLE RESISTANCE AVAILABLE:
ESTIMATED PILE LENGTH:
NUMBER OF PILES REQUIRED: _______ plus ______test pile(s)
LEGEND - DENOTING THE FOLLOWING:
EXISTING PILES
EXISTING BATTERED PILES
PROPOSED PILES
PROPOSED BATTERED PILES
TEST PILES
10.4.2 Drilled Shafts
Drilled shafts shall be designed in accordance with Section 3.10 of the latest IDOT
Bridge Manual.
10.5

Widening Existing Abutments

In general, abutments shall be widened in kind, especially those which can be viewed
by the traveling public. At locations not exposed to the traveling public, such as
structures over railroads or streams, other types of designs may be considered. The
final selection shall be based on serviceability and economics.
Foundations for widened abutments widened to the outside shall be the same type as
the existing. However, construction procedures and type of construction shall be
considered when placing new foundations adjacent to existing so as not to reduce the
load carrying capacity or cause settlement of existing foundations. Existing soil borings
and new soil borings (if required) shall also be considered in the final selection.
Abutment widenings shall be designed to carry any longitudinal or transverse forces

March 2016

10-3

Illinois Tollway

STRUCTURE DESIGN MANUAL

passed through the bearings from the superstructure. Abutments widened to the
outside shall be tied to the existing with dowel bars drilled into the existing concrete.
Abutments for structures widened to the inside forming a median closure shall be
separated along the centerline of the Illinois Tollway with a preformed joint filler and a 6
inch non-metallic water seal. Abutments widened to the inside shall be tied to the
existing with dowel bars drilled into the existing concrete.
10.6

Bridge Seats

The bridge seats shall be constructed in steps poured monolithically with the abutment.
The minimum step shall be inches. Metal shims shall be provided for each bearing if
step is less than inches. The elevation and height of each step shall be shown on the
plans. Steps shall be reinforced when one or more of the preceding steps are equal to
or exceed 4 inches; see Figure 10.6.1. In all cases, the bridge seats between the
bearings shall be sloped inch to drain. The bearing seat shall meet the minimum
support length requirements specified in the AASHTO Seismic Design Section for
Seismic Performance Zone 1 (LRFD) or Category A (LFD).
Concrete sealer shall be applied to the exposed surfaces of all backwalls, bridge seats
and bearing pedestals that are located under expansion or rotation joints between the
deck and backwall.
10.7

Slope Paving

10.7.1 New Bridges - Grade Separation Structures

Grade separation structures shall have 4-inch thick reinforced concrete slopewalls, as
shown in Illinois Tollway Base Sheet M-BRG-525. The 2 vertical dimension of the lip
shown in Section A-A shall be increased to 4 for structures with skews of 10 or greater
and drainage elements that outlet onto the slopewall.
10.7.2 New Bridges - Stream Crossings
Stream crossings shall have 6-inch thick reinforced concrete slopewalls, as shown in
the latest IDOT Bridge Manual, or stone riprap slopewalls, as shown in Illinois Tollway
Base Sheet M-BRG-525. For reinforced concrete slopewalls, the 2 vertical dimension
of the lip shown in Section A-A shall be increased to 4 for structures with skews of 10
or greater and drainage elements that outlet onto the slopewall.
10.7.3 New Bridges - Railroad Crossings
Railroad crossings shall have 6-inch thick bituminous coated aggregate slope paving,
as shown in Illinois Tollway Base Sheet M-BRG-525.

March 2016

10-4

Illinois Tollway

STRUCTURE DESIGN MANUAL

10.7.4 Existing Bridges
Bridge abutment slopes on existing bridges to be rehabilitated shall be repaired and
restored to the original design configuration. Slopes on bridges to be widened shall be
protected with the same design as the existing bridge. Slopes which do not have any
slope protection shall be covered with 6 inches of aggregate slope paving unless there
are floor drains in the deck above; in which case, they shall be paved with a 4-inch
thick reinforced concrete slopewall.
10.7.5 New Bridges - Side Slopes
Embankment cones shall consist of maximum side slopes 1:2.5 (V:H) with a transition
slope wrapping around the abutment to the slopewall. See Figure 10.7.5.
10.8

Wing Walls

The traffic face of the shoulder parapet shall be carried the full length of each wing wall,
vaulted span or approach slab. The sloping curb portion of the barrier shall not be
battered to a vertical face or clipped at the leaving or entering end of the barrier. See
Standard Drawings C9, C10 and C11 for the required end treatment of a barrier or
parapet mounted on a wing wall, vaulted span or approach slab. Dog-ear style wing
walls that are parallel to the centerline of abutment may also be considered for
structures with integral abutments. See the latest IDOT integral abutment base sheets
for details.
10.9
Abutment Cap Reinforcement
A detail scaled drawing of the reinforcement and the holes drilled for the bearing anchor
rods shall be provided in the plans, see Figure 10.9.1. The detail drawing shall include
all reinforcement that may interfere with the drilling operation, the reinforcement spacing
and the clearances of the reinforcement to the edge of the cap and the future holes.
10.10 Concrete Shoulder Barrier Transition
A Concrete Shoulder Barrier Transition shall be used upstream of a high wall abutment,
even if the shoulder width is not transitioning.

March 2016

10-5

Illinois Tollway

30'-0" BRIDGE APPROACH SLAB

SUPERSTRUCTURE

70' TRANSITION

MARCH, 2016

APPROACH SHOULDER
CONSTRUCTION

ABUTMENT
B

SLAB

EXPANSION JOINT

JOINT

APPROACH BENT
B

PARAPET

PLAN

30'-0" BRIDGE APPROACH SLAB

SUPERSTRUCTURE
FIGURE 10.
3.
1

2" MIN. PREFORMED JOINT FILLER WITH CONCRETE FLAT

CONSTRUCTION JOINT

HD. C.S. 2" LONG NAILS @ 12" STAGGERED CTS. VERTICALLY

70' TRANSITION
APPROACH SLAB
EXPANSION JOINT

PARAPET

DECK

FASCIA

APPROACH SLAB

BEAM

2" MIN. PREFORMED JOINT

FILLER WITH SUITABLE

ILLINOIS TOLLWAY

END DIAPHRAGM/

ADHESIVE

BACKWALL

APPROACH BENT

**
*INCREASE WHEN EXPANSION MOVEMENT
GREATER THAN 1".

ABUTMENT

WINGWALL

**ADHESIVE MUST BE COMPATIBLE WITH PREFORMED JOINT

FILLER MATERIAL AND CONCRETE. SURFACE PREPARATION

ELEVATION A-A

SHALL BE CONDUCTED IN ACCORDANCE WITH MANUFACTURER'S

GUIDELINES.

INTEGRAL ABUTMENT & WINGWALL DETAILS

(STEEL BEAM SHOWN-PPC BEAM SIMILAR)

SUPERSTRUCTURE

30'-0" BRIDGE APPROACH SLAB

70' TRANSITION

MARCH, 2016

APPROACH SHOULDER
SLAB

1'-0"

CONSTRUCTION JOINT

EXPANSION JOINT

GRANULAR BACKFILL FOR STRUCTURES

1
1

4" GRANULAR SUBBASE

GEOCOMPOSITE
WALL DRAIN

GEOTECHNICAL
FABRIC FOR

4"} PERFORATED

FRENCH DRAINS

PIPE DRAIN WITH

2'-0"

APPROACH BENT

DRAINAGE AGGREGATE

SECTION B-B

DIAPHRAGM/BACKWALL

DECK AND

DECK AND END

PARAPET

FIGURE 10.
3.
2

GEOCOMPOSITE
WALL DRAIN
"x 1'-4" NEOPRENE SHEET (55
DUROMETER) ATTACHED FULL
HEIGHT AT EDGES TO THE END
DIAPHRAGM/BACKWALL AND
WINGWALL WITH A "x5" STEEL
PLATE AND " } ANCHOR BOLTS,

ABUTMENT

ILLINOIS TOLLWAY

WI
NGWALL

NUTS AND WASHERS AT 12" CTS.

VERTICALLY. INCLUDED WITH
THE COST OF CONCRETE
SUPERSTRUCTURE.
END DIAPHRAGM/
BACKWALL

WING WALL
2" MIN. PREFORMED JOINT FILLER *

SECTION D-D

* THE ACTUAL PJF SIZE TO

BE DESIGNED CONSIDERING
EFFECTIVE EXPANSION LENGTH

SECTION C-C

INTEGRAL ABUTMENT DETAILS

(STEEL BEAM SHOWN, PPC BEAM SIMILAR)

2" MIN. PREFORMED JOINT FILLER

**
PARAPET
&

APPROACH SLAB

WITH SUITABLE ADHESIVE.

(TYP.)

**PREFORMED JOINT MATERIAL AND

ADHESIVE MUST BE COMPATIBLE WITH

CONCRETE. SURFACE PREPARATION
SHALL BE CONDUCTED IN ACCORDANCE

WINGWALL

2"CL.

WITH MANUFACTURER'S GUIDELINES.

1'-2'' 1'-2''
2'-4''

TYPICAL SECTION THRU WINGWALL

NOTE:
PILE SPACING SHALL BE 4'-0" MIN. TO 8'-0" MAXIMUM

INTEGRAL OR SEMI-INTEGRAL ABUTMENT

WINGWALL DETAILS
MARCH, 2016

FIGURE 10.3.3

ILLINOIS TOLLWAY

SUPERSTRUCTURE
MARCH, 2016

30'-0"

70' TRANSITION

BRIDGE APPROACH SLAB

APPROACH SHOULDER

CONSTRUCTION

ABUTMENT
B

SLAB

EXPANSION JOINT

JOINT

APPROACH BENT
B

PARAPET

A
C

PLAN
30'-0"

SUPERSTRUCTURE

70' TRANSITION

FIGURE 10.
3.
4

APPROACH SLAB

BRIDGE APPROACH SLAB

CONSTRUCTION JOINT

EXPANSION JOINT

PARAPET

DECK

FASCIA

APPROACH SLAB

BEAM
2" MIN. PREFORMED JOINT
FILLER WITH SUITABLE
ILLINOIS TOLLWAY

**

~ BEARING

ABUTMENT

APPROACH BENT

ADHESIVE

WINGWALL

*
*ADHESIVE MUST BE COMPATIBLE WITH PREFORMED

JOINT FILLER MATERIAL AND CONCRETE. SURFACE

ELEVATION A-A

PREPARATION SHALL BE IN ACCORDANCE WITH

MANUFACTURER'S GUIDELINES.

SEMI-INTEGRAL ABUTMENT & WINGWALL DETAILS

(STEEL BEAM SHOWN-PPC BEAM SIMILAR)

SUPERSTRUCTURE
MARCH, 2016

30'-0"

70' TRANSITION

BRIDGE APPROACH SLAB

APPROACH SHOULDER
SLAB

1'-0"
CONSTRUCTION JOINT

GRANULAR BACKFILL FOR STRUCTURES

EXPANSION JOINT

1
1
GEOCOMPOSITE

4" GRANULAR SUBBASE

WALL DRAIN

GEOTECHNICAL
FABRIC FOR

4" } PERFORATED

FRENCH DRAINS

PIPE DRAIN WITH

APPROACH BENT

DRAINAGE AGGREGATE

2'-0"

DIAPHRAGM/BACKWALL

ABUTMENT

ILLINOIS TOLLWAY

WI
NGWALL

NOTE 1

NOTE 2

NOTE 1

DECK AND

PARAPET

FIGURE 10.
3.
5

DECK AND END

SECTION B-B

NOTES:

*
**
2. 2" MIN. PREFORMED
JOINT FILLER FULLY BONDED TO
*
ABUTMENT CAP WITH SUITABLE ADHESIVE.*
*
1. 2" MIN. PREFORMED JOINT FILLER WITH SUITABLE
ADHESIVE.

*INCREASE WHEN EXPANSION MOVEMENT IS GREATER THAN 1 INCH.

MUST BE COMPATIBLE WITH PREFORMED JOINT FILLER
*
*ADHESIVE
MATERIAL AND CONCRETE. SURFACE PREPARATION SHALL BE IN
ACCORDANCE WITH MANUFACTURER'S GUIDELINES.

SECTION C-C

SEMI-INTEGRAL ABUTMENT DETAILS

(STEEL BEAM SHOWN, PPC BEAM SIMILAR)

4" MIN. THICK CONCRETE

SEAL AND PJF (FRONT
FACE ABUT ONLY) SLOPE

ABUTMENT SOIL

TO DRAIN (INCLUDED AS

REINFORCEMENT

ABUTMENT

MIN.

MIN.

**

BACK OF
C.I.P. COPING

1'
-0"

9"

PART OF COPING)

TOP OF EXPOSED

LIMITS OF

PANEL LINE

REINFORCED
SOIL MASS
3'-0"

"H"

PRECAST PANELS

MIN.
SOIL REINFORCEMENT

DRAINAGE AGGREGATE
EMBANKMENT
GEOTECHNICAL FABRIC
SELECT FILL
TOP OF FINISHED
MIN.

3'
-6"

GRADE

EXISTING
GROUND LINE
PILES

4" PERFORATED
1'-6"
2'
-0"

PIPE UNDERDRAIN

TOP OF LEVELING
PAD
LIMITS OF REMOVAL AND DISPOSAL
OF UNSUITABLE MATERIAL FOR
STRUCTURES (IF REQUIRED).

X'-X"

0.7 x "H" OR 8'-0" MIN.

X'-X"

EACH PILE FROM BOTTOM OF PROPOSED ABUTMENT TO TOP OF

*SLEEVE
LEVELING PAD BEFORE PLACING AND COMPACTING THE SELECT FILL. FILL
THE ANNULAR SPACE BETWEEN THE PILE AND SLEEVE WITH CLEAN SAND.
MSE WALL SUPPLIER SHALL DESIGN THE ABUTMENT SOIL REINFORCEMENT
**THE
TO RESIST A HORIZONTAL FORCE OF _______ KIPS/FT OF ABUTMENT.

COMBINATION HIGHWALL ABUTMENT DETAILS

(M.S.E. WALL & STUB ABUTMENT)
MARCH, 2016

FIGURE 10.3.7

ILLINOIS TOLLWAY

4" MIN. THICK CONCRETE

1/4" x 3/4" HOT POURED,

LOW MODULUS POLYMER
SEALANT.
ABUTMENT SOIL

SEAL AND PJF (FRONT

FACE ABUT ONLY) SLOPE
TO DRAIN (INCLUDED AS

MIN.

9"

PART OF COPING)

REINFORCEMENT

**

BACK OF

C.I.P. COPING

MIN.

1'
-0"

ABUTMENT

TOP OF EXPOSED

LIMITS OF

PANEL LINE

REINFORCED
SOIL MASS

3'-0"
"H"

PRECAST PANELS

MIN.
SOIL REINFORCEMENT
EMBANKMENT

DRAINAGE AGGREGATE

GEOTECHNICAL FABRIC
SELECT FILL
TOP OF FINISHED
MIN.

3'
-6"

GRADE

EXISTING
GROUND LINE
PILES

4" PERFORATED
1'-6"
2'
-0"

PIPE UNDERDRAIN

TOP OF LEVELING
PAD
LIMITS OF REMOVAL AND DISPOSAL
OF UNSUITABLE MATERIAL FOR
STRUCTURES (IF REQUIRED).

X'-X"

0.7 x "H" OR 8'-0" MIN.

X'-X"

EACH PILE FROM BOTTOM OF PROPOSED ABUTMENT TO TOP OF

*SLEEVE
LEVELING PAD BEFORE PLACING AND COMPACTING THE SELECT FILL. FILL
THE ANNULAR SPACE BETWEEN THE PILE AND SLEEVE WITH CLEAN SAND.
MSE WALL SUPPLIER SHALL DESIGN THE ABUTMENT SOIL REINFORCEMENT
**THE
TO RESIST A HORIZONTAL FORCE OF _______ KIPS/FT OF ABUTMENT.

COMBINATION HIGHWALL ABUTMENT DETAILS

(M.S.E. WALL & SEMI-INTEGRAL ABUTMENT)
MARCH, 2016

FIGURE 10.3.8

ILLINOIS TOLLWAY

*2" MIN. PREFORMED JOINT FILLER

(FRONT FACE ABUT ONLY)

"x" HOT POURED, LOW

(INCLUDED AS PART OF COPING)

MODULUS, POLYMER SEALANT

4" MIN. THICK CONCRETE

SEAL SLOPE TO DRAIN

COARSE AGGREGATE
BACKFILL AS REQUIRED

(INCLUDED AS PART OF

MIN.

BACK OF ABUTMENT
1'
-0"

9"

MIN.

COPING)

C.I.P. COPING
LIMITS OF
TOP OF EXPOSED

REINFORCED

PANEL LINE

SOIL MASS

PRECAST PANELS

3'-0"

"H"

MIN.
CORRUGATED STEEL PIPE

SOIL REINFORCEMENT

SLEEVE FILLED WITH

CLEAN SAND (ENTIRE

EMBANKMENT

**

LENGTH)

DRAINAGE AGGREGATE

SELECT FILL

GEOTECHNICAL FABRIC

2'
-0"

EXISTING
GROUND LINE
1'
-0"
MIN.

4" PERFORATED
PIPE UNDERDRAIN

MIN.

3'
-6"

TOP OF FINISHED GRADE

1'-6"

PILE

TOP OF LEVELING
PAD

LIMITS OF REMOVAL AND DISPOSAL

OF UNSUITABLE MATERIAL FOR
STRUCTURES (IF REQUIRED).
X'-X"

0.7 x "H" OR 8'-0" MIN.

X'-X"

*INCREASE FOR TEMPERATURE MOVEMENT GREATER THAN 1 INCH.

**CORRUGATED GALVANIZED STEEL PIPE, SHALL BE GAGE 10 MIN. THE BOTTOM OF THE
SLEEVE SHOULD EXTEND AT LEAST 1 FOOT BELOW THE TOP OF LEVELING PAD AS
SHOWN ON THE PLANS. THE PIPE SHOULD EXTEND THRU THE ENTIRE HEIGHT OF THE
SELECT FILL, UP TO THE BOTTOM OF THE PROPOSED ABUTMENT. THE SLEEVE SIZE
MUST ACCOMMODATE THE PILE SIZE AND ANTICIPATED PILE DEFLECTION.

COMBINATION HIGHWALL ABUTMENT DETAILS

(M.S.E. WALL AND INTEGRAL ABUTMENT)
MARCH, 2016

FIGURE 10.3.9

ILLINOIS TOLLWAY

BRIDGE APPROACH SLAB

2"

1'
-3"

1 "

3'
-6"

1'-7"

2'
-7 "

2"

2
1: .)
AX
(M

"

1'
-0" (
MAX.
)

PJF

PRECAST
PANEL

SELECT FILL

*SOIL REINFORCEMENT
6"

1'-0"

*THE M.S.E. WALL SUPPLIER'S INTERNAL STABILITY DESIGN

SHALL ACCOUNT FOR THE APPROACH SLAB'S BEARING
PRESSURE SURCHARGE OF 1.0 KSF. AND HORIZONTAL
SLIDING FORCE OF 1.15 KIPS/FT. OF WALL.

SECTION THROUGH BRIDGE APPROACH SLAB

FOR STUB ABUTMENT WITH
WRAP-AROUND MSE WINGWALLS
MARCH, 2016

FIGURE 10.3.10

ILLINOIS TOLLWAY

#4 u(E) BARS @ 12"

3-#5 h(E) BARS

1 "

(
TYP.
)

2" CL.

2" CL.
(TYP.)
d

1'
-0"

MAIN ABUTMENT REINFORCING

TOP OF ABUTMENT SEAT (LOW BEAM)

(
MIN.
)

(
MIN.
)

1'
-0"

2"

(
TYP.
)

CHAMFER

"

2 "

3" Min.

2 "

BACKWALL

BONDED CONSTRUCTION JOINT (BACKWALL/SEAT)

s(E) SHEAR BARS
d = DEVELOPMENT LENGTH

ELEVATION

NOTE 1:
EXTEND EXTERIOR h(E) BARS
FULL LENGTH OF ABUTMENT IF
REQUIRED FOR TEMPERATURE
AND SHRINKAGE

BACKWALL

BEAM SEAT
SLOPE BEAM SEAT
" BETWEEN

VARIES

BEARINGS.

LOW BEAM
" CHAMFER (TYP.)

SEAT

ABUTMENT/SEAT

TYPICAL SECTION

BRIDGE SEAT DETAILS

MARCH, 2016

FIGURE 10.6.1

ILLINOIS TOLLWAY

SHOULDER
LINE
~ ROADWAY

1:4 (PREFERRED)
1:2.5 (MAXIMUM)

SHOULDER
LINE

1:4 (PREFERRED)
1:2.5 (MAXIMUM)

V:H

V:H

EMBANKMENT

EMBANKMENT

SLOPE

SLOPE

N
IO
T
I
NS
A
TR
E
OP
L
S

AREA IN FRONT OF

TR
AN
SI
SL
TI
OP
ON
E

ABUTMENT IS EITHER
CONCRETE PAVED
SLOPEWALL, RIP RAP OR
BITUMINOUS COATED
AGGREGATE SLOPEWALL

EMBANKMENT CONES
MARCH, 2016

FIGURE 10.7.5

ILLINOIS TOLLWAY

STRUCTURE DESIGN MANUAL

SECTION 11.0 PIERS

11.1

General

Piers shall be designed in accordance with the latest AASHTO Specifications and
Section 3.9 of the latest IDOT Bridge Manual, except as herein modified.
Multi-column pier shapes, as shown in Figure 11.3.1.1 (Except Single Column Hammerhead) and Figure 11.3.1.2, are the most commonly used pier types for grade separation
structures. The use of square or round columns is appropriate; however the standard
application of square columns is preferred whenever practical to provide system
consistency. A typical 3 offset between the face of column and the face of the pier cap,
and a 6 offset between the face of column and the face of the crash wall is desirable.
Piers under deck joints, in medians or within 12 feet of the outer edge of shoulder shall
have all exposed surface areas treated with a concrete sealer. For cases involving
structure widening, the existing concrete substructure shall be power washed and both
the new and existing surfaces treated with a concrete sealer.
11.2

Design

The friction force caused by an expansion bearing sliding on its bearing plates or
deforming on the supporting substructure element shall be included in the design of the
structure. These forces are determined by multiplying the coefficient of friction by the
total dead load reactions on the bearing. Coefficients of 0.30 for steel on steel and 0.10
for Teflon on Teflon shall be used.
For elastomeric bearings, the force required to deform the elastomeric pad shall not be
less than 25 pounds per square inch of bearing area for Type I bearings or 0.04 times
the dead load reaction for Types II and III bearings.
The fixed pier(s) design shall include the net frictional force from expansion bearings
on adjacent piers.
An allowance for additional eccentricity shall be considered in all pier designs. For
structures with total lengths of greater than 400 feet, each pier shall be designed with an
allowance for additional eccentricity of 3 inches. An allowance for additional eccentricity
shall not reduce the required design capacity.
The bearing seat shall meet the minimum support length requirements specified in the
AASHTO Seismic Design Section for Seismic Performance Zone 1 (LRFD) or Category
A (LFD).
11.3

Pier Types

11.3.1 Grade Separation

Grade separation piers shall be proportioned in accordance with the dimensions as
shown on Figures 11.3.1.1 through 11.3.1.8. Care shall be used in applying these
March 2016

11-1

Illinois Tollway

STRUCTURE DESIGN MANUAL

criteria on piers with heights greater than 20'-0" measured from the top of crash wall.
The minimum cap and crash wall width for grade separation piers shall be 6 (3 offset
each side) greater than the minimum column width of 2-6, unless the bearings require
a larger seat area. In which case, the width of the cap may be increased by up to 12 (6
offset each side) before the minimum column and crash wall widths would also need to
be increased to maintain a minimum offset of 3 on each side.
Grade separation piers used with integral abutments may be supported by a single row
of piles, provided the capacity of the piles is not exceeded and the number of spans on
either side of the pier are equal and their total lengths are approximately the same (+
5%). Otherwise, a larger footing with multiple rows of piles shall be used. See Figure
11.3.1.8 for details of an integral pier.
11.3.2 Stream Crossing
Stream crossing piers shall be a solid wall with vertical faces and rounded ends. The
minimum width shall be a constant 2-6 from top to bottom. If a greater width is
required for the bearing seats, a wider cap shall be utilized to maintain a constant 2'-6"
pier width. Details of a fixed or expansion pier, supported by a pile footing are shown
on Figure 11.3.2.1. Expansion piers may also be supported by a single line of encased
piles or drilled shafts as shown on Figure 11.3.2.2.
11.3.3 Railroad Crossings
Railroad crossings shall utilize grade separation type piers unless the horizontal
clearance to the centerline of the nearest track is less than 25-0, in which case they
shall be modified with crash walls meeting the requirements of the latest edition of
A.R.E.M.A. and the railroad. See Figure 11.3.3.1 for details.
11.4

Widening Existing Piers

In general, existing piers shall be widened in-kind, especially those which can be viewed
by the traveling public, except Article 11.6 shall be followed. At locations not exposed to
the traveling public, such as structures over railroads or streams, other designs may be
considered. The final selection shall be based on serviceability and economy.
Pier widenings shall be designed to carry all forces which pass through the bearings.
All pier widenings shall be tied to the existing cap, column and footing areas with dowel
bars drilled into the existing concrete. Minimum depth embedment of dowels in existing
concrete shall be 12 inches for vertical bars and the development length for horizontal
bars. Maximum spacing shall be 18 inches.
Foundations for widened piers shall be the same type as the existing structure. Existing
soil borings and new soil borings (if required) shall also be considered. Construction
and installation procedures shall be considered when placing new foundations adjacent
to existing so as not to reduce the load carrying capacity or cause settlement of existing
foundations.
Special attention shall be given to the widening of existing piers that consist of 3-foot
March 2016

11-2

Illinois Tollway

STRUCTURE DESIGN MANUAL

diameter hollow precast columns without footings. The extensions shall be designed
using 3 foot diameter columns supported on pile foundations.
Generally, piers at dual crossings which are to be widened each side of the centerline of
median shall be separated along the centerline with an open joint or preformed joint
filler, except for their footings, which shall be constructed without an expansion joint. If
a construction joint in the footing is needed, the longitudinal reinforcement shall cross
the joint to maintain continuity.
Pier caps with rounded ends shall be attached to the new work as shown in Figure
11.4.1. Pier walls with rounded ends shall be attached to the new work as shown in
Figure 11.4.2.
11.5

Integral Concrete Pier Caps

An integral pier cap is a pier cap that is incorporated either entirely or largely within the
depth of the superstructure. The cap can be constructed of either concrete or steel.
For steel superstructures, the longitudinal beams are typically run continuous through
the cap. When the superstructure is constructed of prestressed concrete, a pier
segment may run continuous through the cap or the ends of beams may be cast into the
integral cap. When the beams are not continuous through the cap, a positive
connection is made between the cap and the beams with post-tensioning.
Integral pier caps may be utilized to: Improve vertical clearances, simplify framing,
eliminate bearings, improve aesthetics and reduce the mass of the structure which
reduces the seismic design forces.
The beams shall be supported on falsework while the caps are constructed. The top
surface of the cap is intentionally roughened. Stirrups are extended from the top surface
of the cap to provide a positive connection to the deck. After tensioning of cap tendons,
the falsework supporting the beams and cap are removed. The deck concrete is then
placed according to the deck pouring sequence shown in the plans.
A post-tensioning tendon shall be placed in each corner of the cap along with one or
more draped tendons. Strand tendons shall be used rather than bars for simplicity of
construction and to allow more flexibility in the tendon profile.
After placement and hardening of the cap concrete but before the deck is cast, tendons
shall be tensioned from one end according to a specified sequence. Tendons are then
grouted to provide corrosion protection and to provide bond between the strands and
the structure.
11.6

Pier Crash Walls

11.6.1 New or Widened Piers

When shielding is required based on a Level 2 or Level 3 Barrier Warrant

Analysis:

March 2016

11-3

Illinois Tollway

STRUCTURE DESIGN MANUAL

Provide a crash wall that extends a minimum of 5-0 above the ground that is
built to withstand a 600 kip impact load at the top of the crash wall. The design of
the crash wall shall be performed in accordance with All Bridge Designers (ABD)
Memorandum 12.1, except all structures shall be considered critical or
essential. The top of crash wall shall be level along the length of the pier.

11.6.2 Existing Piers to Remain

When shielding is required based on a Level 3 Barrier Warrant Analysis:

Existing piers that do not require new walls or columns shall be modified in
accordance with Base Sheets M-BRG-507 and M-BRG-508. Existing crash walls
shall be modified to meet the dimension and reinforcement details shown in
these Base Sheets. Modifications shall be designed for Test Level 4 (TL-4) Crash
Load as specified in Article A13.2 of the AASHTO LRFD Bridge Design
Specifications. Additional dead load to the pier foundation shall be analyzed. A
concrete shoulder barrier transition shall be used upstream of the crash wall,
even if the shoulder width is not transitioning. The barrier height and shape shall
transition as shown on Illinois Tollway Standard Drawing C4.
A single-face reinforced concrete barrier designed to meet TL-4 impact loading
shall be used to shield bridge piers when it is not feasible to comply with the
above requirements. This is considered a Design Deviation and shall be
documented as such. See Illinois Tollway Standard C3 for details.

11.7

Pier Columns

If pier columns are over 20 feet high, a bonded construction joint or joints shall be
detailed at approximately mid-height or third points.
11.8

Foundations

11.8.1 Spread Footings

The minimum width of any spread footing under an expansion pier shall be one-fourth
the distance from the top of the pier to the bottom of the footing. If the spread footing is
founded on rock, this ratio may be reduced to one-fifth of the pier height, and keyed a
minimum of 6 inches into sound rock. The maximum applied and allowable bearing
pressure for each pier foundation shall be shown on the appropriate plan sheet.
Any construction joints allowed in pier footings shall be bonded construction joints with
continuous reinforcement.

March 2016

11-4

Illinois Tollway

STRUCTURE DESIGN MANUAL

11.8.2 Piles
Piles foundations shall be designed in accordance with Section 3.10 of the latest IDOT
Bridge Manual.
The minimum width between the outside rows of piles in a pile supported footing shall
be one-fifth of the pier height, but no greater than 8-0.
The following information shall be included in the plans for each pier foundation
supported by Piles:
PILE DATA
PILE TYPE AND SIZE
NOMINAL REQUIRED BEARING:
FACTORED OR ALLOWABLE RESISTANCE AVAILABLE:
ESTIMATED PILE LENGTH:
NUMBER OF PILES REQUIRED: _______ plus ______test pile(s)
LEGEND - DENOTING THE FOLLOWING:
EXISTING PILES
PROPOSED PILES
PROPOSED BATTERED PILES
TEST PILES
11.8.3 Drilled Shafts
Drilled shafts shall be designed and detailed in accordance with Section 3.10 of the
latest IDOT Bridge Manual.
11.9

Pier Cap Reinforcement

A detail scaled drawing of the reinforcement and the holes drilled for the bearing anchor
rods at expansion bearings and anchor bolts at fixed piers shall be provided in the
plans, as shown in Figure 11.9.1. The detail drawing shall include all reinforcement that
may interfere with the drilling operation, the reinforcement spacing and the clearances
of the reinforcement to the edge of the cap and the future holes.

March 2016

11-5

Illinois Tollway

19' TO 32'

LESS THAN 19'

4'
-6"

3'-6"

TWO COLUMN ELEVATION

SINGLE COLUMN ELEVATION

32' TO 46'

4'
-6"

3'-6"

THREE COLUMN ELEVATION

46' TO 62'

4'
-6"

3'-6"

FOUR COLUMN ELEVATION

GRADE SEPARATION PIERS

MARCH, 2016

FIGURE 11.3.1.1

ILLINOIS TOLLWAY

62' TO 76'

4'
-6"

MARCH, 2016

3'-6"

FIVE COLUMN ELEVATION

FIGURE 11.
3.
1.
2

76' TO 95'

4'
-6"

3'-6"

ILLINOIS TOLLWAY

SIX COLUMN ELEVATION

GRADE SEPARATION PIERS

~ PIER

BOTTOM OF BEAM OR GIRDER

3'-0"
MIN.

3" (TYP.)

6"

2'-6"

6"

MEDIAN SHOULDER

MIN.

LANE 1

TOP TO MATCH

5'
-0" MIN.

3'-6" MIN.

L.
G.
P.

4'
-0" MIN.

2"

SLOPE OF P.G.L.

END ELEVATION

MEDIAN PIER FOR STRUCTURE OVER TOLLWAY

MARCH, 2016

FIGURE 11.3.1.3

ILLINOIS TOLLWAY

~ PIER

BOTTOM OF BEAM OR GIRDER

6"

FACE OF PIER CRASH WALL

HORIZONTAL CLEARANCE* EDGE OF TRAVELED WAY

6 MAX.
:
1

END ELEVATION
* AS DETERMINED BY BARRIER WARRANT ANALYSIS

SHOULDER PIER FOR STRUCTURE OVER TOLLWAY

MARCH, 2016

FIGURE 11.3.1.4

ILLINOIS TOLLWAY

RESERVED

MARCH, 2016

FIGURE 11.3.1.5

ILLINOIS TOLLWAY

~ PIER

BOTTOM OF BEAM OR GIRDER

3'-0"
MIN.

2'-6"
MIN.
1'-3"
3'-0" MINIMUM
5'-0" DESIRABLE
2"

3"

3'-0"
MIN.

5'
-0" MIN.

EDGE OF PAVEMENT

4'
-0" MIN.

2.0%

CURB AND GUTTER

(PER MAINTENANCE AGENCY)

*9" CURB HEIGHT

IS DESIRABLE

END ELEVATION

MEDIAN PIER FOR TOLLWAY

STRUCTURE OVER LOCAL ROAD

MARCH, 2016

FIGURE 11.3.1.6

ILLINOIS TOLLWAY

~ PIER
TO ABUT.

BOTTOM OF BEAM OR GIRDER

3'-0"
MIN.

6" MIN. (TYP.)

2'-6"
MIN.

10'-0" MIN.

EDGE OF
PAVEMENT

5'-0" MIN.

3'-6"

1:
2

MIN.

2%

6
:
1

4'
-0" MIN.

1
:
6

5'
-0" MIN.

2"

SIDEWALK

2% MAX
.

CURB AND GUTTER

(PER MAINTENANCE
AGENCY)

* 9" CURB HEIGHT

IS DESIRABLE

END ELEVATION

SHOULDER PIER FOR TOLLWAY

STRUCTURE OVER LOCAL ROAD
MARCH, 2016

FIGURE 11.3.1.7

ILLINOIS TOLLWAY

~ PIER

BOTTOM OF BEAM OR GIRDER

3'-0"
MIN.

2'-6"
MIN.

5'
-0" MIN.

2"

6" MIN. (TYP.)

3'-6"

EMBEDMENT

2'
-6"
MINIMUM

4'
-0" MIN.

MIN.

END ELEVATION

GRADE SEPARATION PIER DETAIL

(FOR USE WITH INTEGRAL ABUTMENT BRIDGE)
MARCH, 2016

FIGURE 11.3.1.8

ILLINOIS TOLLWAY

MARCH, 2016

END VI
EW

STREAM

2'
-6" M I
N.

MIN.

1'
-3" R

ELEVATI
ON

MIN.

FIGURE 11.3.2.1

2'
-6"

3" MIN.

ONLY WHEN

SEATS.
HYDROLOGICAL
DESIGN ENGINEER

REQUIRED FOR BEARING

ADDITIONAL WIDTH IS

* USE

CAP SECTI
ON

* OPTI
ONAL PI
ER

3" MIN.

VERIFIED BY

ELEVATION TO BE

4'-0"

CROSSI
NG FI
XED OR EXPANSI
ON PI
ER

BED

LINE

STREAM

FLOW

TOP PLAN

3'-0" MIN.

ILLINOIS TOLLWAY

~ PIER

BOTTOM OF BEAM OR GIRDER

3'-0"
MIN.

3"

2-6"

3"

MIN.

~ TRACK

1'-3"

END ELEVATION

3' MIN.

(
V:
H)

4' MIN.

1:
2

3'-6"

RAILROAD OWNER

VERIFY WITH

6"

T/RAIL

*
*

CLEARANCE TABLE
X

X > 25'-0"

0"

12' < X < 25'-0"

6'-0"

X < 12'-0"

12'-0"

*OBTAIN APPROPRIATE SLOPE FROM

THE RAILROAD

RAILROAD CROSSING PIER

MARCH, 2016

FIGURE 11.3.3.1

ILLINOIS TOLLWAY

 PIER CAP WIDTH

1" SAW CUT (TYP.)

6"

6"

6"

6"

EXISTING HORIZONTAL BARS SHALL

BE BLAST CLEANED TO GREY METAL,
STRAIGHTENED AND STRUCTURALLY

PLAN

INCORPORATED INTO THE NEW WORK

(COST IS INCLUDED WITH THE COST
OF "CONCRETE REMOVAL")
EXISTING PIER CAP

NEW PIER CAP

EXISTING
COLUMN

NOTE:
CROSS HATCHED AREAS
INDICATE CONCRETE REMOVAL.

ELEVATION

WIDENING EXISTING PIER CAP

MARCH, 2016

FIGURE 11.4.1

ILLINOIS TOLLWAY

 WALL WIDTH
1" SAW CUT (TYP.)

6"

6"

6"

6"

EXISTING HORIZONTAL BARS SHALL BE

BLAST CLEANED TO GREY METAL,
STRAIGHTENED AND STRUCTURALLY
INCORPORATED INTO THE NEW WORK

PLAN

(COST IS INCLUDED WITH THE COST

OF "CONCRETE REMOVAL")
EXISTING SOLID WALL
PIER OR CRASH WALL

NEW SOLID WALL

PIER OR CRASH WALL
EXTENSION

NOTE:
CROSS HATCHED AREAS
INDICATE CONCRETE REMOVAL.

ELEVATION

WIDENING EXISTING PIER WALL

MARCH, 2016

FIGURE 11.4.2

ILLINOIS TOLLWAY

STRUCTURE DESIGN MANUAL

SECTION 12.0 STRUCTURAL STEEL

12.1

General

The design and detailing of steel superstructures shall be in accordance with the
appropriate AASHTO Specifications and the provisions of Section 3.3 of the IDOT
Bridge Manual except as herein modified.
12.2

Design

Structural steel shall be AASHTO M270 Grade 50 (ASTM A709) unless otherwise
noted. Grade 70 steel may be used in areas of high stress, if this will result in a more
economical solution.
All horizontally curved structures not considered essentially straight and/or structures
with skews greater than 45 deg. shall be designed and/or checked using threedimensional analysis. If either type of structure is to be constructed in stages, the
beams in each stage shall be checked using three-dimensional analysis for stability,
and bending, shear and torsion stresses. For these conditions, the Designer shall
consider using a closer spacing (15- 20) for cross frames or diaphragms and the use of
bottom lateral bracing.
Generally, all shop connections shall be welded. All field connections shall be made
with -inch diameter zinc-coated, high-strength bolts per AASHTO M164 (ASTM A325),
and shall be designed as friction type connections.
In order to minimize fillet heights on steel structures, the beam or plate girder slopes
shall be changed at the splices to conform to the general configuration of the bottom of
the formed deck slab.
Plate girders shall be cambered for dead load deflection and vertical curve geometry
except where the resulting camber would be less than one inch.
Welded plate girder flange transitions shall be limited to twice the thickness of the
thinner plate.
Top of beam or girder web elevations at the center line of each splice and/or bearing
shall be shown on the framing plan.
Fracture critical details shall be identified in the plans.
Load carrying components including tension flanges, webs and splice plates shall
be designated NTR on the plans and shall conform to the AASHTO Impact Testing
Requirement, Zone 2.

March 2016

12-1

Illinois Tollway

STRUCTURE DESIGN MANUAL

12.3

Intermediate Vertical Stiffeners

Intermediate vertical stiffeners shall be a minimum of 7/16 inch thick and shall be
welded to the web with a -inch minimum continuous fillet weld. The distance between
the end of the stiffeners and the near edge of the web-to-tension-flange fillet weld shall
be no more than six times or less than four times the web thickness.
For plate girders with web depths equal to or smaller than 54 inches, it is preferable not
to utilize intermediate stiffeners. For plate girders with web depths larger than 54
inches, the web thickness may be increased to a maximum inch to eliminate or limit
the vertical stiffeners to only one or two locations per span beyond those provided for
cross frame attachments. The minimum web thickness of a plate girder shall be 7/16
inch.
12.4

Bearing Stiffeners

Bearing stiffeners need not be welded to either flange of rolled beams or plate girders,
except as hereafter indicated. They shall be milled on the bearing end and have a tight
fit at the other end.
On all skewed plate girders, or rolled beams with skews 45 deg. and larger and on all
horizontally curved beams and plate girders, the bearing stiffeners shall be welded to
both flanges where these stiffeners are used as connecting plates for cross frames or
diaphragms. Welding to the flanges shall be done with fillet welds on both sides of
stiffeners. The length of the fillet weld at the mill to bear end shall be the width of the
stiffener minus 1 inch ( inch at each end). The length of the fillet weld at the other end
shall be the full width of stiffener. The bearing stiffener plates at the junction of the
flanges and the web shall be clipped 1 inch horizontally and a minimum of 1 inch
vertically for rolled beams, or four times the web thickness plus the size of web-to-flange
fillet weld for plate girders.
12.5

Superstructure Diaphragms

12.5.1 End Diaphragms and Cross Frames at Expansion Joints

End diaphragms at expansion joints located over piers and/or abutments shall consist of
a thickened slab supported on an end diaphragm or cross frame as shown in the latest
IDOT Bridge Manual.
12.5.2 Diaphragms and Cross Frames at Expansion Bearings
Steel diaphragms and cross frames at expansion piers or abutments shall be designed
to allow for jacking on the diaphragm or cross frame for resetting, repair or replacement
of expansion bearings. If jacking cannot be performed on the end diaphragms, then
provisions shall be made in the design of the beam seats to allow jacking from directly
under the beam. The jacking loads and their locations shall be shown on the drawings.
The jacking loads shall be broken down into dead and live load components so the
Contractor has the option of jacking with or without the live load on the structure.

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12.5.3 Diaphragms and Cross Frames at Intermediate Points
The connecting plates for the cross frames and diaphragms located near the support
within a distance equal to twice the girder depth shall be welded to both flanges. This
requirement shall also apply to the cross frames and diaphragms in all other areas for
skewed and horizontally curved plate girders only. In these cases, flange stress shall
be investigated for fatigue under Category C.
Cross frames for horizontally curved plate girders and girders with skews greater than
45 deg. shall be designed and detailed with top and bottom chord members. The cross
frames shall be orientated in a straight line, and perpendicular to the fascia girders.
Cross frames shall not be staggered or placed parallel to the skew for horizontally
curved or heavily skewed structures.
For non-skewed girders, the connecting plates for the cross frames and diaphragms, in
all areas other than the areas near the supports, shall be welded to the compression
flange and undercut at the tension flange. The distance between the near edge of the
web-to-tension-flange weld and the end of the connecting plate shall be six times the
web thickness. Special consideration shall be given to the connections between floor
beams and the main girder for two-girder system bridges to prevent fatigue cracking in
the webs.
12.5.4 Diaphragms and Cross Frames Design Details
The calculated deflections of the primary beams under steel self-weight shall be used to
detail diaphragms, cross frames and lateral bracing connections, and to erect structural
steel such that the beams will be plumb within a tolerance of +/- 1/8 inch per vertical foot
throughout. This requirement shall be added as a note to the General Notes.
12.6

Table of Moments and Shears

To provide ready information for any future analysis of a structure and to provide the
reviewing agencies with a basis for checking of the design, all detailed bridge plans
shall include, as a part of said plans, a Table of Moments and Shears. Refer to the
latest IDOT Bridge Manual Section 3.1.12 for suggested table layouts.
12.7

Painting of Structural Steel

Painting of steel beams shall be performed in accordance with the applicable IDOT
GBSPs and All Bridge Designers (ABD) Memorandum 10.1. Desirable finish color is
Gray, Munsell No. 5B 7/1. If existing bridge structure contains finish colors that are
different than gray, then the Designer shall match this color as closely as possible. A
typical color on the Illinois Tollway system other than gray is interstate green with the
Munsell No. 7.5G 4/8. Shop Painting is used exclusively for new structural steel, field
painting of intermediate and finish coats is not allowed.

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12.8

Weathering Steel

Weathering steel may be considered for Illinois Tollway structures over railroads and
waterways. Illinois Tollway approval is required during preliminary stages of design.

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SECTION 13.0 PRECAST PRESTRESSED CONCRETE (PPC)

13.1

General

The design and detailing of PPC I-Beams and Bulb-T beams shall be in accordance
with the latest AASHTO LRFD Bridge Design Specification, Section 3.4 of the latest
IDOT Bridge Manual and IDOT All Bridge Designers Memorandum 15.2 except as
herein modified.
13.2

Design

Twenty-two PPC I-Beam and Bulb-T sections may be used on the Illinois Tollway
system. First is a standard 28-inch Illinois Tollway section. The next four are standard
36-inch, 42-inch, 48-inch and 54-inch IDOT I-Beams. The next two sections are 63-inch
and 72-inch IDOT Bulb-T beams. The next four sections are the 36-inch, 45-inch, 54inch and 72-inch Illinois Tollway Bulb-T beams. Refer to Illinois Tollway Base Sheets MBRG-509-520 for details. Finally, the eleven new IDOT IL-Beam shapes may also be
used on Illinois Tollway projects.
The prestressing strands used in PPC beam designs shall be either 0.5 or 0.6
diameter, low relaxation strands with areas of 0.153 or 0.217 square inches,
respectively.
In the design of continuous composite PPC structures, the superimposed dead load,
live load and impact stresses shall be computed on the basis of full continuity at the
interior supports.
Strand debonding may be considered to reduce the stresses developed at beam ends.
The locations of debonded strands shall adhere to the restrictions listed in IDOT All
Bridge Designers Memo 15.2, Manual for Fabrication of Precast Prestressed Products
2015 and Article 5.11.4.3 of the latest Interims to the AASHTO LRFD Bridge Design
Specifications.
The final compressive stress in the bottom flange of the PPC beams at piers for
continuous designs shall be calculated at the strand load transfer point (assumed to be
at the strand transfer length from the end of the beam) and the edge of bearing pad or
diaphragm.
Vertical stirrups are required at the ends of all prestressed beams to resist 6% of the
total initial prestressing force at 18 ksi located within a distance of of the beam depth
from the end of the beam. For 63-inch and 72-inch beams, the minimum stirrup
reinforcement shall be 5 pairs of #6 bars.
13.2.1 IDOT and 28 Illinois Tollway Beams
The 28-day concrete compressive strength for these prestressed beams shall be 6,000
psi and may be increased to a maximum of 7,000 psi. The higher strength, above 6,000
psi, shall be used only when economical. Concrete strengths at strand release shall be
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a minimum of 4,000 psi and a maximum of 5,200 psi.
The 28-inch I-Beam shall only be used where a proposed widening would require a
shallower section to preserve the existing vertical clearance. See Figure 13.3.1 for
beam details.
13.2.2 Illinois Tollway Bulb-T Beams
The 28-day concrete compressive strength for these prestressed beams shall be 6,000
psi and may be increased to a maximum of 8,000 psi. The higher strength, above 8,000
psi, shall be used only when economical and requires Illinois Tollway approval.
Concrete strengths at strand release shall be a minimum of 4,000 psi and a maximum
of 6,800 psi. The maximum number of 0.6 diameter draped strands shall be 8.
See Figure 13.2.2.1 for maximum lengths of Illinois Tollway Bulb-T PPC Beams.
13.2.3 IDOT IL-Beams
On March 3, 2015, IDOT issued All Bridge Designer Memorandum 15.2, which details
eleven new PPC beam sections with six beam depths of 27, 36, 45, 54, 63 and 72
inches. These beams may be selected for use on Illinois Tollway bridges.
13.2.4 PPC U-Beams
U-Beams may be considered for bridge sites that require longer spans, curved
alignments, reduced number of girders and piers, aesthetic appearance, fast fabrication
and easy maintenance. Shipping and picking weights, transportation route, temporary
supports, and other site-specific constraints are some important considerations when
using U-Beams. Post-tensioned Spliced U-Beams can be a viable option compared to
segmental construction. No specialty contractor, fabricator or equipment is required,
fewer splices are needed, they provide better redundancy with multiple webs, and
standard girder shapes and non-integral decks can be used.
The design and detailing of PPC U-Beams shall be in accordance with the latest
AASHTO LRFD Bridge Design Specification. Both Pre-tensioned and Post-tensioned
PPC U-Beams are allowed on the Illinois Tollway System. Three Pre-tensioned (48inch, 60-inch or 72-inch depths) and Two Post-tensioned Spliced (72-inch or 84-inch)
sections can be used.
Refer to Illinois Tollway Special Provisions for Design and Erection of U-Beams,
Addendum to Manual for Fabrication of Precast Prestressed Concrete Products and
Illinois Tollway Base Sheets M-BRG-522, M-BRG-523 and M-BRG-524 for details.
13.3

Details

At all piers supporting continuous spans for beams other than IL-Beams, a minimum of
two #8 bars for I-Beams and three #8 bars for Bulb-T beams shall be added to the
bottom flange, projecting beyond the beam end in accordance with the details shown in
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Section 3.4 of the latest IDOT Bridge Manual. For IL-Beams, a minimum of 8
prestressing strands shall extend beyond the beam end at piers. See the latest IDOT
and Illinois Tollway Base Sheets.
When beams exceed 100 feet in length, the Designer shall verify that a precaster,
certified by the Precast Prestressed Concrete Institute (PCI) will be capable of
fabricating and transporting the beams to the bridge site within the project schedule.
When PCC Bulb-T beams are used for spans in excess of 120 feet, calculations shall
be provided for the lateral stability of the beams during shipping, handling, and erection
and shall be submitted to the Engineer for approval. The calculations shall be sealed
and signed by an Illinois Licensed Structural Engineer.
In order to limit the damage to the top flanges of the PPC Bulb-T beams during deck
replacement projects, IDOT issued All Bridge Designers (ABD) Memorandum No. 12.2.
The content of this memorandum shall be incorporated into design of PPC Bulb Teebeam structures, and as modified for the Illinois Tollway Bulb-T beams.
13.4

Table of Moments and Shears

To provide ready information for any future analysis of a structure and to provide the
reviewing agencies with a basis for checking of the design, all detailed bridge plans
shall include a Table of Moments and Shears. See Section 3.1.12 of latest IDOT Bridge
Manual for an example of a moment and shear table for PPC I-Beams.
13.5

Superstructure Diaphragms

13.5.1 Abutment (End) Diaphragms

End Diaphragms at expansion abutments shall consist of a thickened deck slab as
shown on the latest IDOT Base Sheets.
End Diaphragms at integral abutments shall be as shown on the latest IDOT Base
Sheets.
13.5.2 Pier Diaphragms
Fixed piers shall be attached to the superstructure by full-depth diaphragms using the
details shown in the latest IDOT Base Sheets. Expansion piers shall be separated from
the superstructure by partial depth diaphragms and expansion bearings as shown in the
latest IDOT Base Sheets and Illinois Tollway Base Sheets M-BRG-510 through M-BRG520 for Illinois Tollway Bulb-T beams.
Double expansion piers shall be separated from the superstructure by thickening the
deck slab on each side of the joint as shown in the latest IDOT Base Sheet and Illinois
Tollway Base Sheets M-BRG-510 through M-BRG-520 for Illinois Tollway Bulb-T
beams.

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The design of diaphragms at expansion joints shall include provisions to allow jacking
on the diaphragms to lift the beam ends for resetting, repair or replacement of bearings.
If jacking cannot be done on the end diaphragms, provisions shall be made in the
design of the beam seat to allow jacking from directly under the beam. The jacking
loads and their locations shall be shown on the drawings. The jacking loads shall be
broken down into dead and live load components so the Contractor has the option of
jacking with or without the live load on the structure.
The Illinois Department of Transportation (IDOT) issued All Bridge Designers (ABD)
Memorandum 10.3 entitled Revised and Construction Policies for PPC I-Beams and
Bulb T-Beams on June 15, 2010, which has now been incorporated into the 2012 IDOT
Bridge Manual. This Memorandum implemented three changes to address positive
restraint moments at the bottom of beams due to the time dependent effects of creep
and shrinkage.
13.6

Handling, Storage and Transportation of Beams

All handling, storage and transportation of PPC Beams shall be in accordance with the
latest version of Manual for Fabrication of Precast Prestressed Concrete Products,
Section 3.6 except as herein modified. All designers shall include these provisions in
the contract documents.
IDOT requires that all PPC I-Beams and Bulb T-Beams on continuous structures shall
be a minimum of 45 days old before they are permitted to be shipped to the job site.
This waiting period combined with a typical minimum timeframe of 15 days from delivery
to casting of the deck results in a period of 60 days minimum between casting of the
beam and placing of the concrete deck. In addition, G6 hook bars are provided at the
beam ends made continuous over piers using a cast-in-place concrete diaphragm.
These requirements are intended to mitigate the loss of contact between the bottom
flange of the beams and the diaphragm over the pier as well as other design and
construction problems caused by beam creep, shrinkage, shortening and camber.
The Illinois Tollway allows the Contractor to ship beams to the site on or after the 5th
calendar day after the beam is cast if the beam has attained the specified strength.
For I-beams and T-beams on multi-span, continuous structures (beams with G6 bars),
the casting of the deck and continuity diaphragm shall not occur prior to 60 calendar
days after casting of the youngest beam. At structures with beams exceeding 99 feet in
length and supported on bearing assemblies, the beams may be placed on bearings
upon delivery, but the bearings shall be reset after the 60 th calendar day after beam
casting. Repositioning of the beams on the bearings or resetting of bearings after the
60th calendar day shall be at the Contractors expense at no additional cost to the Illinois
Tollway.
13.7

Spliced Girders

13.7.1 Introduction
A Spliced Girder is precast prestressed or post-tensioned concrete, fabricated in several
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long girder segments that are assembled into a single girder in the final bridge structure.
Spliced Precast Girders are either conventional Bulb-T or PPC U-Beam shapes that are
extended to the 160 to 300 foot span range. Spliced girders have been used to extend
spans and/or reduce construction depth.
Spliced girders use constant depth or haunched sections, or a combination of the two,
to achieve the spans necessary to satisfy design requirements.
While considering this bridge type in the Bridge Type Study prior to TS&L preparation,
designers shall survey fabricators to determine if there is capability to fabricate the
beams cost effectively and the beams can be shipped to the project site.
13.7.2 Design
The design shall include evaluation of the time dependent effects of creep, shrinkage
and relaxation on moments, shears and deflections and the effects of sequential
construction steps. The method of construction assumed for the design shall be shown
in the contract documents. All supports required prior to the splicing of the girder shall
be shown on the contract documents, including elevations and reactions. The stage of
construction during which the temporary supports are removed shall also be shown on
the contract documents. Spliced girders shall not be considered as segmental
construction for the purpose of design.
The design shall meet the requirements of the latest AASHTO LRFD Bridge Design
Specifications. Other sources of design assistance are:
The latest edition of the Prestressed Concrete Institute (PCI) Bridge Manual
The latest edition of the PostTensioning Institute (PTI) for Post-Tensioning and
Grouting of Tendons
The latest Florida Department of Transportation (FDOT) Specifications for the
Design and Construction of Spliced I-Girder Bridges
National Cooperative Highway Research Program (NCHRP) Report 517,
Extending Span Ranges of Precast Prestressed Concrete Girders
13.7.3 Splices and Splice Locations
Splices shall meet both serviceability and strength requirements.
13.7.4 Pretension Strand Size and Strength
Strands shall not have an area greater than 0.217 square inches, which corresponds to
a 0.6-inch diameter and ultimate strength of 270 ksi.
13.7.5 Tendon Layout
The vertical alignment of post-tensioning tendons, if provided, shall be kept as simple as
possible. The ducts shall be centered in the web.

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13.7.6 Camber and Geometry Control
Vertical alignment control is achieved by chording the individual segments between
splices and supports as required to compensate for short and long term deflections and
to achieve the required vertical geometry. Fillets shall vary and minimum fillets shall be
provided as for standard girder structures. Fillet weights shall be accounted for in
design.
13.7.7 Creep Redistributions of Forces and Moments
Creep is the continued shortening of concrete members subjected to permanent
compressive forces starting from the application of the prestress load till some 30 years
later. These effects shall be accounted for in the design.
13.7.8 Elastic Shortening Losses
These losses occur when prestressing and post-tensioning forces compress and thus
shorten the concrete member and consequently decrease the forces in them. These
losses shall be accounted for in the calculation of prestressing forces. However, the
reverse occurs as well and the increase in prestressing forces because of these gains
shall also be accounted for.
13.7.9 Live Load Deflections
Live load deflections shall be according to Article 5.1.
13.7.10 Diaphragms
Permanent concrete diaphragms shall be provided at abutments, piers and splices.
Temporary steel diaphragms shall be provided for stability of the beams during
construction.

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Maximum Lengths for Single Span Illinois Tollway Bulb-T PPC Beams
Beam Spacing
(ft)

36 Deep
Beam

45 Deep
Beam

54 Deep
Beam

72 Deep
Beam

4.5

104

123

139

169

5.0

101

119

135

165

5.5

98

117

132

162

6.0

96

114

129

158

6.5

94

111

126

155

7.0

93

110

124

152

7.5

91

107

121

148

8.0

87

103

119

146

8.5

85

101

116

143

9.0

84

99

114

141

The maximum spans provided in the table above were calculated based on the
following design parameters:
1. Live Loads consist of Design Truck IL-120, Design Truck HL-93, Design Lane and Design
Tandem loading, following requirements of Article 1.2 of this Manual.
2. Dead loads consist of self-weight of the Bulb-T beams, 2 thick fillet, 8 thick concrete deck,
50-psf future wearing surface and 200 plf of superimposed dead load to account for the 42
F-Shape concrete parapet shared by 3 beams.
3. Compressive strengths of 4,000 psi and 8,000 psi used for the bridge deck and BT-beam,
respectively. The BT-Beam concrete strength was assumed to be 6,800 psi at the release.
4. The strands have a 0.60-inch diameter and ultimate strength of 270 ksi. The maximum
numbers of straight and draped strands are 36, 40, 42 and 48 for the 36, 45, 54 and 72
deep BT-Beams, respectively.
5. For two-equal span bridges, the maximum span lengths presented in the table above may
increase by approximately 5% to 10% due to continuity at the center support.
6. Debonded strands meeting the requirements of AASHTO and IDOT have been used.

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SECTION 14.0 BEARINGS

14.1

General

Bearings shall be designed and detailed in accordance with Section 3.7 of the latest
IDOT Bridge Manual except as amended herein. Only High Load Multi-Rotational
(HLMR), elastomeric, low profile steel rocker bearings (fixed) and rocker plates are
acceptable types. Sliding plate bearings shall not be used.
Elastomeric bearings are generally used with precast prestressed concrete (PPC) beam
and steel beam or girder spans having moderate load and movement requirements.
Elastomeric bearing assemblies are divided into three types according to the expansion
lengths which they will accommodate.
Low profile rocker bearings shall be used as fixed bearings to support PPC beams at
fixed piers or fixed abutments with joints. See IDOT Base Sheets PI-2F and PI-2FB for
details.
Only fabric or unreinforced elastomeric pads shall be used to support PPC beams at
integral abutments.
Low profile rocker bearings shall be used as fixed bearings in combination with
elastomeric types I, II and III expansion bearings to support steel spans. See Figure
3.7.1.2-1 in the latest IDOT Bridge Manual for details.
Rocker plates shall be used to support steel beams or girders at integral abutments.
See Figure 3.7.1.2-2 in the latest IDOT Bridge Manual for details.
Only HLMR bearings shall be used to support concrete (segmental or CIP box girders)
or steel structures on curved alignment. They may also be used for concrete or steel
structures on tangent alignments with high dead load reactions and skew angles and
expansion lengths greater than 40 and 450 ft., respectively.
On steel bridge widening projects where the new deck is structurally tied to the existing
and the extended substructure is discontinuous, the bearings for the new beams or
girders resting on the discontinuous portion of the substructure shall be of the HLMR
bearing type.
A detail showing the centerline of the bearing over the centerline on the substructure
unit and the orientation of the bearing for erection temperatures above and below 50
degrees Fahrenheit shall be provided on the plans.
14.2

Design

Elastomeric and low profile steel rocker bearings including anchor bolts and pintels shall
be designed and detailed in accordance with Section 3.7 of the latest IDOT Bridge
Manual. HLMR bearings shall be designed and detailed by the Designer in accordance
with Section 3.7.5 of the latest IDOT Bridge Manual. Inverted Pot Bearings shall not be
used.
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14.2.1 Elastomeric Bearings
When designing elastomeric bearings, the procedures described and detailed in the
IDOT Bridge Manual shall be used. The AASHTO Method B procedure is cost
prohibitive for typical Illinois bridges given the lengthier design procedure and the
extensive testing required to verify this bearing design.
The current testing
requirements in IDOT Standard Specifications are not sufficient to ensure an acceptable
bearing designed by AASHTO Method B.
Pintels and sole plates bonded to elastomeric bearings shall be Type 304 stainless steel
conforming to the requirements of ASTM A666 when under an expansion joint. Pintels
and sole plates bonded to elastomeric bearings not under an expansion joint shall be
galvanized in accordance with AASHTO M232 (ASTM A153). Bearing plates and shear
studs embedded in PPC beams shall conform to the requirements of AASHTO M270
(Grade 36) and Article 1006.32 of the latest IDOT Standard Specifications. The bearing
plates and shear studs shall be hot dipped galvanized after fabrication, in accordance
with AASHTO M232 (ASTM A153).
Masonry and side retainer plates or equivalent rolled shapes shall conform to the
requirements of AASHTO M270 (Grade 36). Side retainers and anchors shall be hot
dipped galvanized after fabrication in accordance with AASHTO M232 (ASTM A153).
14.2.2 Low Profile Steel Rocker Bearings (Fixed Only)
Pintels, plates and rolled shapes shall conform to the requirements of AASHTO M270
(Grade 50). Rocker bearings including sole plates, pintels, masonry plates and anchors
shall be hot dipped galvanized after fabrication in accordance with AASHTO M232
(ASTM A153).
14.2.3 High Load Multi-Rotational Bearings
All bearing plates and rolled shapes shall conform to the requirements of AASHTO
M270 (Grade 50). Prior to shipment, the exposed edges and other exposed portions of
the structural steel bearing plates shall be cleaned and painted in accordance with
Section 506 of the IDOT Standard Specifications. Painting shall be with the paint
specified for shop painting of structural steel. During cleaning and painting, the
stainless steel, TFE sheet and neoprene shall be protected from abrasion and paint.
It is the designers responsibility to also verify the HLMR bearing dimensions and
geometry with producers who are approved by IDOT to provide bearings. The overall
bearing height and plate thicknesses stated on the Contract Plans shall be chosen such
that more than one producer is capable of bidding on the project.

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If the service lateral design load is greater than 10%, but less than or equal to 20% of
the design vertical load, a larger HLMR bearing may be selected based upon the lateral
load. When service lateral design load exceeds a threshold value of 20% of the vertical
design load, the designer shall not select a larger HLMR bearing to satisfy the lateral
load. Rather, designers shall select a HLMR bearing size based on the vertical design
load and the fabricator shall be responsible for modifying any necessary components of
the bearing to meet the lateral load requirement. The contract documents shall specify
the responsibilities of the fabricator.

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SECTION 15.0 CONCRETE BRIDGE DECKS, PARAPETS AND

BARRIERS
15.1

New and Replacement Decks

Cast-in-place, reinforced concrete decks supported on beams or girders shall be

designed in accordance with the latest AASHTO LRFD Bridge Design Specifications,
Section 3.2 of the latest IDOT Bridge Manual and IDOT A.B.D. Memo 15.2 except as
herein modified. The slab thickness shall be 8 inches for new and replacement bridges.
On the Illinois Tollway System, minimum bridge widths shall match the approach
roadway, including pavement lane widths, shoulder widths and gutters, and shall be in
accordance with the latest Roadway Design Criteria. The bridge shoulder width shall
equal the approach roadway shoulder width plus approach roadway gutter width.
Shoulder widths on long curved bridges shall be increased if necessary to provide
required stopping sight distances. If an overlay is specified, it shall not be considered
structural for composite section properties.
On bridge replacement or full deck replacement projects for mainline bridges and
flyover ramps under the Illinois Tollway jurisdiction that provide direct access to the
Illinois Tollway, concrete type shall be determined in accordance with the following
policy:

Performance Mix Concrete, fc=4,000 psi min. shall be used for bridge decks and
diaphragms.

BS Concrete, fc=4,000 psi min. shall be used for bridge parapets.

Cross Road Bridge deck thickness, deck geometry and material property will depend on
the Inter-Governmental Agreement (IGA). The above specified conditions shall be used
if ownership of the bridge deck is under Illinois Tollways jurisdiction.
15.2

Existing Deck Widenings and Repairs

For widenings, partial replacements or repairs of existing decks, the deck thickness
shall match the existing deck thickness. The top reinforcement bars in the new deck
portion shall be placed at the same level as the existing deck bars. The proposed deck
widenings shall be designed using the design specifications used for the existing deck
in accordance with Section 3.2 of the latest IDOT Bridge Manual. Full bar lap splice
shall be provided between the old and new reinforcement bars at the longitudinal
construction joint. When the length of the existing reinforcement projecting beyond the
construction joint is insufficient to develop a full lap splice, the mechanical splice detail
shown in Figure 15.2.1 shall be included in the plans.
When overlaying an existing bridge deck, scuppers shall be adjusted to match the new
top of overlay elevations.

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Partial depth deck removal and replacement is considered to retain original design
capacities. Thus, in both the longitudinal and transverse direction the new concrete
overlay is considered to act compositely with the remaining deck and no reduction in
deck live load capacity is considered. Additionally, an increase in wearing surface
thickness above the original thickness of the deck is not considered to increase capacity
in either the transverse or longitudinal direction. In the longitudinal direction the live load
capacity of supporting members shall be reduced by the dead load from the additional
overlay thickness.
15.3

Cross Slopes

15.3.1 Tangent Sections

15.3.1.1

New, Replacement and Widened Decks

The cross slopes of new, replacement and widened decks shall match that of the
approach roadway and/or shoulders. A Design Deviation is required for cross slopes not
matching the approach roadway and shoulders.
15.3.1.2

Overlays

For bridges on tangent sections, the cross slopes of the proposed bridge deck overlay,
shall match the existing cross slopes; however, the capacity of the existing beams or
girders shall be checked. For bridges carrying Illinois Tollway traffic that do not have
adequate capacity to carry the IL-120 Design Truck at Inventory Level and for other
bridges that do not have adequate capacity to carry the AASHTO Design Loading at
Operating Level, the following criteria shall be followed:

For longitudinal grades of 0.3% or less, the minimum cross slope required shall
be 1.5% for all lanes.

For longitudinal grades between 0.3% and 1%; a minimum cross slope of 1% for
each lane immediately adjacent to the crown line is acceptable, although not
desirable. A minimum cross slope of 1.5% is still required for all other lanes.

For longitudinal grades greater than 1%; a minimum cross slope of 1% is

acceptable for all lanes, although 1.5% is desirable.

Maximum cross slope for traveled lanes shall be 2.5% and for shoulders shall be
4%.

These criteria apply only to bridge deck overlays and their purpose is to minimize the
overlay thickness, while providing a reasonably smooth surface with adequate ability to
drain for the safety as well as the comfort of the traveling public. The transition to these
cross slopes shall be completed on the roadway, transition slab and roadway shoulder,
not on the bridge deck or approach slab.

March 2016

15-2

Illinois Tollway

STRUCTURE DESIGN MANUAL

15.3.2 Superelevated Sections
Superelevation Transitions shall not be located on bridges and approach slabs. See
Article 6.3.7.
15.3.2.1

New and Replacement Decks

When a superelevated horizontal curve is located within the limits of a bridge and its
approach slabs, the bridge deck and approaches shall be sloped at a constant rate. The
approach slab and bridge deck shall be planar. The transition in the approach shoulder
break shall occur in the transition slab and roadway shoulders at no greater than a 0.5%
relative gradient.
15.3.2.2

Deck Widenings and Overlays

For bridges on superelevated sections, the minimum cross slope required for deck
sections shall equal the original design superelevation rate unless the deck is to be
replaced.
The procedure for Preparing Profile Worksheets for Bridge Deck Overlays and
approach pavement profile transitions is detailed in Article 18.2 of this Manual. See
Article 15.3.1.2 for additional requirements for overlays.
15.4

Reinforcement Bars

The top and bottom longitudinal and transverse bars shall not be lapped at the same
locations in the deck, except at staged construction joints. Transverse bars shall be
lapped at the locations shown in Figure 15.4.1.
On PPC structures made continuous for live load and superimposed dead loads, the
additional longitudinal reinforcement bars over the piers shall be designed and checked
for fatigue in accordance with the latest AASHTO Specifications and IDOT Bridge
Manual. These are the only deck reinforcement bars that need to be checked for
fatigue. The additional longitudinal reinforcement shall be placed in the top and bottom
of the deck between the #5 bars over the piers for the full width of the superstructure
including portions of the deck under parapets, sidewalks, raised medians and median
barriers.
Two minimum bar lengths are required for these additional bars; the shorter bars shall
be 80% or less of the longer bar. This staggering of bars will help minimize transverse
cracking at bar terminations.
On bridge replacement projects for mainline bridges and flyover ramps under Illinois
Tollway jurisdiction that provide direct access to the Illinois Tollway, the use of stainless
steel reinforcement bars shall be considered. Specifications for stainless steel
reinforcement are available from the Illinois Tollway upon request. Stainless steel
reinforcement bars are limited in use to bridge deck, parapet walls and beam end
diaphragms. The rest of the structure shall use epoxy coated rebar. Stainless steel
reinforcement bars shall not be considered for the cross road bridge structures.
March 2016

15-3

Illinois Tollway

STRUCTURE DESIGN MANUAL

15.5

Parapets and Barriers

15.5.1 Parapets and Barriers on Structures

The 42" F-Shape shoulder and median barrier sections shall be used on all structures
carrying Illinois Tollway mainline and ramp traffic. Cross roads and all other structures
shall be per jurisdictional agencys requirements. If the jurisdictional agency has no
requirements, 42 F-Shape shoulder and median barrier sections shall be used.
The tops of back-to-back median barriers shall be constructed to the same elevation. To
provide for differences in vertical elevations of the individual decks at the centerline of
the Illinois Tollway, it will be necessary to increase the height of one barrier. This shall
be done as shown in Figure 15.5.1.2 for the 42 F-Shape Median Barrier. Also, see
Figure 15.5.1.1 for 42 F-Shape Median Barrier Details when there is no elevation
difference.
When a raised median curb is required on structure, the shape of the curb face, the
height and the overall width are to match those of the approach roadway.
Reinforcement for parapets and barriers on structures carrying Illinois Tollway traffic or
over Illinois Tollway traffic shall meet the requirements of AASHTO LRFD Bridge Design
Specifications for TL-5 vehicle impact loading. These details shall be used for all 42
barrier walls and parapets mounted on moment slabs, approach slabs and bridge decks
carrying Illinois Tollway traffic. Impact loading requirements for bridges not carrying or
over Illinois Tollway traffic shall be coordinated with the agency responsible for the
roadway.
The following revisions from the IDOT Bridge Manual Figure 3.2.4-4 shall be
implemented. These revisions shall replace the provisions of IDOT All Bridge Designers
Memorandum 14.1.

The #4 horizontal bars in the parapet shall be increased to #5 bars.

The 11 spacing of the #5 front face vertical reinforcement bars shall be reduced
to 7.

The Designer shall also verify the bridge slab and approach slab capacity at the junction
with the parapet and barrier wall.
Although these design details are governed by end impact, at parapet ends and joints,
these revisions apply to the full length of the 42 parapet and barrier wall. See Figure
15.5.1.3.
1/8 aluminum parapet joints required at piers, abutments and other locations specified
in the latest edition of the IDOT Bridge Manual shall be detailed according to Figure
15.5.1.4.

March 2016

15-4

Illinois Tollway

STRUCTURE DESIGN MANUAL

15.5.2 Roadside Barriers
All rigid roadside barriers adjacent to an Illinois Tollway roadway when the barrier is not
located on a structure (bridge or retaining wall) shall be designed to meet the AASHTO
LRFD Bridge Design Specifications for TL-4 impact loading. See Illinois Tollway
Standard Drawing C3. Note that the minimum installation length for Single Face
Reinforced Concrete Barrier is 25. If a shorter installation or different configuration is
needed, the Designer shall design the barrier for TL-4 impact loading by varying the
footing size and/or the reinforcement. The same design methodology shall be used as
outlined in Article 22.14. The magnitude of Equivalent Static Force used to check for
sliding and overturning shall be 10 kips.
The details shown in Illinois Tollway Standard Drawing C3 can be used with or without
fill material behind the barrier. The use of single face barrier wall along a shoulder taper
shall be as shown in the Illinois Tollway Traffic Barrier Guidelines.
15.6

Longitudinal Joints

When the distance between the fascia girders exceeds 90 feet, the deck shall be split
with an open joint. The joint may be located in parapet sections or in a raised median.
Joints in a raised median curb shall be sealed using a 1-3/4 inch preformed joint seal.
The open joint is not required if the deck is staged and the total width of the staged
pours is less than or equal to 120 feet.
The Illinois Tollway prefers not to utilize open or sealed longitudinal joints unless they
are located along the center line of the main line between the median barriers on each
side of the joint. Details of a sealed joint are shown on Figure 15.6.1.
Longitudinal construction joints between the edges of shoulders shall not be used
unless they fall on a lane line and are located at a distance greater than of the beam
spacing from the centerline of any beam (within the middle half of the beam spacing).
15.7

Bridge Mounted Lighting

The Designer shall identify the location and size of all embedded conduits, expansion
fittings and junction boxes on the structural drawings and reference the roadway
electrical drawings for details.
Shoulder and median mounted light pole details for the 42 F-Shape barrier are shown
in Figures 15.7.1 through 15.7.7.
15.8

Slipform Parapet

Slipforming may be used to construct the parapets shown in plans. Slipforming shall be
done in accordance with the latest IDOT Guide Bridge Special Provision #61,
Standard Base Sheet SFP 34, 42 and All Bridge Designers (ABD) Memoranda 12.4
for slipforming of Parapet Option. If one of the conditions from the ABD Memo 12.4
which would exclude slipforming is met, a note shall be added to the plans indicating

March 2016

15-5

Illinois Tollway

STRUCTURE DESIGN MANUAL

that slipforming of the parapet is not permitted.
15.9

Deck Pouring Sequence

A deck pouring sequence shall be provided in the Contract plans for all new and
existing steel superstructures on curved alignment and those with continuous or simple
span lengths of 150 feet or greater. The same shall be provided for tangent steel
superstructures with a skew angle greater than 40 deg., regardless of the type of span
or length. In addition, the concrete for the bridge deck shall be placed parallel to the
skew when it is greater than 40 deg.
Special care shall be taken when construction staging reduces the width of the pour in
relation to span length and/or the number of beams or girders to three or less, in the
initial stage, the superstructure framing shall be checked for stability and out of plane
displacements and rotation.
Required pouring sequences shall consider the impacts to the project schedule and the
design project schedule shall include the time required to comply with the required
pouring sequences shown on the plans. Wherever possible the number of required
pours shall be minimized to allow the Contractor to complete deck pours in a minimum
time and avoid waiting 72 hours between pours. The numbering of the pouring
sequence sections shall be duplicated whenever possible rather than using separate
numbers for each segment. For example, all positive moment pours could be one (1)
and all negative pours could be two (2). Reasonable production rates in the bridge area
for deck pours shall be considered.
See Article 7.1.3 for the note to be included in the plans.
15.10

Closure Pour

On stage constructed bridges where the differential deflection between adjacent stages
is 2 or greater, and it is not feasible or economical to use a deeper or stiffer beam or
girder section, a closure pour shall be considered. Closure pours will be considered by
the Illinois Tollway on a case-by-case basis.

March 2016

15-6

Illinois Tollway

4" MIN. PROJECTION

LONGITUDINAL BONDED CONSTRUCTION

FOR EXISTING BARS

JOINT SHOWN IN THE PLANS

MECHANICAL SPLICERS

EXISTING BARS

NEW EPOXY COATED #5 BARS

MECHANICAL SPLICE DETAIL

NOTE:PPC BEAM SHOWN, STEEL BEAM SIMILAR

MARCH, 2016

FIGURE 15.2.1

ILLINOIS TOLLWAY

MARCH, 2016

~ BRIDGE
1'-6''

LIMITS OF " OPEN JOINT

"

NOTES:

3"

9"

1. PPC BEAM SHOWN,

STEEL BEAM SIMILAR
2. ALL FORM MATERIAL
SHALL BE REMOVED
FROM OPEN JOINT

5"

"

2'
-8"

BONDED CONSTR. JOINT

(OPTIONAL)
2'
-8"
7" 1
3"

1 "

7" 3" 1

9 "

FIGURE 15.
5.
1.
1
ILLINOIS TOLLWAY

BONDED CONSTRUCTION JOINT

4''

"

(MANDATORY)
1

1 " MIN.

1"

"

DRIP NOTCH

(FULL LENGTH)

THIS DIMEMSION SHALL INCREASE BY THE THICKNESS OF THE PROPOSED OVERLAY

F-SHAPE MEDIAN BARRIER DETAILS

(NO ELEVATION DIFFERENCE)

NOTES:
1. PPC BEAM SHOWN,
STEEL BEAM SIMILAR
2. ALL FORM MATERIAL
SHALL BE REMOVED
FROM OPEN JOINT

~ BRIDGE
VARIES 9" MIN.2
VARIES 3"' MAX.2
5"

1'-6''
"

2'
-8"

"

VARIES 2
1 3" 7"

2'-10'' MAX.

3"

1 "

7"

2'-8'' MIN.

1"

4''

1 "

DIFFERENCE

MIN.

ELEVATION
1 THIS DIMENSION SHALL
INCREASE BY THE

"

THICKNESS OF THE

F-SHAPE MEDIAN BARRIER DETAILS

PROPOSED OVERLAY

(ELEVATION DIFFERENCE OF 2'' OR LESS)

2 FACE SLOPE SHALL BE

3"
1'-6''

5"

HORIZONTAL TO
2'-8'' VERTICAL RATIO.

"

3"

1 "

7"

1 3" 7"

2'
-8"

2'
-8"

"

9"

VARIES

AT CONSTANT 3"

~ BRIDGE

ELEVATION
4''
"

1 "

1"

MIN.

DIFFERENCE

F-SHAPE MEDIAN BARRIER DETAILS

(ELEVATION DIFFERENCE GREATER THAN 2'')

MARCH, 2016

FIGURE 15.5.1.2

ILLINOIS TOLLWAY

1" CL.
(MIN.)
F-SHAPE
PARAPET

#5 e1(E) (TYP.)
#5 d1(E) AT 7"

1 "

3'
-6"

#5 d(E) AT 7"

#8 e(E)

PARAPET REINFORCEMENT

MARCH, 2016

FIGURE 15.5.1.3

ILLINOIS TOLLWAY

2'-0"
10"

2" 8"

3"

NOTE:
COST OF ANCHOR BOLTS IS INCLUDED IN

~ LIGHT

THE COST OF CONCRETE SUPERSTRUCTURE

POLE

PAY ITEM. 2"} PVC CONDUIT SHALL BE

CL.

1 "

PAID FOR SEPARATELY.

2"} PVC CONDUIT

(TYP.)

1'
-3"

1"
15"} BOLT CIRCLE

10 "

2'
-6"

CL.

1'
-3"

1"} ANCHOR BOLT (TYP.)

16" x 16" BASE `

(BY OTHERS)
10"
GALVANIZED LOCKNUT

2'
-3"

1'-4"

2'
-0"

PLAN

1'
-0"

& WASHER

GALVANIZED
GALVANIZED

7"

THREAD

*d(E)
*e(E)

4'
-5"

LEVELING NUT
& WASHER

2'
-0"

3'
-0"

1'-3"

BAR e (E)

1" DIA. ANCHOR BOLT

(ASTM F 1554 GRADE 105)
2'-0"

BAR d (E)

*SEE FIGURE 15.7.2 FOR SIZE AND NUMBER OF BARS REQUIRED

SHOULDER MOUNTED LIGHT POLE DETAILS
FOR F-SHAPE BARRIER

MARCH, 2016

FIGURE 15.7.1

ILLINOIS TOLLWAY

THREAD AND CAP END OF CONDUIT. WHEN READY

FOR WIRING REPLACE CAP WITH BUSHING
10"} ALUMINUM POLE
10"

1'-2"

(BY OTHERS)
VIBRATION WASHER (BY OTHERS)

3"

1" BASE ` (BY OTHERS)

10"
" VIBRATION ISOLATION PAD (BY OTHERS)

7"

2"

LEVELING ` (BY OTHERS)

STAINLESS
STEEL MESH
2

1"} X 5'-7" ANCHOR BOLTS

PROVIDE 2 FLAT WASHERS,
2'
-8"

7-#6 e(
E) BARS

1 LEVELING NUT & 1 LOCKNUT

3-#6

WASHERS MUST BE GALVANIZED.

SEE FIGURE 15.7.1 FOR
ANCHOR DETAIL.

d(E) BARS

2"} PVC CONDUIT

8 "

FOR EACH BOLT. ALL NUTS &

2"

10"

SECTION A-A
1 SEE FIGURE 15.7.1 FOR DETAILS OF d(E) AND e(E) BARS
2

STAINLESS STEEL STANDARD GRADE WIRE CLOTH TYPE 304, 4 x 4 MESH , 0.047'' WIRE DIAMETER.

SHOULDER MOUNTED LIGHT POLE DETAILS

FOR F-SHAPE BARRIER

MARCH, 2016

FIGURE 15.7.2

ILLINOIS TOLLWAY

3'-0"

MEDIAN BARRIER

3" 5"

TOE OF NORTHBOUND

9"

CL. (
TYP.
)

9"

1 "

1 "

3"

MEDIAN BARRIER

TOE OF SOUTHBOUND

5"

1'
-3"

15"} BOLT CIRCLE

16"x 16" BASE ` (BY OTHERS)

2'
-6"

10 "

~ LIGHT POLE (BY OTHERS)

1"} ANCHOR BOLT

1'
-3"

(TYP.)

A
8"

10"

1 "

3"

2"} PVC CONDUIT

(TYP.)
NOTES:
"

"
1. COST OF ANCHOR BOLTS IS

INCLUDED IN THE COST OF

d(E)

CONCRETE SUPERSTRUCTURE
e(E)

PAY ITEM. 2"} PVC SHALL

BE PAID FOR SEPARATELY.
3"

1"

~ TOLL HIGHWAY
2. SEE FIGURES 15.7.5 AND
15.7.6 FOR SECTION A. SEE

TOP PLAN

FIGURE 15.7.7 FOR VIEW B.

MEDIAN MOUNTED LIGHT POLE DETAILS

FOR F-SHAPE BARRIER

MARCH, 2016

FIGURE 15.7.3

ILLINOIS TOLLWAY

8"

BOTT. OF SLAB

BOTT. OF SLAB
TOP &

1'
-3"

1 "

2'
-9 "

.)
"
P
2
Y
T
.(
L
C

TOP &

*(E) BARS
1-#5 b

1'
-3"

1 "

5-#6 a (
E) BARS

1" OPEN JOINT

(
BY OTHERS)

11"

~ LIGHT POLE

7"

1'-6"

LAP WITH #5 a (
E) TRANSVERSE BARS

1'-6"

MEDIAN BARRIER

TOE OF NORTHBOUND

MEDIAN BARRIER

TOE OF SOUTHBOUND

(
TYP.
)

@ 4" CTS. TOP

*(E) BARS
2-#5x2-0" b

3'-0"

NOTE:
SEE FIGURES 15.7.5
AND 15.7.6 FOR
SECTION A-A AND

8"

FIGURE 15.7.7 FOR

1"

VIEW B-B.

~ TOLL HIGHWAY

BOTTOM PLAN
(SHOWING ADDITIONAL REINF. IN DECK AT LIGHT POLE LOCATIONS)

MEDIAN MOUNTED LIGHT POLE DETAILS

FOR F-SHAPE BARRIER

MARCH, 2016

FIGURE 15.7.4

ILLINOIS TOLLWAY

VIBRATION WASHER (BY OTHERS)

1" BASE ` (BY OTHERS)
" VIBRATION PAD (BY OTHERS)

CAP END OF CONDUIT. WHEN READY

FOR WIRING, REPLACE CAP WITH BUSHING

STEEL MESH

2"

STAINLESS

LEVELING ` (BY OTHERS)

7"

MARCH, 2016

10"} ALUMINUM POLE

(BY OTHERS)

(BY OTHERS)
1

1"} x 5'-7" ANCHOR BOLTS

2"} PVC CONDUIT

PROVIDE 2 FLAT WASHERS,

FIGURE 15.
7.
5

1 LEVELING NUT & 1 LOCKNUT

FOR EACH BOLT. ALL NUTS &
WASHERS MUST BE GALVANIZED.
FACE/BARRIER

SEE FIGURE 15.7.1 FOR

ANCHOR BOLT DETAIL.

SECTION A-A
ILLINOIS TOLLWAY

(SHOWING ANCHOR BOLTS AND CONDUIT)

1

STAINLESS STEEL STANDARD GRADE WIRE CLOTH

TYPE 304, 4 x 4 MESH, 0.047'' WIRE DIAMETER

MEDIAN MOUNTED LIGHT POLE DETAILS

FOR F-SHAPE BARRIER

MARCH, 2016

3'-0"
1'-6"

1'-6"
1 SEE FIGURE 15.7.1 FOR DETAILS
9" 3"
5"

OF d2(E) & e2(E) BARS

3" 9"
5"

SEE BARRIER PLANS

#5e1(E)

#5d(E) @ 7"

#5d2 (E)

5"

1"

#8e(E)

#5e1 (E)

3"

#5d1(E) @ 7"

7" 3"

5 "

1 "

7"

FIGURE 15.
7.
6

#8e (E) BARS

(TYP.)

2'
-8"

2'
-8"

#5e1(E)
(TYP.)

1 7-#6e2*(
E) BARS

FOR BAR DESIGNATIONS

#6a (E) BARS

#5b (E)

8"

4"
1"

1 6-#6d3 (E) BARS

ILLINOIS TOLLWAY

3"

#5d4 (E) BARS

SECTION A-A

#5b (E) BARS

(SHOWING DIMENSIONS AND REINFORCEMENT)

NOTE:
(E) BARS SHALL BE (S) BARS
FOR BRIDGE DECKS USING
STAINLESS STEEL BARS.

MEDIAN MOUNTED LIGHT POLE DETAILS

FOR F-SHAPE BARRIER

1"

#5e 1(E) BARS (E.F.)

1"
1

#8e (E) BAR (FRONT FACE)

TOP OF BARRIER

MARCH, 2016

#5e 1(E) BARS (E.F.)

2'-9"

#8e (E) BAR (FRONT FACE)

2'
-8"

2'
-8"

2'
-9 "

#5d(E) @ 7" O.C.

1 "
5"

10"

FIGURE 15.
7.
7

SOUTHBOUND GUTTER

#5d 1
(E) @ 7" O.C.

ELEVATION, TOE OF

3"

BARRIER

#5d4 (E) BARS

VIEW B-B
(SHOWING DIMENSIONS AND REINFORCING)
1

ILLINOIS TOLLWAY

1 #5e 1 (E) BARS

(BACK FACE)

CUT IN FIELD TO CLEAR OPENING

SEE BARRIER PLANS FOR BAR DESIGNATIONS

MEDIAN MOUNTED LIGHT POLE DETAILS

FOR F-SHAPE BARRIER

STRUCTURE DESIGN MANUAL

SECTION 16.0 DECK DRAINAGE

Bridge deck drainage shall be designed and detailed in accordance with the applicable
portions of Chapters 7 and 8 of the latest IDOT Drainage Manual, Section 3.2.9 of the
latest IDOT Bridge Manual, Section 10.4 and Table 10.1 of the Illinois Tollway Drainage
Manual, except as amended here in.
16.1

Deck Drains

When floor drains are required, they shall be uniformly spaced along the gutter line on
one or both sides of the bridge deck as indicated in the drainage study. In no case shall
the discharge from floor drains be collected in a closed drainage system and piped
down and/or off the bridge. The free fall method of discharge shall be permitted except
over areas noted herein.
Floor drains may be angled if required to clear the beam or girder flange. Preference
shall be given first to the use of 6 inch diameter reinforced fiberglass pipe or aluminum
tube. If insufficient space exists between face-of-curb and the girder for a 6 inch
diameter drain, consideration shall be given to the use of the 4 x 12 tube. Reinforced
fiberglass pipe shall meet the requirements of Article 16.3.2. Aluminum shall be either
an extrusion or welded plates meeting the requirements of ASTM B221, Alloy 6061-T6
or ASTM B209, Alloy 6061-T6.
Floor drains shall be omitted from sections of the decks where the discharge would fall
on underlying roadways, bikeways, walkways, railroads, aggregate slope paving or
unprotected earthen embankments, and other developed or highly erodible areas.
Where free fall is not permitted scuppers and a closed drainage system as described
below is used. Floor drains shall be located a minimum of 1/2 of the drop height from
the face of any abutment or pier. The drop height is defined as the vertical distance
between the bottom of the drain pipe and the top of the surface below. Drains shall be
located a minimum of 4 clear of all diaphragms and on the upstream side of bridge
deck expansion joints. Drain pipes shall extend a minimum of 6 below the bottom of
adjacent superstructure members.
16.2

Drainage Scuppers

The IDOT DS11 or DS12 Drainage Scuppers may be used. Drainage from scuppers
may be collected in a closed drainage system and piped off the bridge or allowed to free
fall to the ground except in the areas noted herein.
Scupper frames and grates shall be grey cast iron meeting the requirements of
AASHTO M105, Class 35B. Stainless steel hold down bolts as specified in the Standard
Specifications Article 1006.29(d) shall be used to secure the grates to the frames.
Structural steel weldments of equal sections and of the same configuration may be used
in lieu of the grey cast iron frame. Fillet or full penetration welds shall be used for the
weldments. Structural steel weldments shall not be used in lieu of the cast iron grates.
Structural steel shall meet the requirements of AASHTO M270, Grade 50. Structural
March 2016

16-1

Illinois Tollway

STRUCTURE DESIGN MANUAL

steel frames shall be galvanized according to AASHTO M111. The Contractor shall
submit shop drawings of all structural steel weldments to the Engineer for review and
acceptance prior to ordering any material or starting the work.
The height at the spigot end of the scupper shall be increased from 7-1/4 inches to 12
inches to allow the flange connection to be made below the deck slab. The connection
shall be made with stainless steel bolts, nuts and washers as specified in the Standard
Specifications Article 1006.29(d). The following note shall be added to the list of
General Notes.
All stainless steel hardware for drainage systems shall be coated with antiseize
compound.
Freefall type scuppers shall be omitted from sections where the discharge would fall on
underlying roadways, bikeways, walkways, railroads, aggregate slope paving,
unprotected embankments and other developed or highly erodible areas. Scuppers with
free fall discharge shall be located a minimum of 1/2 of the drop height from the face of
any element of the substructure. The drop height is defined as the vertical distance
between the bottom of the spigot and the top of the surface below. Scuppers shall be
located clear of all diaphragms and on the upstream side of bridge deck expansion
joints, whenever possible.
16.3

Drain Pipe

Wherever freefall discharge is not feasible, the drainage shall be collected and piped to
the ground or lower roadway. Drain pipes shall not be placed on the traffic face of crash
walls. Scuppers shall be located directly above downspouts attached to the
substructure. Midspan locations that would result in complex, lengthy drain piping shall
be avoided wherever possible. Where horizontal (collection) piping is required,
horizontal runs shall be 8 inch in diameter. Vertical (downspouts) piping shall also be 8
inches in diameter. Figures 16.3.1 and 16.3.2 illustrate typical drainage system details.
Drainage piping and fittings shall be polyvinyl chloride (PVC), reinforced fiberglass or
galvanized steel. Cast iron pipe and fittings shall not be used. The following note shall
be added to the list of General Notes.
Drain pipe for Bridge Drainage System, including all piping, fittings, support
brackets, inserts, bolts, and splash blocks shown, shall be as specified in the
latest IDOT GBSP for Drainage System, except as modified herein. Drain pipe
may be Polyvinyl Chloride (PVC) Pipe, Reinforced Fiberglass pipe or Galvanized
Steel Pipe.
16.3.1 Polyvinyl Chloride Pipe
Polyvinyl Chloride (PVC) pipe and fittings shall be 8 diameter schedule 80 meeting the
requirements of ASTM D1785 (F441), D2464 and D2467, colored in accordance with
Article 16.5. These requirements shall be added as a note to the list of General Notes.

March 2016

16-2

Illinois Tollway

STRUCTURE DESIGN MANUAL

16.3.2 Reinforced Fiberglass Pipe
Reinforced Fiberglass pipe and fittings shall be 8 diameter, meeting the requirements
of ASTM D2996 RTRP with a 30,000 psi minimum short-time rupture strength hoop
tensile stress, pigmented or painted in accordance with Article 16.5.
These
requirements shall be added as a note to the list of General Notes.
16.3.3 Galvanized Steel Pipe
Seamless and welded pipe and fittings shall be 8 diameter, extra strong, galvanized
steel pipe, meeting the requirements of ASTM A53.
16.4

Pipe Supports

Pipe hangers shall be provided for all horizontal (collection) drain pipes at each fitting,
cleanout, or change in direction and at intermediate points not more than 5-0 on
centers. Collection pipe hangers shall have an allowable load capacity of not less than
500 lbs. and shall be designed so as not to apply excessive compressive stress to the
pipe. See Figures 16.4.1 and 16.4.2 for pipe hanger details. Steel straps, bars and
plates shall meet the requirements of AASHTO M270, Grade 36 or 50.
Pipe supports shall be provided for all vertical (downspout) drain pipes at points not
more than 12-0 on centers. See Figures 16.4.3 through 16.4.6 for drain pipe support
details. Structural steel shapes shall meet the requirement of AASHTO M270, Grade
36.
All pipe hangers, supports and hardware shall be hot-dipped galvanized after fabrication
in accordance with AASHTO M232 (ASTM A153) unless otherwise noted. All bolts,
nuts and washers shall be stainless steel. Stainless steel bolts, and washers shall to
the Standard Specifications Article 1006.29(d).
16.5

Painting

All exposed surfaces of floor drains, hangers, brackets and piping located on the
exterior side of painted fascia beams and/or visible to the motoring public shall be
painted or supplied in the appropriate color except stainless steel and galvanized shall
not be painted. The color of the final coat shall match that of the adjacent beam and/or
column, Munsell numbers 7.5G4/8 Interstate Green or 5B7/1 Gray. Final color shall be
submitted to the Engineer for approval.
16.5.1 Aluminum Tube
The exterior surfaces shall be cleaned and given a wash coat pretreatment in
accordance with SSPC - SP1 and SSPC - Paint 27. The pretreated surfaces shall be
painted with an adhesion bonding primer and top coat per the system recommended by
the pretreatment manufacturer for painting aluminum surfaces in an exterior
environment. These requirements shall be added as a note to the list of General Notes.

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STRUCTURE DESIGN MANUAL

16.5.2 Polyvinyl Chloride Pipe
The PVC pipe and fittings shall be colored to match the adjacent beam and/or column.
16.5.3 Reinforced Fiberglass Pipe
The exterior surfaces of fiberglass pipe and fittings shall be pigmented in accordance
with the pipe manufacturers recommendations or cleaned, given a prewash in
accordance with MIL - P 15328 and top coated with an epoxy-based coating
recommended for outdoor applications by the prewash manufacturer.
16.5.4 Galvanized Steel Pipe
Galvanized Steel Pipe shall not be painted.
16.5.5 Pipe Supports
The exposed surfaces of galvanized pipe supports shall not be painted.

March 2016

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Illinois Tollway

~ SCUPPER

~ SCUPPER

MARCH, 2016

2%

BRIDGE DECK

45 ELBOW
(TYP.)

2%

NEOPRENE

SLOPE

~ SCUPPER

SLOPE

GASKET

CLEAN OUT PLUG

(TYP.)
EXPANSION REDUCER

PIER

AND COLLAR (TYP.)

PIPE SUPPORT

(SEE FIGURE 16.4.4)

(SEE FIGURE 16.4.3)

CLEAN OUT PLUG

45 Y-BRANCH
CLEAN OUT (TYP.)

(TYP.)
Y-BRANCH CLEAN OUT

PIPE HANGER

SUPPORT DRAIN

FIGURE 16.
3.
1

(SEE FIGURES
16.4.1 OR 16.4.2)

45 ELBOW
(TYP.)
8"} DRAIN PIPE

8"} DRAIN PIPE, MAINTAIN

ABOVE BOTTOM OF BOTTOM
FLANGE OF FASCIA BEAM
(TYP.)

NOTES:

EMBED

PIPE ON INSIDE DRAIN PIPE

FACE OF COLUMN IN BARRIER

(TYP.)

1. DRAIN PIPES AND FITTINGS SHALL BE 8"}.

2. REDUCERS SHALL BE SIZED TO ACCOMMODATE

ILLINOIS TOLLWAY

LONGITUDINAL THERMAL MOVEMENT OF THE

SUPERSTRUCTURE BETWEEN THE PIER AND
THE SCUPPER.

END ELEVATION

3. BOLT PATTERN AND SIZE IN DRAIN PIPE

FLANGE TO MATCH SCUPPER FLANGE.

TYPICAL DRAINAGE SYSTEM DETAILS FOR MEDIAN /

FIXED PIERS

~ SCUPPER

~ SCUPPER

MARCH, 2016

NEOPRENE
GASKET
(TYP.)

BRIDGE DECK

2%

2%

SLOPE

SLOPE

~ SCUPPER

(TYP.)
CLEAN OUT PLUG
(TYP.)

PIPE HANGER

8"} DRAIN PIPE, MAINTAIN ABOVE

CLEAN OUT PLUG

(SEE FIGURES

BOTTOM OF BOTTOM FLANGE OF

16.4.1 OR 16.4.2)

PIER

FASCIA BEAM (TYP.)

Y-BRANCH CLEAN OUT

REDUCER AND
EXPANSION COLLAR
FIGURE 16.
3.
2

(SEE FIGURE 16.4.4)

8"} DRAIN PIPE

PIPE SUPPORT

NOTE:

(SEE FIGURE 16.4.3)

1. DRAIN PIPES AND FITTINGS SHALL

BE 8"}.
2. REDUCERS SHALL BE SIZED TO
ACCOMODATE LONGITUDINAL
TRAFFIC SIDE

ILLINOIS TOLLWAY

SPLASH BLOCK

THERMAL MOVEMENT OF THE

(SEE FIGURE
16.4.5)

SUPERSTRUCTURE BETWEEN
THE PIER AND THE SCUPPER.
3. BOLT PATERN AND SIZE IN DRAIN

END ELEVATION

PIPE FLANGE TO MATCH SCUPPER

FLANGE.

TYPICAL DRAINAGE SYSTEM DETAILS

FOR SHOULDER / EXPANSION PIERS

STRUCTURE DESIGN MANUAL

SECTION 17.0 BRIDGE DECK EXPANSION JOINTS

17.1

General

All bridge deck expansion and fixed (rotational) joints shall be sealed to prevent water
from penetrating to the bridge elements below the deck surface. Both expansion and
fixed (rotational) joints shall be designed and detailed in accordance with Section 3.6 of
the latest IDOT Bridge Manual except as herein amended. Integral and semi-integral
abutments shall be utilized wherever possible to eliminate the need for expansion joints
at these locations. See Section 10.0 of this Manual for parameters pertaining to the use
of these types of abutments.
Expansion and fixed joints installed on bridges with 10 degree skews or greater shall be
modified to intersect the barrier or curb line at 90 deg. This change in direction shall
occur 6 inches from the back face of curb or front face of parapet (see Base Sheets MBRG-500 and M-BRG-501).
Joint seals shall be one continuous piece for the full length of the joint. Splicing of the
gland is not allowed.
17.2

New or Replacement Bridge Decks

Only Strip Seals and Modular Joints shall be utilized to seal expansion or fixed (rotation)
joints in new or replacement decks. Unbonded Preformed Joint Seals, Neoprene,
Bituminous, Poured Silicone and steel Finger Plates shall not be used. Only Strip Seals
and Modular Expansion Joints currently on the latest IDOT Pre-Qualified products list
shall be considered for use by the Illinois Tollway.
17.2.1 Strip Seals
Strip Seals shall be used to seal the deck joints of all new or replacement structures
located on tangent alignments where the skew angle(s) are 60 deg. or less and the
expansion length is not greater than 250. They may also be used for structures on
curved alignment provided the skew angles(s) are 40 deg. or less and the expansion
length is equal to or less than 250, measured along the center or baseline. The Illinois
Tollway will consider the use of greater expansion lengths on a case-by-case basis. See
Base Sheets M-BRG-500, M-BRG-501 and M-BRG-502 for details.
17.2.2 Modular Joints
Modular Joints shall be used to seal expansion joints of structures on tangent or curved
alignment exceeding the strip seal limits specified above, provided skew angles are 60
deg. or less and the expansion length does not exceed 800 feet.
17.3

Existing Bridge Deck Widenings

Structures that are to be widened on one or both sides shall utilize the same type of
joint that is currently installed in the existing deck, provided it is in good condition. If the
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STRUCTURE DESIGN MANUAL

existing joint is not in good condition, or it is no longer manufactured, it shall be replaced
and the deck reconstructed to utilize a Strip Seal or Modular Expansion Joint. Existing
Preformed Joint Seals or Poured Silicone Joints shall be completely removed and
replaced.
17.4

Existing Bridge Deck Repair and Rehabilitation

When a deck is only being repaired and/or resurfaced and isolated sections of the
existing joint are in poor condition, they shall be reconstructed or repaired in-kind,
provided the total length of repairs does not exceed 40% of the original length.
Regardless of the repair length, the existing seal or gland shall be completely replaced.
Whenever the total length of repairs will exceed 40% of the original, or the entire joint is
in poor condition, the existing joint shall be completely reconstructed and sealed with a
Strip Seal or a Bonded Preformed Joint Seal.
When reconstructing expansion joints on existing bridges with skews greater than 10
deg., the joints shall be modified so they intersect the face of the parapet or curb at 90
deg. This modification typically consists of removing a short section of the existing
parapet and relocating the parapet joint so that the modified expansion joint intersects it
at 90 deg.
17.5

Approach Slabs

Only Bonded Preformed Joint Seals which are fully adhered to both faces of the open
joint shall be utilized to construct the expansion joints between the approach and
transition slabs and the transition slab and roadway pavement as detailed in the Base
Sheets M-RDY-408 and M-RDY-409.
Joint armor is not required or allowed. See Base Sheets M-RDY-408 and M-RDY-409
and Figure 17.5.1 for details.
17.6

Fabrication

All structural steel for expansion joints shall be hot dipped galvanized after fabrication in
accordance with AASHTO M232 (ASTM A153).

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STRUCTURE DESIGN MANUAL

THIS PAGE IS INTENTIONALLY LEFT BLANK

March 2016

Illinois Tollway

STRUCTURE DESIGN MANUAL

SECTION 18.0 DECK ELEVATIONS

18.1

New Bridges

A table showing top of deck slab elevations along the centerline of each longitudinal
beam or girder, stage construction joint, break in cross slope, and profile grade line shall
be included in the bridge plans for all structures with steel or concrete stringers. This
table is usually in the form of a computer output reduced in tabular form on individual
plan sheets. Examples of these sheets are shown in Figures 3.1.9-1 through 3.1.9-4 of
the latest IDOT Bridge Manual.
In addition, top of bridge approach slab, transition approach slab, and transition
approach shoulder slab elevations along each longitudinal profile grade line, break in
cross slope, stage construction joint, edge of pavement or shoulder shall also be
provided on separate individual plan sheet(s) after the deck elevation sheet(s).
Examples of which are shown in Figures 3.1.9-5 and 3.1.9-6 of the latest IDOT Bridge
Manual.
Where the stringer lies below a curb, sidewalk or median section, the elevations shall be
given for a theoretical top of slab, which would be the projection of the cross slope from
the roadway template to the centerline of stringer.
The increments for elevations along centerline of each web shall be 10 feet with any
odd increment not greater than 15 feet or less than 5 feet placed at the end of a span.
A new series of 10-foot increments shall begin in each respective span along the
structure. In all cases, the increments shall progress in the direction of the stationing on
the bridge for the full length of the structure. The theoretical top of slab elevations at
these increment points shall be adjusted for dead load deflection and tabulated in a
separate column, which will become the finished elevations for construction of the deck
slab.
Actual dead load deflection diagrams (due to weight of concrete deck and all
superimposed dead loads except future wearing surface) shall be shown on the top of
the slab elevations indicating deflection ordinates at the quarter points and midpoint of
all stringers of each span. However, if the variance in deflection between the exterior
and interior stringers is one-eighth inch or less, one dead load deflection diagram shall
be sufficient for all stringers. Dead load deflection diagrams shall be qualified with the
following note:
"The above deflections are not for use in the field if the Engineer is
working from the Theoretical Grade Elevations Adjusted for Dead Load
Deflection."
If the superstructure will be constructed in stages, any concentrated superimposed dead
loads (noise abatement walls, parapets, sidewalks and medians) applied during the
initial stage shall only be distributed to a maximum of three adjacent stringers erected in
that stage. These initial concentrated superimposed dead loads shall not be considered
in the deflection calculations for stringers erected in subsequent stages.
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STRUCTURE DESIGN MANUAL

18.2

Existing Bridge Deck Overlays

The procedure described below shall be used in the preparation of profile worksheets
for bridge deck overlays and approach pavement profile transitions.
Profiles shall be prepared for each edge of pavement and crown line. Where there is an
auxiliary lane on the deck, a profile for the edge of the auxiliary lane shall also be
prepared. The profiles shall have a longitudinal scale of at least 1 inch equals 50 feet,
and a vertical scale of at least 1 inch equals 1 foot, although a vertical scale of 1 inch
equals foot will facilitate reading elevations from the profiles.

Plot existing overlay surface elevations and existing concrete deck elevations at
20-foot centers on roadway and 10-foot centers on deck.

Using 1-1/4-inch minimum concrete cover over the existing concrete high points
and applying the cross slope criteria as defined in Article 15.3, fit smooth
curvilinear profiles following as close as possible the general direction and
configuration of the original profile grade. Where scuppers are involved, cross
sections shall be drawn to verify that the scuppers will not present a problem.

After the tentative profiles are sketched out, the cross slope shall be checked
again for compliance with the criteria. More than one trial and error run may be
required to achieve the best fit set of profiles for each individual deck. Profile
lines shall not follow theoretical grades and parabolic curves unless such grades
and curbs happen to give the best fit for a particular location.

The deck profiles shall be transitioned back to the existing or proposed approach
roadway elevation within 100 feet to 200 feet from each end of the bridge deck.
The transition shall be long enough and end at the most convenient point as to
provide a continuous smooth profile, without breaks, dips or bumps.

Upon review and acceptance by the Illinois Tollway, the profile worksheets shall
be finalized with all lines neatly drawn and identified. It is intended that these
worksheets will be used by the Engineer during construction.

The elevations for the overlay surface contour plans or screed elevations may be
scaled directly from the profiles developed from the field survey.

March 2016

18-2

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STRUCTURE DESIGN MANUAL

SECTION 19.0 BRIDGE APPROACH AND TRANSITION APPROACH

SLABS
19.1

General

Bridge approach slabs and transition approach slabs shall be included with the plans for
each new and widened bridge. Mainline or ramp bridges carrying Illinois Tollway traffic
shall be provided with approach and transition slabs including shoulders at each
abutment. The bridge approach (30 ft.) and transition approach slabs (70 ft.) shall be
100 feet long as detailed in the latest Illinois Tollway Base Sheets M-RDY-408 and MRDY-409.
For curved structures, the joints between the bridge deck and bridge approach slab
(non-integral) and between the bridge approach slab and transition approach slab shall
be parallel to the bridge centerline of bearing. The 30 foot length shall be measured
along a line tangent at the centerline of bearing. The joint between the transition
approach slab and roadway pavement may be made radial to the roadway baseline.
Transition approach shoulder slabs shall be used on integral and semi-integral
structures when asphalt shoulders are adjacent to the concrete approach slab to
provide a full concrete bond for the bonded preformed joint seal. They are not required
on non-integral structures and if a moment slab or concrete shoulder is adjacent to the
approach slab.
Bridges carrying traffic other than that of the Illinois Tollway shall also be provided with
approach pavement at each end of the structure. The approach pavement shall be 30
feet long as detailed in the latest IDOT Base Sheets.
Existing approach slabs and shoulders shall be widened, where required, in kind. The
new expansion joints at the roadway end of the approach slab shall match the existing
joints unless they are in poor condition, in which case the existing joint shall be
reconstructed as part of the approach slab widening.
On bridge replacement or approach slab replacement projects for the mainline bridges
and flyover ramps under the Illinois Tollway jurisdiction that provide direct access to the
Illinois Tollway, concrete type shall be determined in accordance with the following
policy:

Performance Mix Concrete, fc=4,000 psi min. shall be used for cast-in-place
bridge approach slabs, transition approach slabs, and transition approach
shoulder slabs.

BS Concrete, fc=4,000 psi min. shall be used on all parapets and barriers.

SI Concrete, fc=3,500 psi min. shall be used in all substructure elements of the
bridge approach and transition approach slabs.

March 2016

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Illinois Tollway

STRUCTURE DESIGN MANUAL

19.2

Approach Slabs for Illinois Tollway Bridges

19.2.1 Integral and Semi-Integral Abutments

The first 30 feet of the approach slab is designed as a one-way structural slab simply
supported on a 12-inch-wide seat at the end diaphragm and an approach slab bent at
the other end. The next 70 feet of approach slab is a reinforced concrete slab on grade,
used as a transition between the one-way slab and the roadway pavement.
Cast-in-place bridge approach slabs shall be anchored to the end diaphragm as shown
in the IDOT All Bridge Designers Memorandum 12.3, 2012 Integral Abutment Bridge
Policies and Details, dated July 25, 2012. The other end shall be separated from the
transition approach slab with an expansion joint located over the approach slab pile
bent as shown in Illinois Tollway Base Sheets M-RDY-408 and M-RDY-409.
For Integral and semi-integral abutment bridges with a distance from the back of
abutment to the centroid of stiffness greater than 130 feet, precast concrete bridge
approach slabs shall be considered.
19.2.2 Vaulted Abutments
The first 30 feet of the approach slab is designed as a one-way slab, simply supported
on a 6 inch seat at the abutment end bent and the approach slab bent at the other end.
Bridge approach slabs for vaulted abutment bridges shall be detailed in accordance with
IDOT base sheets for Vaulted Abutment Approach Spans. The next 70 feet of approach
slab is a reinforced concrete slab on grade, used as a transition between the one-way
structural approach slab and the approach roadway pavement and shall be detailed in
accordance with the Illinois Tollway Base Sheets M-RDY-408 and M-RDY-409 for nonintegral bridges.
19.2.3 Pile Bent/Stub Abutments
The first 30 feet of approach slab is designed as a one-way structural slab, simply
supported on a 6-inch seat at the abutment and an approach slab bent at the other end.
The next 70 feet of approach slab is a reinforced concrete slab on grade, used as a
transition between the one-way structural approach slab and the roadway pavement.
The one-way slab shall be anchored to the abutment per Figure 10.3.6. The joints
between the abutment and the one-way slab and the one-way slab and the transition
approach slabs shall be constructed without any expansion material. The top of these
joints shall be tooled or sawed and sealed with hot poured low modulus polymer sealant
as shown in Base Sheets M-RDY-408 and M-RDY-409.
19.3

Approach Slab for IDOT, County, Township or Municipal Structures

19.3.1 Integral and Semi-Integral Abutments

The approach slab shall be detailed and anchored to the abutment in accordance with
the IDOT ABD Memorandum 12.3.
March 2016

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STRUCTURE DESIGN MANUAL

19.3.2 Vaulted Abutments
The approach slab shall be detailed and anchored to the approach bent and span per
IDOT Highway Standard 420401 and Section 3.8.9 of the latest IDOT Bridge Manual.
19.3.3 Pile Bent/Stub Abutments
The approach slab shall be detailed and anchored to the abutment per IDOT Highway
Standard 420401 and Section 3.8.5 of the latest IDOT Bridge Manual.
19.4

Approach Pile Bent

All approach bents shall be supported by piles in accordance with Base Sheets M-RDY408 and M-RDY-409. The approach pile bent details shall be included in the structural
plans.
The piles shall be designed to support the longitudinally reinforced approach slab
similarly to a typical bridge structure. The installation of piles shall be divided into
furnishing, driving and test pile pay items. Concrete, reinforcement and piles in the
approach pile cap shall not be included in the cost of Bridge Approach Slab or
Transition Approach Slab.

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STRUCTURE DESIGN MANUAL

THIS PAGE IS INTENTIONALLY LEFT BLANK

March 2016

Illinois Tollway

STRUCTURE DESIGN MANUAL

SECTION 20.0 SOIL BORING LOGS

The boring locations shall be shown on the plan view sheet entitled, "General Plan and
Elevation", and keyed by a numbering system as described in the Illinois Tollway
Geotechnical Engineer's Manual. The boring logs shall be included with the Final Plans
and placed on the last sheets for each structure.
Bottom of footings shall be indicated on the appropriate boring logs and identified as
"Bottom of Footing-Pier No.1, etc." Ground water elevations shown on the boring logs
shall state "Elevation at time boring was taken." An example Soil Boring Log is shown in
Figure 20.1.

March 2016

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Illinois Tollway

STRUCTURE DESIGN MANUAL

SECTION 21.0 CULVERTS

21.1

General

Culverts shall be designed in accordance with the latest AASHTO LRFD Bridge Design
Specifications and IDOT Culvert Manual, except as herein modified.
Box culverts may be single or multi-cell box, three-sided box or three-sided arch
sections constructed of cast-in-place or precast concrete. Culverts are most commonly
used to carry water under roadways, but they are also used for pedestrian/bicycle
underpasses. The minimum size for a pedestrian/bicycle underpass is 10 feet high by
10 feet wide. Typical sections for the most frequently used box culverts are shown in
Figure 21.1.1.
For culverts over waterways, a type study shall be performed in accordance with the
Illinois Tollway Drainage Design Manual Article 8.1 to ensure that the type selected is in
accordance with United States Army Corps of Engineers permits.
Corrugated metal arch or box culverts are not permitted for new or replacement
structures.
Hydraulic and geometric requirements of the site shall determine the area and
maximum height of the culvert. Once the maximum height and required area are
determined, the selection of the type of culvert, its construction and number of cells is
determined by economics and site conditions. Barrel lengths are computed to the
nearest 6 inch.
The designer shall determine the end of the barrel based on a barrier warrant analysis
(see Article 3.2). For multi-cell culverts, the cell widths shall be kept equal.
Wingwalls shall be designed according to the IDOT Culvert Manual. Horizontal
Cantilever Wingwalls shall be used for wingwall lengths less than or equal to 14 feet. TType or L-Type Vertical Cantilever Wingwalls shall be used when the length of wingwall
is greater than 14 feet. Reinforced concrete aprons between the wingwalls and safety
end treatments shall be placed at both ends of the culvert. The barrel section of a
culvert used for a pedestrian/bicycle under pass shall be covered with a waterproof
membrane system, in accordance with Section 581 of the latest IDOT Standard
Specifications.
21.1.1 Cast-In-Place Concrete Culverts
All designs shall be in accordance with the latest version and interims of the AASHTO
LRFD Bridge Design Specifications. The Unit Weight of Backfill (s) shall be taken as
120 lbs/cu ft. The lateral earth pressure acting on the sidewalls shall be assumed as an
equivalent fluid pressure of 40 lbs/cu ft for the depth of the fill and 50 lbs/cu ft for the
height of the barrel. A surcharge of 2 feet shall be added to the fill, when live load is
considered in the design of the barrel. Refer to Figure 21.1.1.1 for illustration.

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STRUCTURE DESIGN MANUAL

The minimum cross-sectional dimensions of a cast-in-place concrete box culvert are as
follows and are increased in increments of inch as required:
Component

Minimum Dimension

Top Slab

6 inches

Bottom Slab

Top Slab Thickness plus 1 inch

Side Walls

The larger of 6 inches or

1 inch per foot of clear height H

All reinforcement bars for cast-in-place concrete box culverts shall be epoxy coated.
21.1.2 Precast Concrete Culverts
Precast concrete culverts are used where labor and materials are not readily available,
and when the duplication and installation of identical precast culvert sections would be
more economical than cast-in-place construction. Precast concrete culverts are not
suitable in areas where the supporting soils are susceptible to excessive or differential
settlements, unless they are supported by a reinforced concrete slab or strip footing
founded on piles or if settlement can be reduced by providing subgrade improvement.
A minimum of 6 feet of the barrel shall be poured monolithically with horizontal
cantilever wingwalls.
21.2

Plan Preparation

Plan sheets for culverts shall contain the following information:

21.2.1 General Plan and Elevation
The general plan and elevation sheet shall include the following information:

Roadway alignment data, both horizontal and vertical

Roadway and embankment slopes

Station and elevation at the centerline of the culvert, showing locations of the
joints, if any

Culvert and wingwall lengths, dimensions and reinforcement bar details

Barrel invert elevations

Slope and direction of flow

Section thru barrel showing all concrete dimensions and reinforcement bar
details

March 2016

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Illinois Tollway

STRUCTURE DESIGN MANUAL

Headwall dimensions and reinforcement bar details

General Notes

Index of Sheets

Bill of Material

Location of soil borings.

21.2.2 Design Criteria

The latest version and interims of the AASHTO LRFD Bridge Design
Specifications

IDOT All Bridge Designers (ABD) Memorandum 11.3 (Rev) dated November 2,
2011, (revised January 27, 2012)

The latest IDOT Standard Specifications for Road and Bridge Construction and
all subsequent Supplemental Specifications

The latest Illinois Tollway Supplemental Specifications to the IDOT Standard

Specifications for Road and Bridge Construction

21.2.3 Bill of Material

Regardless of the placement of a coded Summary of Quantities on any other plan
sheet, there shall be a Total Bill of Material shown in the plans for each box culvert.
21.2.4 Construction Staging
If the culvert is to be constructed in stages, the plans shall clearly identify and show all
stages of construction. Construction staging lines shall be shown on all views. The
staging plans shall also include the location and details of the temporary concrete
barriers and Temporary Construction Works, if required. The temporary construction
details shall show removal and placement of the temporary construction during staged
construction to properly retain the existing earth as well as the proposed fill built above
the proposed culvert in the prior stage.
21.2.5 Concrete Reinforcement Details
A Bar List shall be prepared for each culvert and shown along with bending diagrams of
each bent bar on the appropriate plan sheet. See Figure 6.7.1 for the Bar List format.
In no case shall the same designation be used for reinforcement bars of a different size,
length and shape when they are employed in other culverts. When detailing lengths of
reinforcement bars, consideration shall be given to transportation and handling and,
where extremely long lengths are contemplated, to availability and special orders.

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STRUCTURE DESIGN MANUAL

All sizes of bars are readily available in lengths up to 60 feet. However, sizes #3, #4,
and #5 of more than 40 feet tend to bend in handling and shall be avoided.
Bars shall be detailed to the nearest inch of length and the weight of reinforcement bars
shown in the Bill of Material shall be to the nearest ten (10) pounds.
To provide uniformity on all culvert plans, bar designations used shall be as follows:
a
b
h
n
s
t
v
w

March 2016

Top Slab (Transverse)

Top Slab (Longitudinal)
Barrel Walls and/or Wing Walls (Horizontal)
Footing to Wall (Dowels)
Stirrups
Bottom Slab and /or Footing (Transverse)
Barrel Walls and/or Wing Walls (Vertical)
Bottom Slab and/or Footing (Longitudinal)

21-4

Illinois Tollway

LIVE LOAD
SURCHARGE=2' FILL
P

EQ. FLUID

EQ. FLUID
PR.=40 PCF.

1.75 F

PR.=40 PCF.
P1

EQ.
FLUID
PR.=
50 PCF.

T2

T1

T1
EQ. FLUID

CLEAR HEIGHT

CLEAR SPAN
PR.=50 PCF.

D
P2

P1

P1

P2

BOX CULVERT
USE WHEN NO LIVE
LOAD INCLUDED
IN DESIGN OF
BARREL

CROSS SECTION

USE WHEN LIVE

LOAD INCLUDED
IN DESIGN OF
BARREL

ACTIVE EARTH PRESSURE ON SIDEWALLS

MARCH, 2016

FIGURE 21.1.1.1

ILLINOIS TOLLWAY

STRUCTURE DESIGN MANUAL

SECTION 22.0 RETAINING WALLS

Retaining walls shall be designed in accordance with Section 11 of the latest AASHTO
LRFD Bridge Design Specifications.
22.1

Wall Types

Retaining wall structures are used to hold back soil or loose material where an abrupt
change in ground elevation occurs. There are several types of retaining wall structures.
Depending on the application, certain wall types are more advantageous than others.

The designer shall generalize the site as being either a fill wall location or a cut
wall location.

A fill wall location is characterized by a substantial increase in the ground

elevation behind the wall. Fill walls are also appropriate when excavation for the
wall can be made without: disruption to traffic lanes that will not be replaced, the
need for temporary soil retention or excessively steep or unsafe cut slopes.

A cut wall location is characterized by a reduction in the ground elevation in front

of the wall with minimal or no increase in ground elevation behind the wall.
Fill Walls
Cast-in-Place T-shaped or L-Shaped
Mechanically Stabilized Earth
Precast Modular
Gabion

22.2

Cut Walls
Soldier Piles
Sheet Pile
Soil Nails
Tangent Drilled Shafts

Retaining Wall Selection Process

For discussion of the retaining wall selection process, refer to Sections 2.3.5.5 and
2.3.12 in the IDOT Bridge Manual.
The Designer shall submit a feasibility study to the Illinois Tollway prior to preparation of
TS & L plans. The purpose of the feasibility study is to select the most cost effective
retaining system for advancement to the TS & L Phase. As part of the feasibility study,
the Designer shall investigate a no wall option. This may often require additional rightof-way, earth work and/or relocation of existing utilities and existing structures. If the no
wall option is not feasible, the Designer shall study a combination of slopes and wall
types to minimize the wall length and height, while remaining aesthetically acceptable
and cost effective.
The feasibility study shall include the following items:

Introduction Discussion of the project and location of the retaining wall.

Reason for Retaining Wall Discussion of the improvement, including impact on

adjacent property or structures.

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STRUCTURE DESIGN MANUAL

Retaining Wall Criteria Design loads, allowable soil pressures, site constraints
and design requirements for the retaining wall.

Retaining Wall Description Discussion of the location, geometry and other

physical features of the retaining wall.

Structural Alternates Description and cost estimate for each of the wall types
investigated including No Wall option.

Discussion and Recommendation Summary of findings for each of the wall

types along with a recommendation of which alternate to advance to the TS & L
Phase.

The feasibility study shall also include the following exhibits:

Proposed alignment and roadway plan

Proposed roadway cross sections

Preliminary general plan and elevation sketch

Retaining wall typical sections

Retaining wall cost estimates

Soil boring location map

Soil boring logs

22.3

Plan Preparation

22.3.1 Plan Sheet Organization

Each retaining wall shall consist of a set of sequentially numbered plan sheets. Plan
sheets shall be organized in such a manner as to facilitate construction. The first sheet
shall be a plan and elevation view of the entire wall showing its alignment including
stations and offsets to each end of the wall and intermediate control points. The
location of all lighting, signing, fencing, drainage structures and utilities located under,
on, or adjacent to or passing through the wall shall be shown. Also, all design criteria
shall be listed.
The TS & L and final plans shall include a true wall section(s) which shows wall offsets
to base line(s) and R.O.W.
The second sheet shall contain an index of sheets, general notes, abbreviations, total
bill of material, typical wall section and drainage details.

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STRUCTURE DESIGN MANUAL

Subsequent sheets shall completely detail and dimension each succeeding section of
the retaining wall in plan and elevation views. Wall sections and details shall be
included on each sheet. See Figures 22.3.1.1 through 22.3.1.7 for retaining wall details.
Each retaining wall plan set shall include pile driving record tables and boring log sheets
for the data that pertains to the retaining wall. The bottom of footing elevation shall be
shown on the appropriate boring log and identified as Bottom of Retaining Wall
Footing.
22.3.2 Naming Convention
Retaining walls shall be identified on the plans using the following format:
Illinois Tollway Milepost Wall Type, Direction (Ramp)
TOLLWAY: EW = Reagan Memorial Tollway (I-88)
NS = Veterans Memorial Tollway (I-355)
NW = Jane Addams Memorial Tollway (I-90)
TS = Tri-State Tollway (I-294 & I-294/I-80)
TN = Tri-State Tollway (I-94)
ES = Edens Spur (I-94)
EO = Elgin-OHare Tollway (IL 390)
WA = West OHare Access (I-490)
MILEPOST: Two-decimal lowest wall milepost to the tenth or hundredth if a mile
post (i.e. 14.75)
WALL TYPE: R = Retaining Wall
DIRECTION: EB, SB, WB, NB - Inventory direction of the mainline roadway
RAMP:

(R) = if lowest milepost is along ramp (omitted if not along ramp)

EXAMPLE: TS38.40R,NB(R) for a retaining wall located along the Tri-State Tollway (I294) northbound at milepost 38.4 on a ramp
If two walls of the same type have identical starting mileposts, the inventory milepost of
one of the walls shall be shifted by one hundredth of a mile to create unique names.
22.4

Wall Design Criteria

22.4.1 Design Specifications

See Article 5.1.
22.4.2 Design Loads

Dead Loads

March 2016

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STRUCTURE DESIGN MANUAL

See Article 5.1.

Live Loads
See Article 5.1.

Earth Pressure
See Article 5.1. The formula to compute lateral earth pressure is Coulomb's
equation for the resultant parallel to the backfill slope. The maximum angle
of internal friction for granular material shall be = 30 deg.
The formula to compute lateral earth pressure for sloping backfill assumes
the mass of earth behind the wall extending to the point of intersection of the
two planes (slope plane and failure plane of soil). In many cases the sloping
backfill ends at a certain height above the wall where a roadway is
intersected. The formula gives conservative results for this case. See Figure
22.4.2.1 for details

Wind Loads
A wind load on the parapet and/or noise abatement wall shall be applied to
the exposed surface area in any direction.

22.4.3 Design Stresses

See Article 5.1.
22.4.4 Wall Layout
Slopes in front of all wall types shall not be continued into or away from the wall.
A flat area shall be provided in front of the wall for maintenance and to ensure
adequate frost line clearance. A 4 foot desirable width and a 2 foot minimum
width shall be used for this flat area.
22.5

Cast-in-Place T-Shaped or L-Shaped Walls

Cast-in-place T-shaped and L-shaped walls shall be designed in accordance with

Sections 3.10 and 3.11 of the latest IDOT Bridge Manual except as amended herein.
22.5.1 Description
In general, the Illinois Tollway utilizes cantilever T-shaped retaining walls in fill locations
up to a height of 25 feet. For details of a T-shaped wall see Figures 22.5.1.1 thru
22.5.1.3. Counterforted I-walls and/or l-shaped walls may also be used for special
cases.
Typically, a T-shaped wall is more economical than an L-shaped wall. L-shaped walls
are utilized in cases where the face of the wall is located adjacent to or right on the
March 2016

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STRUCTURE DESIGN MANUAL

ROW, property line or obstruction.
22.5.2 Stem
The minimum thickness at the top of the stem is 12 inches. For stems requiring
thickness greater than 12 inches at the base, batter is provided on the back face of the
stem (the face in contact with the earth) in increments of inch per foot up to a
maximum of inch per foot. The batter shall be held constant for the entire length or
section of the retaining wall where it is required.
The stem shall be designed to accommodate crash Test Level 5 (TL-5) loading. See the
latest AASHTO LRFD Table A.13.2-1 for loading details. The stem shall have sufficient
resistance to force the yield line failure pattern to remain within the parapet and shall be
designed for the full dynamic load.
Drainage behind the stem shall consist of a geocomposite wall drain and porous
granular backfill, consistent with Section 3.11.2.3 of the IDOT Bridge Manual, except as
modified herein. The geocomposite wall drain shall be continuous. Refer to Figures
22.3.1.2 and 22.5.1.1 for illustration.
22.5.3 Footing
The bottom of footing shall be set below the frost penetration depth, which is generally 4
feet below the top of finished grade. The minimum spread footing thickness shall not be
less than 18 inches or the stem thickness at the base plus 3 inches.
For pile supported footings, the minimum thickness shall be 2-6 and the piles shall be
embedded 12 inches. The front row(s) shall be battered if the piles' lateral resistance to
sliding is not adequate. The maximum pile spacing shall be as specified in Section 3.10
of the IDOT Bridge Manual. For walls with pile footings it is usually more economical to
use the minimum width of footing where feasible rather than to increase the footing
width to reduce the number of piles.
If the top of finished ground is sloped along the face of wall, a stepped footing shall be
considered. For details of stepped footings and minimum thickness requirements, see
Figures 22.5.3.1 and 22.5.3.2.
The footing shall be designed to accommodate crash Test Level 5 (TL-5) loading. See
the latest AASHTO LRFD Table A.13.2-1 for loading details. Guidance on the
magnitude of force applied to the footing is limited; however, a reduction in energy will
occur as the yield line develops within the parapet and forces are transferred through
the stem. The footing and piles shall be designed for the equivalent static load of 23
kips applied over 8 feet at the top of the parapet.
22.5.4 Stability
For spread footings on soil, the vertical resultant shall fall within the middle 1/3 of the
footing width. For spread footings founded on rock, the vertical resultant shall fall within
the middle 1/2 of the footing width.
March 2016

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STRUCTURE DESIGN MANUAL

The safety factor against sliding shall be 1.5 or greater for spread footings.
Factors resisting sliding for spread footings:

Friction Between Soil and Concrete

For Clay: Resisting Force = (Unconfined compressive strength) * 0.5
For Sand: Resisting Force = W * Tan
Where: W = Vertical Load
= Internal Angle of Friction
Tan = 0.45 is a conservative value

Shear Key.
The shear key shall be located in line with the front face of the stem except
under severe loading conditions. The width of the shear key shall be 1-0
minimum and the minimum depth is 1-0. The shear key shall be placed
against undisturbed material.
The total resistance to sliding is based on the soil strength in front of the
shear key and adhesion between the footing and soil behind the key.

Spread footings on rock. The width of the key shall be 1-0 minimum. Key the
footing a minimum depth of 6 into the rock.

Pile Footings.
The maximum slope to be used for determining the horizontal resistance of a
battered pile shall be 3 inches horizontal per foot vertical.
For the lateral resistance of battered or vertical piles, in addition to horizontal
component of battered piles, consult the structural geotechnical report.

22.6

Flexible Retaining Walls

Flexible retaining walls include; Mechanically Stabilized Earth (MSE), Precast Modular,
Soldier Pile, Sheet Pile, Soil Nail and Gabion.
The required design life for all elements of retaining wall structures is 75 years except
for walls in front of bridge abutments which require a design life of 100 years.
Provide full height expansion joints in the gutter and parapet every 90 feet. The
expansion joints shall be detailed as shown in Figures 22.12.1 and 22.14.1. Provide
partial height parapet joints in the upper portion of the parapet at 15 foot centers. These
partial height joints shall be -inch open joints.
Design loads for retaining walls with moment slabs shall include the provisions of the
AASHTO LRFD Bridge Design Specifications, Article 11.10.10.2 and Test Level 5 (TLMarch 2016

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STRUCTURE DESIGN MANUAL

5). In order to achieve TL-5 crash force protection, all designers shall increase the
specified horizontal load applied to the top of the soil mass from 0.5 kip per foot,
developed for TL-4, to 1.15 kips per foot (for TL-5). The magnitude of the 1.15 kips per
foot force was determined by multiplying the ratio of the TL-5 crash force (124 kips) over
the TL-4 crash force (54 kips) by 0.5 kip per foot.
When structural steel is in contact with the ground, the effects of corrosion shall be
included in the design. The specification and accommodation for the length of the
corrosion are the responsibility of the Designer with approval of the Illinois Tollway.
Paint used shall be specified by the Designer and shall be consistent with Section 506
of IDOT Standard Specifications. The IDOT Bridge Manual also references concrete
encasement and use of additional sacrificial steel section. Paint or concrete in exposed
conditions shall generally extend to 3 feet beyond expected exposure line including the
fully exposed length. Section 506 of the Standard Specifications for paint shall be used
in corrosive soils with or without exposure. If protection is not specified for exposed or
corrosive conditions, additional steel section shall be supplied to compensate for losses
due to corrosion.
22.6.1 Mechanically Stabilized Earth (MSE) Retaining Walls
Generally MSE walls shall only be utilized for fill locations or where part of the existing
side-slope or fore-slope can be removed without compromising the stability of the
embankment. MSE walls shall not be utilized where a Temporary Earth Retention
System would be required to construct the reinforced wall mass except in special cases.
The Designer shall be responsible for the analysis of settlement, bearing capacity and
overall slope stability for MSE retaining walls and shall coordinate with the Geotechnical
Engineer during the Concept (30%) Design Phase.
22.6.1.1

Location

MSE walls shall be located a minimum of 10'-0" inside of the Illinois Tollway's Right of
Way. MSE walls are not allowed at water crossings or adjacent to water where hydraulic
draw down within the wall limits is possible.
22.6.1.2

Plans and Specifications

The Contractor shall be provided with plans showing a line diagram envelope (Elevation
View) of the proposed wall location, grades, and dimensions. Specifications shall be
furnished covering the work requirements for design, construction plans, materials
procurement, and wall construction. The prequalified retaining wall supplier selected by
the Contractor shall submit a complete set of design calculations, detailed plans, and
explanatory notes for the designer's review and acceptance prior to ordering any
material. The design shall be in accordance with the latest AASHTO LRFD Bridge
Design Specifications and the special provisions.
The designer shall prepare plan sheets containing the following information:

March 2016

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Illinois Tollway

STRUCTURE DESIGN MANUAL

Site plan with boring locations

Wall plan with stations and offsets

Top of wall elevations (located at the top of exposed panel line)

Top of ground elevations at front and back face of wall

Safety-parapet railing, or fence requirements

Special coping requirements

Utility accommodations

Drainage requirements

All special design features

Subsurface information (the proprietary wall companies shall be informed of all

geotechnical stability and settlement concerns)

Wall surface textures

Wall design criteria

Minimum footing depth (generally 4'-0", which is considered to be the frost

penetration depth)

22.7

Precast Modular Walls

Block retaining walls shall be designed in accordance with the applicable parts of
Section 3.11.1 of the IDOT Bridge Manual and the latest LRFD AASHTO Bridge Design
Specifications except as amended herein.
When specifying a proprietary block retaining wall, the special provisions shall state that
the wall shall be built according to the manufacturers specifications. The manufacturers
specifications generally need to be supplemented. Material specifications for backfill,
leveling pad, drainage systems, fill for hollow blocks, geotextile fabrics or any other
special requirements shall be clearly stated in the special provisions.
Modular block retaining walls shall be designed and sealed by the manufacturers
Illinois Licensed Structural Engineer. Soil reinforcement shall be either galvanized or
coated steel or polypropylene or polyester geogrids. In the absence of more accurate
data, design loads on the wall shall be based on a non-cohesive material with an angle
of internal friction of 34 deg. The minimum size of the concrete leveling pad shall be 6
inches deep by 12 inches wide. All steel components of a system shall be hot dipped
galvanized in accordance with the AASHTO M111 (ASTM A123).

March 2016

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STRUCTURE DESIGN MANUAL

22.8

Soldier Pile Retaining Walls

Soldier pile walls shall be designed in accordance with Section 3.11.3 of the latest IDOT
Bridge Manual and the latest AASHTO LRFD Bridge Design Specifications except as
amended herein. Timber lagging is not permitted as a facing material for permanent
soldier pile walls.
22.9

Permanent Sheet Pile Retaining Walls

Permanent sheet pile retaining walls shall be designed in accordance with Section
3.11.4 of the latest IDOT Bridge Manual.
22.10

Soil Nailed and Other Specialized Wall Systems

Soil nailed and other specialized wall systems shall be designed in accordance with
Section 3.11.6 of the latest IDOT Bridge Manual.
22.11

Temporary Soil Retention Systems

Temporary soil retention systems, including temporary sheet piling, wire-faced MSE
walls, braced excavations and other temporary construction works shall be designed in
accordance with Section 3.13 of the latest IDOT Bridge Manual.
22.12

Snow Storage Area

The need for and design of the snow storage area shall be according to the latest
version of the Illinois Tollway Roadway Design Criteria. When snow storage is required,
the retaining wall and parapet shall move away from the edge of shoulder to create a
place to store the snow in front of the parapet. If a noise abatement wall will be required
at the location, the parapet shall not move away from the edge of shoulder and snow
storage shall be accommodated between the parapet and the noise abatement wall.
Figure 22.12.1 shows the configuration of the parapet and noise abatement wall when a
moment slab is used.
22.13

Parapet Shape

The Illinois Tollway uses two parapet shapes for retaining walls within the clear zone
42 F-Shape and 42 single slope. Both types shall be designed to accommodate crash
Test Level 5 (TL-5). See the latest AASHTO LRFD Table A.13.2-1 for loading details.
F-Shape
The F-Shape shall be used on the front (traffic side) of the parapet whenever a moment
slab is used to counteract forces applied to the parapet. See Figure 22.14.2 for an
example using F-Shape.

March 2016

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STRUCTURE DESIGN MANUAL

Single Slope
The single slope shall be used on the front (traffic side) of the parapet whenever a
moment slab is not used. The single slope parapet shall have a 6:1 (V:H) slope, which
shall extend 6 below finished grade. A single slope parapet shall be used whenever an
asphalt snow storage area is located in front of the wall. See Figure 22.5.1.3 for an
example using single slope parapets.
22.14

Moment Slab on Retaining Wall Design Guides

A moment slab includes both the horizontal slab and the 42 F-Shape vertical parapet
that is attached to the slab. Design loads for strength that include flexure, shear and
torsion are applied in accordance with the AASHTO LRFD Bridge Design
Specifications, Section 13, Table A13.2, Test Level 5 (TL-5). Design loads for global
stability including sliding and overturning shall follow recommendations of NCHRP 663.
Prior to this change, walls and moment slabs were designed in accordance with
AASHTO Standard Specifications Load Factor Design (LFD) methodology.
A minimum 6 thick layer of CA-6 aggregate shall be placed beneath the moment slab
to develop friction. This layer is to be detailed on the plans.
Concrete for moment slabs under the Illinois Tollway jurisdiction shall be placed in
accordance with the following policy:

Performance Mix Concrete, fc=4,000 psi min. shall be used for moment slabs.

BS Concrete, fc=4,000 psi min. shall be applied on moment slab parapets.

Structural Capacity The structural capacity of the parapet and concrete moment slab
shall be designed using dynamic TL-5 loads in accordance with Sections 5 and 13 of
the AASHTO LRFD Bridge Design Specifications.
Global Stability Sliding and overturning stability of the moment slab shall be based
on an Equivalent Static Load (ESL) applied to the top of the traffic parapet. For TL-5
parapet systems, the ESL shall be 23 kips.
Rigid Body Definition Moment slabs that have a minimum width of 4-0 measured
from the point of rotation to the heel of the slab and a minimum average depth of 10
are assumed to provide rigid body behavior up to a length of 60 for end parapet and
interior parapet impacts. Rigid body behavior may be increased from 60 to a maximum
of 120 if the torsional rigidity constant of the moment slab is proportionately increased
and the reinforcement bars are designed to resist combined shear, moment, and torsion
from impulse loads.

March 2016

22-10

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STRUCTURE DESIGN MANUAL

Sliding of the Parapet The factored static resistance to sliding (P) of the parapetmoment slab system along its base shall satisfy the following condition (See Figure
22.14.1).
P Ls
Ls = equivalent static load (23 kips for TL-5)
= resistance factor (1.0) [AASHTO LRFD Article10.5.5.3.3Other Extreme Limit
States]
= load factor (1.2 for TL-5)
P = static resistance (kips)
P shall be calculated as:
P = W tan r
W = weight of the monolithic section of parapet and moment slab between joints or
assumed length of rigid body behavior, whichever is less, plus any material
laying on top of the moment slab
r = friction angle of the soil on the moment slab interface ()
If the soil/moment slab interface is rough (e.g., cast in place), r is equal to the friction
angle of the soil s. If the soil/moment slab interface is smooth (e.g., precast), tan r
shall be reduced accordingly to 0.8 tan s.
Overturning of the Parapet The factored static moment resistance (M) of the
parapet/moment slab system to over-turning shall satisfy the following condition (See
Figure 22.14.1).
M Ls ha
A = point of rotation, where the toe of the moment slab makes contact with
compacted backfill adjacent to the fascia wall
Lw = width of moment slab
Ls = equivalent static load (23 kips for TL-5)
= resistance factor (0.5) [Supersedes AASHTO LRFD Article 10.5.5.3.3Other
Extreme Limit States and NCHRP Report 663]
= load factor (1.2 for TL-5)
ha = moment arm taken as the vertical distance from the point of impact due to the
dynamic force (top of the parapet) to the point of rotation A
M = static moment resistance (kips-ft)
M shall be calculated as:
M = W (La)
W = weight of the monolithic section of parapet and moment slab between joints or
assumed length of rigid body behavior, whichever is less, plus any material
laying on top of the moment slab
March 2016

22-11

Illinois Tollway

STRUCTURE DESIGN MANUAL

La = horizontal distance from the center of gravity of the weight W to point of rotation
A
The moment contribution due to any coupling between adjacent moment slabs, shear
strength of the overburden soil, or friction which may exist between the backside of the
moment slab and the surrounding soil shall be neglected.
Figure 22.14.2 illustrates typical reinforcement bar details for a moment slab.
22.15

Safety Fencing

For walls with exposed heights greater than 4 feet, either the top of wall shall be
extended 4 feet above the gutter line or railing and/or fencing shall be provided. See
Figure 22.5.1.1 for details.

March 2016

22-12

Illinois Tollway

OR FACING

CONSTRUCTION JOINT

STEM

RETAINING WALL

MANDATORY UNBONDED

LAP LENGTH

" CHAMFER

FRONT FACE

CONSTRUCTION JOINT DETAIL

6" HOLLOW BULB DUMBBELL TYPE,

2" CL.

NON-METALLIC WATER SEAL

(TYP.)

2"
CEMENT NAILS FLAT HD. C.S. 1" LONG
AT 12" CTS. VERTICAL EACH FACE (COST
6"

OR FACING
STEM

RETAINING WALL

"

INCLUDED WITH CONCRETE STRUCTURES)

" PREFORMED JOINT FILLER

FRONT FACE
" CHAMFER

EXPANSION JOINT DETAIL

RETAINING WALL JOINT DETAILS

MARCH, 2016

FIGURE 22.3.1.1

ILLINOIS TOLLWAY

SUBDRAIN

GROUT

STEM

RETAINING WALL

" MIN. NON-SHRINK

NON-METALLIC
SLEEVE THROUGH
RETAINING WALL

SUBDRAIN THRU RETAINING WALL DETAILS

MARCH, 2016

FIGURE 22.3.1.3

ILLINOIS TOLLWAY

2"
"

~ 2" O.D. INTERMEDIATE

TYP.

OR LINE POST

"

2 "

" STIFFENER `

" `

6" MIN.

SHIM AS REQUIRED

DRILL & SET "} GALVANIZED

PROP. WALL

EXPANSION ANCHORS

2" 2"

7"

2" 2"

1" (TYP.)

1 " (
TYP.
)

ELEVATION

7"x7"x" BASE ` W/
4-"} HOLES FOR "}
7"

GALVANIZED EXPANSION
ANCHORS W/WASHERS

PLAN

AND NUTS

NOTES:
1. BASE PLATES, STIFFENERS AND EXPANSION ANCHORS FOR MOUNTING FENCE
ON RETAINING WALLS SHALL BE INCLUDED IN THE COST OF CHAIN LINK FENCE.
2. IF NECESSARY THE SIZE OF THE BASE PLATE AND LOCATION OF THE EXPANSION
ANCHORS MAY BE ADJUSTED TO MISS THE WALL REINFORCEMENT.
3. BASE PLATES AND STIFFENERS SHALL BE FABRICATED FROM MATERIAL MEETING THE
REQUIREMENTS OF AASHTO M270 GRADE 36.
4. BASE PLATES, STIFFENERS AND POSTS SHALL BE HOT DIPPED GALVANIZED AFTER
FABRICATION IN ACCORDANCE WITH AASHTO.

DETAIL FOR MOUNTING FENCE

POST ON CONCRETE RETAINING WALL
MARCH, 2016

FIGURE 22.3.1.4

ILLINOIS TOLLWAY

3"

~ 2" O.D. INTERMEDIATE

2"

OR LINE POST

"
TYP.

" STIFFENER `

4"

6"

3"

" `

6" MIN.

3"

"

2 "

SHIM AS REQUIRED

TRAFFIC
FACE OF

7"

"

BARRIER WALL
DRILL & SET "} GALVANIZED EXPANSION ANCHORS

ELEVATION
13"x6"x" BENT OR WELDED

"} GALVANIZED EXPANSION

1" (TYP.)

3"

3"

3"

ANCHORS W/WASHERS AND NUTS

1 "

6"

1 "

BASE ` W/3-"} HOLES FOR

3" 3"

"

7"

PLAN
NOTES:
1. BASE PLATES, STIFFENERS AND EXPANSION ANCHORS FOR MOUNTING FENCE ON RETAINING
WALL SHALL BE INCLUDED IN THE COST OF CHAIN LINK FENCE.
2. IF NECESSARY THE SIZE OF THE BASE PLATE AND LOCATION OF THE EXPANSION ANCHORS
MAY BE ADJUSTED TO MISS THE WALL REINFORCEMENT.
3. BASE AND STIFFENERS SHALL BE FABRICATED FROM MATERIAL MEETING THE REQUIREMENTS
OF AASHTO M270 GRADE 36.
4. BASE PLATES, STIFFENERS AND POSTS SHALL BE HOT DIPPED GALVANIZED AFTER
FABRICATION IN ACCORDANCE WITH AASHTO.

DETAIL FOR MOUNTING FENCE

POST ON CONCRETE BARRIER WALL
MARCH, 2016

FIGURE 22.3.1.5

ILLINOIS TOLLWAY

10"} ALUMINUM POLE

BY OTHERS

VIBRATION WASHER (BY OTHERS)

1" BASE ` (BY OTHERS)

THREAD AND CAP END OF

8"

CONDUIT. WHEN READY FOR

4"

8"
" VIBRATION PAD (BY OTHERS)

WIRING REPLACE CAP WITH

LEVELING ` (BY OTHERS)
7"

2"

BUSHING

STAINLESS STEEL MESH

1"} x 5'-9" ANCHOR BOLTS
3-#6 v(E) BARS

PROVIDE 2 FLAT WASHERS ,

4'
-4"

6-#6 d(
E) BARS

1 LEVELING NUT & 1 LOCKNUT

FOR EACH BOLT. ALL NUTS &
WASHERS MUST BE GALVANIZED.
SEE FIGURE 22.3.1.7 FOR
ANCHOR BOLT DETAIL.
3-#6 v 1
(E) BARS

2"

STAINLESS STEEL STANDARD GRADE

WIRE CLOTH - TYPE 304, 4x4

CL.
NOTE:

MESH, 0.047" WIRE DIAMETER

8"

COST OF ANCHOR BOLTS IS

INCLUDED IN THE COST OF
CONCRETE STRUCTURES PAY
ITEM. 2"} PVC CONDUIT SHALL
BE PAID FOR SEPARATELY.

MAX.

SECTION A-A

15"} BOLT CIRCLE

10 "

10"

2"} PVC CONDUIT (TYP.)

10"

v1(E)

CL.

MIN.
MAX.

2"

1'
-0"
8"

1'
-8"

16" x 16" BASE ` (BY OTHERS)

10"

d(E)
1'-3"

1'-3"

v(E)
2

SEE FIGURE 22.3.1.7 FOR

BAR DETAILS.

2'-6"

LIGHT STANDARD ON RETAINING WALL DETAILS

MARCH, 2016

FIGURE 22.3.1.6

ILLINOIS TOLLWAY

6 MIL. POLYETHYLENE
BOND BREAKER

*FOR EXPOSED WALL HEIGHT GREATER THAN

H)
V:
(

3'
-6"

**2'-0" MINIMUM, 4'-0" DESIRABLE

M
MU
XI
A
M

2
1:

EXISTING OR PROPOSED

GROUND LINE IN
BACK OF WALL

6"

MARCH, 2016

4'-0", EXTEND TOP OF WALL 4'-0" ABOVE

GUTTER OR PROVIDE RAILING AND/OR FENCING.

FRONT FACE
GUTTER W/FRAME AND GRATE
AT DRAINAGE STRUCTURES

PROP. GROUND LINE IN FRONT OF WALL

GEOCOMPOSITE WALL DRAIN
CONTINUOUS ON BACK FACE

FIGURE 22.
5.
1.
1

(SEE FIG. 22.3.1.2)

RODENT SHIELD

POROUS GRANULAR BACKFILL

(SEE STD. B24)

BACK FACE

**

STRUCTURAL SUBDRAIN 6"}, WRAPPED

2
1:

SLOPED HEADWALL

UM
XIM
A
M
H)
V:
(

TYPE III TYP. EACH

-0"
4'

IN FILTER FABRIC IN ACCORDANCE

WITH SECTION 606 OF THE

9"

STANDARD SPECIFICATIONS.
VARIES

OUTLET SUBDRAIN,

1.0% MIN.

(SEE STD. B9 & B10)

2'-0" (TYP. ALL AROUND)

LIMITS OF STRUCTURE

ILLINOIS TOLLWAY

EXCAVATION
OUTLET SUBDRAIN

BACKFILL BELOW THIS

6" THRU WALL TO OUTSIDE

LINE WITH IMPERVIOUS

DITCH (TYP.) SEE PLANS

CLAY 1'-6" WIDE. COST

TO BE INCLUDED IN THE
UNIT PRICE PER CUBIC

TYPICAL SECTION THRU RETAINING WALL

YARD FOR STRUCTURE

EXCAVATION.

FRONT FACE

BACK FACE

BACK FACE SLOPE =

*
ZERO TO " PER
FOOT MAXIMUM.

#4h (E) AT | 2'-0" CTS.

#4h (E) AT 1'-0" CTS.

2" CL.

v (E)

#4v (E) AT 1'-0" CTS.

2" CL.

w (E)
POINT OF MAX.
SOIL PRESSURE

HEEL REINFORCEMENT
BARS,t(E)
3" CL.

18" MIN.

#4n (E)
@ 1'-0"
CTS.

LAP BOTH FACES

T1

2" CL.

SPECIFY MIN.

CONSTRUCTION JOINT

PROJECTION AND

1"x3" KEYWAY

n (E)

TOE REINFORCEMENT
BARS,t(E)
b

TYPICAL CANTILEVER RETAINING WALL

REINFORCEMENT BAR DETAILS
MARCH, 2016

FIGURE 22.5.1.2

ILLINOIS TOLLWAY

SINGLE SLOPE BARRIER

" PREFORMED
JOINT FILLER
SHOULDER

2'-0"

(GUTTER )

0.
1'

6"

3'
-6"

CA6 AGGREGATE
PAD

BACK FACE OF
RETAINING WALL

1'-7"

*PAID FOR AS GUTTER

MIN.

CANTILEVER RETAINING WALL DETAILS

WITH INTEGRAL SINGLE SLOPE BARRIER

MARCH, 2016

FIGURE 22.5.1.3

ILLINOIS TOLLWAY

MARCH, 2016

1'-6"

1'-7"

6'-0" DESIRABLE (4'-0" MIN.)

13'-0"
E.O.P.
OR
LANE

SNOW STORAGE

NOISE ABATEMENT
WALL

F-SHAPE
PARAPET

**

1'-0"

JOINTED CONCRETE PAVEMENT

OR ASPHALT
SHOULDER CROSS SLOPE
9"

6"

(GUTTER)

*
MIN.

2" (
MIN.
)

1'
-0" (
MAX.
)

2
1: X.)
A
M
(

11'-0" (SHOULDER)

1'
-6"

FIGURE 22.
12.
1

5%

2'-0"

PREFORMED JOINT FILLER

*DRAINAGE STRUCTURE SPACING TO BE DESIGNED AS

NEEDED. LOCATION OF THE MOMENT SLAB DRAINAGE
STRUCTURE SHALL BE COORDINATED WITH THE
ROADWAY DRAINAGE STRUCTURE.

FACE OF
RETAINING
WALL

**NON-STAINING GRAY ONE COMPONENT NON-SAG

ILLINOIS TOLLWAY

ELASTOMERIC GUN GRADE POLYURETHANE SEALANT

WITH BACKER ROD AS PART OF FILLER.

MOMENT SLAB FOR NOISE ABATEMENT WALL AND SNOW STORAGE

2"

* USE 1'-0" FOR CERTAIN WALL

1'-7"

TYPES TO ENSURE DRAINAGE

CAN BE LOCATED AT THE
FRONT FACE OF BARRIER WALL.

(1'-0" FOR CUT

TYPE WALLS)

FRONT FACE OF F-SHAPE

BARRIER WALL

3'
-6"

PAVEMENT.

La

SHOULDER RUMBLE STRIP

(WHERE APPLICABLE)
C.G.

1'
-4"

SHOULDER CROSS SLOPE

2" (
MIN.
)

1'
-0" (
MAX.
)

2
1: .)
AX
(M

HEEL OF SLAB

PREFORMED JOINT FILLER

POINT OF ROTATION A

6"

1'-0"
Lw

FACE OF
RETAINING
WALL

MOMENT SLAB STABILITY AND

EXPANSION JOINT DETAIL

5" +
_ 1"

16" +
_ 1"

TYP.
B

12"

12"

LONGITUDINAL JOINT

TYP.

" MAX.

5" +
_ 1"

" MIN.

PLAN DETAIL A

12" R
16" + 1"

" MIN.

" MAX.

SECTION A-A

SECTION B-B

SHOULDER RUMBLE STRIP DETAILS

MARCH, 2016

FIGURE 22.14.1

ILLINOIS TOLLWAY

MIN.

POINT OF ROTATION

ha = MOMENT ARM

TO ACCOMODATE ADJACENT

**

TOP OF BARRIER TO

** THICKNESS MAY BE MODIFIED

NON-STAINING GRAY ONE
COMPONENT NON-SAG
ELASTOMERIC GUN GRADE
POLYURETHANE SEALANT
WITH BACKER ROD AS
PART OF THE JOINT
FILLER

MARCH, 2016

MOMENT SLAB

1'-7"

2"

13'-0"
E.O.P. OR LANE

(1'-0" FOR CUT TYPE WALLS)

2'-0"

11'-0"

GUTTER

SHOULDER

FRONT FACE OF F-SHAPE

BARRIER WALL
RUMBLE STRIP

#5 d(E) AT 7"
(MIN.)
#5 d1(E) AT 7"

PCC PAVEMENT

#5 w(E) AT 18"

**

1 "

CONSTRUCTION JOINT
(MANDATORY)

#6 a(E) AT 7"

SHOULDER CROSS SLOPE

1'
-4"

#8 e(E)

SEE FIGURE 22.14.1

MIN.

2 " CL. (
| ")

3'
-6"

#5 e1(E)
(TYP.)

PROVIDE BOND BREAKER

BETWEEN MOMENT SLAB
AND ADJACENT PAVEMENT
IF CONSTRUCTION JOINTS
ARE NOT ALIGNED

2'-4" | 1"

1 " CL.

STABILIZED
SUBBASE

2
1: .)
AX
(M

3"

2" (
MIN.
)

1'
-0" (
MAX.
)

TOP OF
EXPOSED
PANEL LINE

#5 e2(E)
CL.

2'
-5 "

FIGURE 22.
14.
2

2"

#5 a1(E) AT 14"
PIPE UNDERDRAIN

SUBGRADE
AGGREGATE

" PREFORMED JOINT FILLER

6"

1'-0"

7"

R 2"

7"

R 2"

ENSURE DRAINAGE CAN BE LOCATED AT

THE FRONT FACE OF THE BARRIER WALL.

** THICKNESS MAY BE MODIFIED

TO ACCOMMODATE ADJACENT

2. DESIGNER SHALL PROVIDE DETAILS AT DRAINAGE

1'-2"

1'-2"

STRUCTURES.
5 "

3. LOCATIONS OF BARRIER WALL JOINTS SHALL MATCH

LOCATIONS OF MOMENT SLAB JOINTS.

PAVEMENT.

MOMENT SLAB REINFORCEMENT

BAR d(E)

BAR d1(E)

**

* USE 1'-0" FOR CERTAIN WALL TYPES TO

2'
-7 "

"
-10
2'

**

8"

2'
-7"

BETWEEN EXPANSION JOINTS FOR THIS CONFIGURATION.

-11"
2'

ILLINOIS TOLLWAY

1. MINIMUM LENGTH OF MOMENT SLAB SHALL BE 20'-0"

2'
-10"

NOTES:

**

FACE OF RETAINING WALL

STRUCTURE DESIGN MANUAL

SECTION 23.0 NOISE ABATEMENT WALLS AND RAILROAD BRIDGE

FENCING
23.1

General

Noise abatement walls shall be designed in accordance with the latest AASHTO Guide
Specifications for Structural Design of Sound Barriers and Interims, AASHTO LRFD
Bridge Design Specifications, Sections 13 and 15 at Test Level 4 or 5 (TL-4 or TL-5) as
applicable and as amended herein.
The noise abatement wall shall be designed to attenuate the sounds generated by
highway traffic and achieve a minimum noise reduction of 5 decibels.
Panels shall be embedded a minimum 1-0 below grade. The noise abatement wall
material shall be manufactured from fire retardant material that meets State and local
requirements. Structure mounted or ground mounted noise abatement wall types shall
be one of the following:

Precast Concrete The precast concrete noise abatement wall shall consist of
either separate panels, or posts and panels spanning between vertical posts. The
precast concrete panels of the noise abatement wall may be conventionally
reinforced, pre-stressed, post-tensioned, or any combination thereof. The posts
of the noise abatement wall may be constructed of precast concrete or
galvanized, structural steel. If precast concrete posts are chosen, they may be
conventionally reinforced, pre-stressed, post-tensioned, or any combination
thereof.

Concrete Masonry This system consists of a noise abatement wall constructed

of manufactured masonry block units. Masonry block walls shall be hand-laid.
The posts of the noise abatement wall may be constructed of precast concrete,
galvanized steel encased in masonry, or masonry block pilasters. If precast
concrete posts are chosen, the posts may be conventionally reinforced, prestressed, post-tensioned, or any combination thereof. Concrete Masonry panels
shall not be used as bridge or retaining wall mounted noise abatement walls.

Brick Masonry This system consists of a sound barrier constructed of

manufactured brick masonry units. Brick masonry walls shall be hand laid. The
brick masonry noise abatement wall shall consist of either separate panels, or
posts and panels spanning between vertical posts. The posts of the noise
abatement wall may be constructed of precast concrete, galvanized steel, or
brick masonry pilasters. If precast concrete posts are chosen, the posts may be
conventionally reinforced, pre-stressed, post-tensioned, or any combination
thereof. Brick masonry panels shall not be used for bridge or retaining wall
mounted or crashworthy ground mounted noise abatement walls.

March 2016

23-1

Illinois Tollway

STRUCTURE DESIGN MANUAL

Composite The composite noise abatement walls shall be a composite plastic

extruded material. The composite noise abatement wall shall consist of separate
panels, or posts and panels spanning between vertical posts. The posts of the
composite noise abatement wall may be constructed of composite material,
precast concrete or galvanized steel. If precast concrete is chosen, the posts
may be conventionally reinforced, pre-stressed, post-tensioned, or any
combination thereof.

Wood This system consists of a domestic or Canadian wood sound barrier

constructed of treated wood posts, vertically oriented wood panels of tongue and
groove construction, and a wood cap board to protect end grain.

Alternate Material Noise Abatement Wall This system allows the Contractor to
bid an alternate material noise abatement wall system that meets the
requirements stated in this section and as accepted by the Illinois Tollway.

Wooden noise abatement wall shall be designed for a minimum service life of 25 years;
precast concrete and alternate material noise abatement walls shall be designed for a
minimum service life of 50 years. The design shall be based on the consideration of the
potential long-term effects of weathering, corrosion, spray from de-icing chemicals, and
other potentially deleterious environmental factors on each of the material components
comprising the noise abatement wall.
Expansion and Contraction Devices
The noise abatement wall shall be designed with consideration of the movements in the
wall due to temperature changes, dead loads and wind loads. Locations and spacing of
expansion devices shall be as designed by the Contractor and approved by the Illinois
Tollway.
Stabilizers
Permanent stabilizers are required between posts and panels to maintain the vertical
positions of the panel while resisting the lateral loading primarily due to wind and vehicle
impact. The stabilizers shall be spaced at intervals not to exceed 4 feet, and shall have
a minimum height of 4 inches.
23.2

Design Criteria

23.2.1 Design Specifications

See Article 5.1.
23.2.2 Design Loads
All Loading and Geometric requirements as specified in the latest edition of the
AASHTO LRFD Bridge Design Specifications and Interims shall be satisfied.

March 2016

23-2

Illinois Tollway

STRUCTURE DESIGN MANUAL

Dead Load
For bridge and retaining wall mounted noise abatement walls, the panel dead weight
shall be based on the actual geometry of the panel.
The dead load shall consist of the weight of all the component materials making up
the noise abatement wall. For structure-mounted noise abatement walls, the point of
action of the weight of the individual components shall be their respective centers of
gravity.
Wind Loads
The minimum design wind load for structure-mounted noise abatement walls shall be
35 psf. For ground-mounted noise abatement walls, the minimum design wind load
shall be 25 psf, or as determined by Articles 3.8.1 and 15.8.2 of the AASHTO LRFD
Bridge Design Specifications, whichever is greater.
Design horizontal wind pressures shall account for the direction of wind, height, and
elevation of the wall, topography and gust factors. The noise abatement wall shall be
designed to withstand wind pressure, applied perpendicular to the wall and
separately in each direction.
The maximum allowable panel deflection for wind loads shall be no more than the
panel length (L) divided by 240 (L/240) for ground-mounted panels and panel length
(L) divided by 180 (L/180) for structure-mounted panels, where L is the length
between panel supports. The vertical posts shall have a maximum deflection of
(H/180), where H is the height of the post above the foundation or anchors.
Seismic Loads
In accordance with Article 1.2.1.3 of the AASHTO LRFD Bridge Design
Specifications.
Vehicle Impact Loads
Crashworthy walls shall be specifically identified in the plans and shall meet the
National Cooperative Highway Research Program (NCHRP) Report 350,
Recommended Procedures for the Safety Performance Evaluation of Highway
Features, Application of AASHTO LRFD Specifications to Design of Sound Barriers
and the AASHTO LRFD Bridge Design Specifications.
The following crash test levels shall be used to determine vehicle impact loads
applied to noise abatement walls located within the clear zone or otherwise requiring
shielding as determined by a barrier warrant analysis:
o Structure Mounted
Shielded: TL-5, applied in accordance with AASHTO LRFD Article 15.8.4
Cases 1 through 4
March 2016

23-3

Illinois Tollway

STRUCTURE DESIGN MANUAL

Unshielded: TL-5, applied in accordance with AASHTO LRFD Article 15.8.4
Case 1
o Ground Mounted
Shielded: TL-4, applied in accordance with AASHTO LRFD Article 15.8.4
Cases 1 through 4
Unshielded: TL-4, applied in accordance with AASHTO LRFD Article 15.8.4
Case 1
The following crash test levels shall be used to determine vehicle impact loads
applied to noise abatement walls located well outside the clear zone as identified in a
barrier warrant analysis:
o Structure Mounted
Shielded: TL-4, applied in accordance with AASHTO LRFD Article 15.8.4
Cases 1 through 4
Unshielded: TL-4, applied in accordance with AASHTO LRFD Article 15.8.4
Case 1
o Ground Mounted
Not applicable
In addition, for all shielded noise abatement walls, noise abatement wall components
with a setback less than 4.0 feet behind a barrier shall be designed to resist a
collision force of 4.0 kips applied at the highest point up to 14.0 feet above the
surface of the pavement in front of the traffic railing. This load shall be checked
independently from the impact loads specified in the AASHTO LRFD Bridge Design
Specifications.
Unbalanced Soil Loads
If a noise abatement wall is to account for lateral earth pressure due to unequal
ground lines, that requirement shall be shown in the plans.

23.2.3 Design Height

The design height shall be determined by the designer in conjunction with the noise
mitigation study for each location.
23.2.4 Stresses
Allowable design stresses for individual materials comprising the different wall types are
covered in the Performance Based Special Provision for Noise Abatement Wall.

March 2016

23-4

Illinois Tollway

STRUCTURE DESIGN MANUAL

23.3

Plan Preparation

23.3.1 General
The Designer shall indicate the location of all required noise abatement walls on the
appropriate roadway and structure plans. Sufficient information shall be shown on the
plans and cross sections so that the manufacturer can design and detail the noise
abatement wall to accommodate each: ground-to-structure transition, overlap,
obstruction and utility or drainage interference. The Designer shall locate the beginning
and end of the noise abatement wall including overlaps and directional changes by
station and offset on the appropriate roadway, drainage and lighting plans including
cross sections. See Figure 23.3.1.1 for typical details.
An elevation view of each noise abatement wall shall be included in the plans. Each
elevation shall show top of noise abatement wall and proposed grade. The location of
transitions, overlaps, obstructions, utility or drainage interferences and changes in noise
abatement wall height shall also be shown. Changes in noise abatement wall height
shall be accomplished using increments no larger than 2 feet and no smaller than 1
foot. The top of wall shall remain horizontal between steps. For an elevation view
example, see Figures 23.3.1.2 and 23.3.1.3. The top of the wall shall remain above the
Acoustical Profile Line.
23.3.2 Naming Convention
Noise abatement walls shall be identified on the plans using the following format:
Illinois Tollway Milepost Wall Type, Direction (Ramp)
TOLLWAY: EW = Reagan Memorial Tollway (I-88)
NS = Veterans Memorial Tollway (I-355)
NW = Jane Addams Memorial Tollway (I-90)
TS = Tri-State Tollway (I-294 & I-294/I-80)
TN = Tri-State Tollway (I-94)
ES = Edens Spur (I-94)
EO = Elgin-OHare Tollway (IL 390)
WA = West OHare Access (I-490)
MILEPOST: Two-decimal lowest wall milepost to the tenth or hundredth if a mile
post (i.e. 14.75)
WALL TYPE: N = Noise Abatement Wall
DIRECTION: EB, SB, WB, NB - Inventory direction of the mainline roadway
RAMP:

(R) = if lowest milepost is along ramp (omitted if not along ramp)

EXAMPLE: TS38.40N,NB(R) for a noise abatement wall located along the Tri-State
Tollway (I-294) northbound at milepost 38.4 on a ramp
March 2016

23-5

Illinois Tollway

STRUCTURE DESIGN MANUAL

If two walls of the same type have identical starting mileposts, the inventory milepost of
one of the walls shall be shifted by one hundredth of a mile to create unique names.
23.3.3 Ground Mounted Noise Abatement Wall
For all Ground Mounted Noise Abatement Walls, a Level-3 Barrier Warrant Analysis
shall be performed to determine the wall location with the highest benefit/cost ratio.
Variations in noise abatement wall height based on the location of the wall shall be
included in the benefit/cost analysis. The traffic face of the noise abatement wall shall
be placed well outside the clear zone, unless the wall is crashworthy. Refer to the
Illinois Tollway Traffic Barrier Guidelines and Base Sheet M-RDY-406.
A 5-foot minimum clearance between the proposed R.O.W. line and the centerline of
the noise abatement wall shall be maintained. No utilities shall be located between the
noise abatement wall and the proposed R.O.W. line.
Overlapped sections of noise abatement walls shall be separated by a minimum of 9
feet to provide access to the area behind the walls. A section of the wall shall be
overlapped for a minimum length of four times the separation or gap distance. See
Figure 23.3.3.1 for a typical plan. Overlaps shall also be located at ground to structure
transitions. See Figure 23.3.3.2 for details.
A swale shall be provided on the side of the noise abatement wall that will keep surface
water from running under the wall. Field inlets shall be located at low points and
connected to the side slope ditch or storm sewer. The Designer is responsible for
designing and detailing all swales, ditches, field inlets and storm sewers on the drainage
plans and profiles.
Foundations for Ground Mounted Noise Abatement Walls: The bottom of any foundation
shall be a minimum of 4 feet below finished grade, unless solid competent rock strata is
encountered. If a drilled foundation is used, it shall be a minimum of 6 feet below
finished grade line or two times the shaft diameter, whichever is greater, unless solid
competent rock strata is encountered.
Structure borings shall be taken at each end of the noise abatement wall and every 100
feet thereafter along the proposed alignment. The boring locations shall be shown on
the roadway noise abatement wall plans and the resulting logs shall be plotted on
sheets and included in the plans.
23.3.4 Structure Mounted Noise Abatement Wall
Noise abatement walls on retaining walls and bridges shall be designed for the specific
site conditions.
23.4

Specifications

The Designer shall modify the performance based special provisions furnished by the
Illinois Tollway to suit their particular location and conditions.
March 2016

23-6

Illinois Tollway

STRUCTURE DESIGN MANUAL

23.5

Railroad Bridge Fencing for New Illinois Tollway Structures over

Railroads

The Illinois Tollway crosses several railroads that have specific guidelines and drawings
for fencing requirements. The Designer shall coordinate with the railroads regarding the
need for fencing as early in the design stage as possible.
23.5.1 Waivers
The placement of fencing on top of the bridge parapet is not desirable because of traffic
safety concerns and inspection access limitations. The Designer shall propose the
following waivers to the railroad prior to initiating modifications to the standard bridge
rail:
Waiver Alternative I
Request a waiver from the Railroads standards to provide a 42-inch high F-Shape
parapet according to the Illinois Tollways Structure Design Manual. A waiver should be
warranted since the Illinois Tollway does not allow pedestrian traffic or sidewalks on the
Illinois Tollway system. Also, the Illinois Tollway provides an 11-foot to 12-foot shoulder
between the edge of traveled way and bridge parapet to minimize the likelihood of
objects being thrown onto railroad property. The 42-inch high F-Shape parapet meets
criteria for a Test Level 5, according to the AASHTO LRFD Bridge Design
Specifications, which satisfies freeway and large truck requirements.
Waiver Alternative II
Should Alternative I be found unacceptable by the railway, the Designer shall propose
that a 72-inch barrier wall be provided to control the amount of snow and debris falling
onto the track. This will provide for splash boards being provided on structures where
switching or other frequent railroad activities are performed. According to AASHTO
LRFD Bridge Design, parapets that are 6.0 feet above the surface of the pavement shall
meet crash Test Level 5. For this design scenario the bridge deck overhang shall be
limited to 2-0.

23.5.2 Fence Installation

Where a requirement for fencing on mainline structures has not been waived by the
railroad, details for the fence shall be developed in accordance with Illinois Tollway
Base Sheets M-BRG-521.
Fencing with parapet shall be provided on both sides of all overhead structures crossing
Railroad right-of-way. It shall be designed to prevent climbing and provide positive
means of protecting the Railroad facility and the safety of Railroad employees below
from objects released from the bridge deck above.
March 2016

23-7

Illinois Tollway

STRUCTURE DESIGN MANUAL

The limits of the fencing with parapet shall extend to the limits of the Railroad Right-ofWay or a minimum of 25 feet beyond the centerline of the outermost existing track,
future track or access road, whichever is greater. All parallel overhead structures that
have a gap of 2 feet or more shall be protected with fencing. Structures with a gap of 2
feet or less shall either have the gap covered or be fenced on both sides.
The minimum combined height of a parapet with curved fencing shall be 8 feet or with
straight fencing shall be 10 feet. On sidewalk or trail facilities the top of the fencing shall
be curved to discourage climbing. A minimum 8-foot vertical clearance shall be provided
for the full clear width of the trail or sidewalk. To prevent surface water from draining
onto the Railroad Right-of-Way, a one-foot parapet is required. Fencing is also
requested by the railroads on top of parapet on overhead structures without sidewalks
or trails.

March 2016

23-8

Illinois Tollway

MARCH, 2016

ACOUSTICAL PROFILE LINE

665

(SHAPE TO BE DETERMINED BY DESIGN)

8
2. 0
+3 .
0
0
6
6

TOP OF NOISE ABATEMENT WALL

660

PROPOSED
PROFILE GRADE

EXISTING PROFILE GRADE

1150+00

1151+

1152+

1153+

1154+

1155+

1156+

1157+

+32.
8 BEGIN STRUCTURE

630

MOUNTED NOISE WALL

(
TYP,
)

635

TYP.

640

MATCH LINE STA. 1150+00

FIGURE 23.
3.
1.
2

645

N.
1'
-0" MI

650

0
+0 .
00
2
65

2'
-0" MAX.

0
+0 .
00
0
65

0
+0 .
00
6
65

0
+0 .
00
4
65

655

0
+9 .
00
8
65

8
2. 3
+3 .
3
0
64

1158+00

I
LLI
NOI
S TOLLWAY

GROUND MOUNTED NOISE ABATEMENT WALL ELEVATION

MARCH, 2016

TOP OF NOISE ABATEMENT WALL

700
0
+5 .
00
6
69

695
690

0
+5 .
00
6
69

STRUCTURE MOUNTED

2170+00

2171+

PROPOSED TOP OF
PARAPET OR RETAINING
WALL
0
+7 .
20
7
67

LIGHT STANDARD
PROFILE GRADE
STA. 2175+46
STA. 2173+93

STRUCTURE MOUNTED

STRUCTURE MOUNTED

LIGHT STANDARD

LIGHT STANDARD
STA. 2176+39
STRUCTURE MOUNTED
LIGHT STANDARD

2172+

2173+

2174+

2175+

2176+

+70 BEGIN GROUND

665

0
+7 .
00
8
68

MOUNTED NOISE WALL

MOUNTED NOISE WALL

670

0
+5 .
00
0
69

TYP.

STA. 2172+07

+50 BEGIN STRUCTURE

FIGURE 23.
3.
1.
3

680

N.
1'
-0" MI

685

675

(SHAPE TO BE DETERMINED BY DESIGN)

0
+5 .
00
2
69

2'
-0" MAX.

0
+5 .
40
7
68

ACOUSTICAL PROFILE LINE

0
+5 .
00
4
69

2177+

2178+00

I
LLI
NOI
S TOLLWAY

STRUCTURE MOUNTED NOISE ABATEMENT WALL ELEVATION

OVERLAP

~ NOISE WALL
AND FOUNDATIONS

(4xW MIN.)

"W"

NOISE WALL

(
9'
-0" MIN.
)

NOISE WALL

~ NOISE WALL
AND FOUNDATIONS

PLAN

NOISE WALL OVERLAP DETAILS

(FOR GROUND MOUNTED)

MARCH, 2016

FIGURE 23.3.3.1

ILLINOIS TOLLWAY

STATION

Y'
-Y"

W1

OFFSET

STATION
OFFSET

NOISE WALL

X'-X"

W2

X'-X"

MOUNTED

Y'
-Y"

NOISE WALL

GROUND

LANES

MOUNTED

SHLDR TRAFFIC

GROUND

4W2

4W
1

STRUCTURE
MOUNTED

STATION

NOISE WALL

OFFSET

STRUCTURE / GROUND MOUNTED PLAN

LIMITS OF STRUCTURE NOISE WALL

GROUND MOUNTED

GROUND MOUNTED
STRUCTURE MOUNTED
T/NOISE WALL
EL.

T/NOISE WALL
EL.

T/STRUCTURE

NOISE WALL
T/FINISHED

EL.

STRUCTURE
~ NOISE WALL

~ NOISE WALL

FOUNDATION

FOUNDATION

ELEVATION

OVERLAP TRANSITION DETAILS

(FOR STRUCTURE MOUNTED)

MARCH, 2016

FIGURE 23.3.3.2

ILLINOIS TOLLWAY

GRADE

T/STRUCTURE

GRADE

T/FINISHED

NOISE WALL

EL.

STRUCTURE DESIGN MANUAL

THIS PAGE IS INTENTIONALLY LEFT BLANK

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STRUCTURE DESIGN MANUAL

SECTION 24.0 OVERHEAD SIGN STRUCTURES

24.1

Design Specifications

2013 AASHTO Standard Specifications for Structural Supports for Highway

Signs, Luminaires and Traffic Signals, 6th Edition and all interims.

Latest IDOT Sign Structures Manual.

Latest Illinois Tollway Standard Drawings.

Latest Illinois Tollway Base Sheets, M-OHS-720 thru -730.

Existing overhead sign structures shall be analyzed using the design

methodology of the original design. The Load Resistance Factor Design (LRFD)
Method shall be used to design or analyze all new span, butterfly, monotube or
cantilever type, overhead sign structures not covered by Section F of the latest
Illinois Tollway Standards Drawings (non-standard sign structures).

24.2

Sign Structure Type Selection

Sound engineering judgment is required in the selection of the appropriate sign

structure type following the parameters described in the Manual on Uniform Traffic
Control Devices (MUTCD). The sign size and location are chiefly governed by the
location of the traffic lanes.
Economy shall also be considered. Consideration shall be given to utilizing a structure
mounted sign if within a reasonable distance of the MUTCD stipulated distance. When
several sign locations are included in a single contract, utilizing groups of sign
structures of the same length shall be considered. When evaluating Span Type verses
Cantilever, Cantilever Type shall be considered approximately 4 times as expensive per
foot length as the Span Type.
24.3

Overhead Sign Structure Clearance

Overhead sign structures for static signs without sign lighting (span and cantilever) shall
be designed to provide 26-5 from the high point of the roadway beneath the sign
structure to the centerline of the truss, which includes an allowance for 9 from the
centerline of the truss to the bottom of an 18 tall sign panel, regardless of the size of
the panel required for that particular location. This will usually provide extra clearance
when constructed and allow for either lighting or a larger panel to be added in the future.
Taller panels can be accommodated provided that the overall maximum sign area is not
exceeded and the vertical sign panel supports are checked for adequacy.
Sign structures that require lighting, such as those approaching a toll plaza, shall be
designed with a 17-5 vertical clearance to the bottom of the 2 luminaires and with the
sign panel(s) sized to accommodate the legend required for that particular location. For
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structures with multiple signs, the sign with the largest vertical dimension shall be used
to determine the structure height. The height from the high point of the roadway
beneath the sign structure to the centerline of the truss shall not be less than 26-5.
Overhead sign structures for Dynamic Message Signs (DMS) shall be designed to
provide 22-5 from the high point of the roadway beneath the sign structure to the
centerline of a cantilever, butterfly or span type sign structure that is intended only for
installation of DMS. This includes an allowance for 5 from the centerline of the truss to
the bottom of a 10 tall DMS, regardless of the size of the DMS required for that
particular location.
24.4

Span Type (Aluminum)

Aluminum Span Type Sign Structures shall be selected and detailed in accordance with
Standard F1 of the latest Illinois Tollway Standard Drawings. Illinois Tollway Base Sheet
M-OHS-720 shall be used in combination with Standard F1. Aluminum Span Type
structures can span from 80 to 150 feet, and shall support static sign panels only. A
Barrier Warrant Analysis shall be completed in accordance with Article 5.5.9 of the
Illinois Tollway Traffic Barrier Guidelines.
The Illinois Tollways sign structure-span type is an aluminum trichord truss supported
by steel pipe columns, while IDOTs sign structure-span types are aluminum and steel
box, four chord span system.
The steel pipe column support has been designed to accommodate maximum heights
as shown in the table on Sheet 1 of Standard F1.
Illinois Tollway Standard F1 includes the foundations for the Span Type Sign Structures.
The foundations have been revised as follows:

The shoulder foundation has been redesigned, consisting of a grade beam (3-6
width x 18-0 length) supported on two 3-0 diameter drilled shafts for all size
truss spans. This design replaces the individual 4-0 diameter drilled shaft
foundations. This change provides constructability improvements to the
foundation system. The new detail establishes a standard size grade beam for all
span truss sizes, and eliminates the constructability issues related to tight
spacing between the caissons. This feature will also simplify the Traffic Barrier
Warrant analysis by having a fixed dimension for any size truss span type
structure.

The median foundations also have a new grade beam design and details to
match the new 7-0 wide concrete barrier base, supported on two 3-0 diameter
drilled shafts.

The foundations are designed to accommodate the maximum column support

heights shown on Sheet 1. In addition, the foundation can accommodate an

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STRUCTURE DESIGN MANUAL

increase in the depth of the grade beam by up to 2-0, if additional sign structure
height is required.
24.5

Cantilever Type

Cantilever Type Sign Structures shall be selected and detailed in accordance with
Standard F4 of the latest Illinois Tollway Standard Drawings. Illinois Tollway Base Sheet
M-OHS-721 shall be used in combination with Standard F4. Cantilever Type structures
can span from 20 to 50 feet, and shall support either static sign panels or 1 Type 2
DMS. A combination of static signs and DMS units is not permitted. A Barrier Warrant
Analysis shall be completed in accordance with Article 5.5.9 of the Illinois Tollway
Traffic Barrier Guidelines.
The Cantilever Type Sign Structure standard drawings incorporate a concrete and steel
post column support system. This detailing enables the maximum steel post to have a
24 diameter with a nominal wall thickness of 1 for cantilever design spans up to 50
feet in length. Also provided are alternate steel grades for the steel support post; API
5L, Grade B, X42 or X52, ASTM 106, Grade B or C and ASTM A53, Type E or S, Grade
B.
24.6

Monotube Type

Monotube Type Sign Structures shall be selected and detailed in accordance with
Standards F13, F15 or F16 of the latest Illinois Tollway Standard Drawings. Illinois
Tollway Base Sheets M-OHS-722, M-OHS-723, M-OHS-725, M-OHS-726 and M-OHS727 shall be used in combination with Standards F13, F15 or F16. See the latest Illinois
Tollway Standard Drawings for span limits and mounting details. Signs that do not meet
the requirements shown on the standard drawings are not permitted.
These structures are located at mainline and ramp toll plazas, and are used to support
electronic toll collection equipment. The foundations have been designed for both single
and double face barrier walls, supported by individual drilled shaft foundations of 3-6
diameter minimum.
24.7

Butterfly Type

Butterfly Type Sign Structures shall be selected and detailed in accordance with
Standard F14 of the latest Illinois Tollway Standard Drawings. Illinois Tollway Base
Sheet M-OHS-724 shall be used in combination with Standard F14. Butterfly lengths up
to 40 feet are permitted. Each face of a Butterfly Type structure may support either
static signs or 1 Type 2 DMS. A combination of static sign panels and DMS units on the
same face is not permitted. A Barrier Warrant Analysis shall be completed in
accordance with Article 5.5.9 of the Illinois Tollway Traffic Barrier Guidelines.
The Overhead Sign Structure-Butterfly Type shall be selected and detailed in
accordance with Standard F14 of the latest Illinois Tollway Standard Drawings. Details
have been developed for median and shoulder applications. These structures are
intended to support dynamic message signs.

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STRUCTURE DESIGN MANUAL

24.8

Bridge Mounted Sign Structures

Bridge Mounted Sign Structures shall be designed and detailed in accordance with the
latest IDOT Sign Structures Manual.
In cases where the depth of the fascia beam is shallow and/or the profile grade
approaches 5%, the location of the horizontal WF member between the web of fascia
beam and the back of the sign support may vary vertically in order to maintain the
luminaire supports in a level position (see Base Sheets M-BRG-503 and M-BRG-504).
Alternatively, the location of the horizontal leg of luminaire support could also be varied
to keep the luminaire supports level (see Figure 24.8.1).
24.9

Span Type (Steel)

Steel Span Type Sign Structures shall be selected and detailed in accordance with
Standard F17 of the latest Illinois Tollway Standard Drawings. Illinois Tollway Base
Sheet M-OHS-728 shall be used in combination with Standard F17. Steel Span Type
structures can span from 120 to 160 feet, and shall support 1 Type 1 DMS only. Static
sign panels are not permitted. A Barrier Warrant Analysis shall be completed in
accordance with Article 5.5.9 of the Illinois Tollway Traffic Barrier Guidelines.
24.10

ITS Gantry Frame (Steel)

Steel ITS Gantry Frame Sign Structures shall be selected and detailed in accordance
with the latest Illinois Tollway Base Sheets M-OHS-729 and M-OHS-730. See the latest
Illinois Tollway Base Sheets for span limits and mounting details. Signs that do not meet
the requirements shown on the base sheets are not permitted. A Barrier Warrant
Analysis shall be completed in accordance with Article 5.5.9 of the Illinois Tollway
Traffic Barrier Guidelines.
24.11

Overhead Sign Structures with End Cantilever(s)

Span Type, overhead sign structures required to cantilever or overhang the supports at
one or both ends shall utilize a standard IDOT (box) truss, support legs and
foundations. The selected truss shall be analyzed for the proposed end conditions and
loads. The truss member sizes may be modified, if necessary, to accommodate the
proposed overhang(s) and sign(s). The Designer shall modify and complete required
information in the latest IDOT base sheets for the selected overhead truss, supports
and foundations for inclusion in the Contract plans.
24.12

Non-Standard Sign Structures

Sign structures that do not fall within the criteria of the latest Illinois Tollway Standard
Drawings and/or the latest IDOT Sign Structures Manual shall be designed in
accordance with the latest AASHTO Standard Specifications for Structural Supports for
Highway Signs, Luminaires, and Traffic Signals.
The Designer shall notify the Illinois Tollway in writing prior to beginning the design of a
non-standard sign structure.
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24.13

Naming Convention

Overhead sign structures shall be identified on the plans using the following format:
Illinois Tollway Milepost Structure Type, Direction (Ramp)
TOLLWAY: EW = Reagan Memorial Tollway (I-88)
NS = Veterans Memorial Tollway (I-355)
NW = Jane Addams Memorial Tollway (I-90)
TS = Tri-State Tollway (I-294 & I-294/I-80)
TN = Tri-State Tollway (I-94)
ES = Edens Spur (I-94)
EO = Elgin-OHare Tollway (IL 390)
WA = West OHare Access (I-490)
MILEPOST: Two-decimal milepost to the tenth or hundredth if a mile post (i.e. 14.75)
SIGN TYPE: B = Bridge Mounted
C = Cantilever and Butterfly Type Trusses
T = Span Type Trusses, Monotube and ITS Gantry
DIRECTION: EB, SB, WB, NB - Inventory direction of the mainline roadway
RAMP:

(R) = sign is over a ramp (omitted if not along ramp)

EXAMPLE: TS38.40T,NB(R) for a span type truss located along the Tri-State Tollway
(I-294) northbound at milepost 38.40 on a ramp
24.14

Foundations for Overhead Sign Structures

The foundation details shown in the Illinois Tollway Sign Structure Standard Drawings
(Section F) and the ITS Gantry Base Sheets M-OHS-729 and M-OHS-730 are designed
and detailed based on the common cohesive soil conditions (silty or sandy clay) with an
average unconfined compressive strength (Qu) > 1.25 Tons/sq. ft.
The Design Section Engineer (DSE) shall conduct a subsurface investigation at each
overhead sign structure foundation to determine the actual soil conditions. Should the
investigation reveal soil properties less than average unconfined compressive strength
(Qu) = 1.25 Tons/sq. ft. or indicate the presence of rock, the DSE shall design and detail
the drilled shaft foundations to meet the actual site conditions and modify the Illinois
Tollway Sign Structure Standard Drawings and Base Sheets accordingly.

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Illinois Tollway

EXISTING SUPER
STRUCTURE
W6x12 VERTICAL
SIGN SUPPORT

SIGN PANEL

LUMINAIRE

W10x22 HORIZONTAL
VARIES

SIGN SUPPORT

W6x12 LUMINAIRE
SUPPORT

ALTERNATE BRIDGE MOUNTED

SIGN AND LUMINAIRE SUPPORT DETAIL

MARCH, 2016

FIGURE 24.8.1

ILLINOIS TOLLWAY

STRUCTURE DESIGN MANUAL

SECTION 25.0 SHOP DRAWINGS

25.1

General

Shop drawings are detailed fabrication and erection plans prepared by the fabricator,
supplier or Contractor which are interpreted from the engineering drawings in the
Contract plans. When contracted, the Designer shall be responsible for reviewing the
shop drawings for compliance with the design plans and project specifications only.
It is the responsibility of the Engineer to ascertain that the fabricator is supplying the
items specified, while it is the Contractors responsibility to verify that all items are per
contract plan and specifications and fabricated to the correct dimensions. See Article
105.04(d) of the latest Illinois Tollway Supplemental Specifications. Approved shop
drawings shall be archived with the as-built plans for each project.
25.2

Required Shop Drawings

Shop drawings are required for the following items:

Plate Girders

Wide Flange Beams

Miscellaneous Structural Steel

PPC BulbT Beams

PPC IBeams

PPC Deck Beams

Precast Concrete Box Culverts

Three Sided Precast Concrete Structures

Cantilever Sign Structures

Overhead Sign Structures

Modular Expansion Joints

Bridge Mounted Sign Structures

Elastometric Bearings

Temporary Shoring, Jacking and Cribbing

Anchor Rods

Fixed Bearings

Precast Deck Planks

Pins and/or Link Plates

Precast Deck Forms

Precast Fascia Panels

Mechanically Stabilized Earth Walls

Metal Deck Forms

Temporary Soil Retention Systems

Noise Abatement Walls and Foundations

Temporary Sheet Piling

Prefabricated Pedestrian/Bicycle Trusses

Other project-specific items not included in this list may also require approved shop
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drawings.
25.2.1 Structural Steel and Expansion Joints
At a minimum the following information shall be reviewed:

Framing plan, showing general layout of the steel beams, cross frames, location
of field splices and marking scheme for identifying members.

The number, size and geometry of all members.

The details of all splices, showing the number, size and type of bolts, hole
diameters, the type, size and length of all welds and a section showing the size
of all splice materials.

The details of all field connections, showing number, size and type of bolts, hole
diameters, and the locations where reaming is required.

The number, size and spacing of shear developers. The use of shop welded
shear developers is acceptable for embedded bearing plates and expansion
joints.

Verify ordinates and geometry at abutments, field splices and interior at piers.

The amount and location of camber and the permissible tolerances.

Material specifications (AASHTO and/or ASTM designation) of the steel to be

fabricated and any testing requirements.

The steel surface preparation and the type of shop and/or field coating to be
applied.

All notes that appear on the design plans shall be reflected on the shop
drawings.

Structural steel weights (shop bills) shall be checked.

Blocking and lifting diagrams.

Check plate bending radiuses.

25.2.2 Prestressed Concrete

At a minimum the following information shall be reviewed:

Erection diagram, showing the general layout of the concrete elements.

The number and size of all members.

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The number, size and type of prestressing strands or rods, and the forces in
these prestressing elements.

Bearing details showing size, type, and materials.

The location and the details of lifting devices and of support points, if the beam
does not rest on its bearings while being transported.

The location and type of any inserts required for attachments.

The layout of the casting bed to be used for casting the prestressed beams.

The location of hold-down devices for any draped strands.

The location and length of any bond-breaker.

The details and type of the reinforcement bars.

All notes that appear on the design plans shall be reflected on the shop
drawings.

25.2.3 Bearings
At a minimum the following information shall be reviewed:

Location diagram, showing the general layout of the structure and the locations
of the bearings.

The number, size and types of all bearings.

The details of the bearings, showing all materials, dimensions and welding.

The steel surface preparation and shop coating details.

Notes listing the material specifications for all parts of the bearings, and the
design and specifications used for the design of the bearings.

25.3

Special Requirement Items

The Contractor and/or his supplier are responsible for designing and detailing the
following items, which shall bear the seal and signature of an Illinois Licensed Structural
Engineer. Shop drawings and computations shall be submitted for review and
acceptance by the Designer. Approved shop drawings shall be archived with the asbuilt plans for each project.

Mechanically Stabilized Earth (MSE) Retaining Walls, Soldier Pile and Lagging
Retaining Walls with facing and Sheet Pile and Tie-Back Retaining Walls with
facing.

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Precast Concrete Box Culvert and Three Sided Structures.

Seismic Isolation Bearings.

Pedestrian/Bicycle Truss designs and shop drawings for structures crossing over
a state or federal route, placed on Illinois Tollway right-of-way, or having spans
150 ft. or longer, shall be submitted for review and approval. If these structures
are constructed by another governmental unit (IDOT, county, municipality, park
district, IL Dept. of Natural Resources, etc.), that agency is responsible for the
review and approval of the designs and drawings.

Noise Abatement Walls including their foundations.

Stay-In-Place Metal or Precast Concrete Deck Forms.

Temporary Shoring, Jacking and Cribbing.

25.4

Miscellaneous Items

Shop Drawings for the following items need not be submitted for review unless specified
or special (non-standard) details are proposed for routine items:
Fabric Reinforced Elastometric Mats and/or steel anchor plates for the back of Integral
Abutments:
The fabricator shall furnish installation and detail drawings to the Contractor and
Engineer for field verification of locations and dimensions. These drawings shall
be included in the project record. Shop fabrication inspection is not required, and
the Engineers final acceptance may be based on proper fit and an overall visual
inspection of the finished product. The material supplier is responsible for
submitting samples to the BMPR for lot testing.
Bridge Railing & Drainage Systems:

Steel Bridge Rail, Aluminum Bridge Rail, Pedestrian/Bicycle Railing, PreFabricated Inspection Platforms, Scuppers, Drain Piping, Navigation Lights and
Mounting Hardware.

The fabricator shall furnish installation and detail drawings to the Contractor and
Engineer for field verification of locations and dimensions. These drawings shall
be included in the project record. Shop fabrication inspection is not required, and
the Engineers final acceptance may be based on proper fit and an overall visual
inspection of the finished product.

Standard design base sheet notes require permanent tubular steel bridge traffic
rail and rail posts to have Charpy-Vee Notch (CVN) toughness values certified by
test. Test results, along with mill certification documentation, are to be submitted
to the Engineer. CVN testing is not normally required for bicycle/pedestrian
railing. All steel for railing, bolts, anchor bolts and posts shall be domestic. Any

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paint used shall be accepted by the IDOT Bureau of Materials and Physical
Research (BMPR). Current requirements of the BMPR concerning aluminum rail
and posts shall be satisfied.
Bridge Joint Seal System (Bonded Preformed Joint Seals) or Strip Seals:

25.5

These joints may be prefabricated in convenient lengths, allowing subsequent

shop or field cutting to meet project requirements. Since details will be generic,
no project-specific review is required. An installation scheme shall be provided by
the fabricator to the Contractor and Engineer.
Erection Plan

25.5.1 General
The Contractor shall submit structural steel erection plan to the Engineer and Designer
for each structure in the Contract, in accordance with Article 7.2.2 of this Manual and
Article 105.04 (c) of the Illinois Tollway Supplemental Specifications. Copies shall be
sent to any railroad company or public agency affected by the proposed erection
procedure for their review and comment. These plans shall be received at least 60 days
prior to the proposed beginning of erection. All comments or revisions required by the
Designer, railroad company, or public agency shall be incorporated in the final
submission, for review and acceptance by the Engineer and Designer.
25.5.2 Required Information
The following minimum information shall be placed on the erection drawings for each
individual structure. Erection procedures for twin bridges may be shown on the same
sheet.

Title block with contract number, design project number, project and structure
name and county.

Plan of the work area showing support structures, roads, railroad tracks, canals
or streams, utilities or any other information relative to erection.

Erection sequence for main members and secondary members (cross frames,
diaphragms, lateral bracing, portals, etc.), noting use of holding cranes or
temporary supports, falsework, and bents.

Delivery location of each beam.

Location of each crane for each pick.

Capacity chart for each crane and boom length used in the work. Cranes lifting
over active railroad facilities shall have a minimum lifting capacity of 150 percent
of the lift weight.

Pick point location(s) on each member.

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Lifting weight of each member (including clamps, spreader beams, etc.).

Lift and setting radius for each pick (or maximum lift radius).

Description of lifting devices or other connecting equipment.

Beam tie down details or other method of stabilizing erected beams.

Bolting requirements, including the minimum number of bolts and erection pins
required to stabilize members during the erection sequence.

Blocking details for stabilizing members supported on expansion bearings and on

bearings that do not limit movement in the transverse direction.

The method and location of temporary support for field spliced or curved beams,
including shoring, falsework, holding cranes, guys, etc. The designer shall
examine, but not approve details of temporary supports. The design, erection,
and stability of these supports shall be the sole responsibility of the Contractor.

Offsets necessary to adjust expansion bearings during erection to provide for

temperature variance and dead load rotation.

For Complex Structures, geometric control including the elevations and positions
that will be monitored during construction to verify that the structural steel is
being erected according to plan.

The following notes shall be placed on the Erection Drawings:

No crane shall be operated in a manner that will exceed its rated capacity at any
radius as specified by the crane manufacturer.

The table or chart prepared by the crane manufacturer to describe the maximum
lift at all conditions of loading shall be posted in each crane cab in clear view of
the operator.

The Contractor shall be responsible for verifying the weight of each lift and for
insuring the stability of each member during all phases of erection.

Members shall be subject to only light drifting to align holes. Any drifting that
results in distortion of the member or damage to the holes shall be cause for
rejection of the member.

Field reaming of holes shall not exceed the amount permitted in Article 505.08(I)
of the Standard Specifications.

The final alignment and profile of the erected steel shall conform to the
requirements of the Contract Documents. Measurements and elevations shall be
taken to verify the requirements of the Contract.

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STRUCTURE DESIGN MANUAL

SECTION 26.0 REHABILITATION AND REPAIR

26.1

General

When extensive repairs to a structural member appear necessary, to the extent that the
structural capacity of the member during construction may be in doubt, provisions shall
be made to temporarily support the member during construction. This also applies to
concrete member repairs, whether it is pneumatically applied mortar or formed concrete
repairs. The location of proposed temporary supports shall be indicated on the plans.
Refer to the latest edition of the Structural Services Manual by the IDOT Bureau of
Bridges and Structures. The manual contains information and guidelines for the types
of repairs most often required to adequately maintain typical bridge structures during the
service life. The Designer and/or Contractor are encouraged to use guidelines provided
in the above referenced manual in preparing final repair details associated with the
rehabilitation project.
The most common types of repairs/rehabilitation tasks associated with Illinois Tollway
projects are listed below, including applicable sections from the above referenced
manual.

Bridge Deck Overlay Section 1.4

Expansion Joint Replacement Section 1.5

Bridge Rails and Parapets Section 1.7

Bearing Replacement Section 1.9

Impact Repairs Steel Beams Section 1.13

Impact Repairs Concrete Beams Section 1.14

Steel Superstructure Repairs Section 1.15

Concrete Superstructure Repairs Section 1.16

Substructure Repairs Section 1.17

26.2

Precast Concrete Repairs

Even though a higher quality of standards is maintained in a plant-cast prestressed

concrete environment, damages or defects can still occur in such products. Examples
include voids and cracks in concrete and improperly placed or damaged reinforcement
and hardware. These products fall into one of the three following categories:

Products that can be accepted without repair

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Products that can be accepted with repair

Products that must be rejected

Refer to Manual for the Evaluation and Repair of Precast, Prestressed Concrete Bridge
Products published by PCI. The Manual also addresses evaluation and repair for
damage caused by imperfections or damage occurring during production, handling,
transportation and erection. This Manual serves as a resource and a base for
developing repair options. The designer and/or Fabricator is required to prepare repair
procedures and details using guidelines provided in the above referenced manual while
applying sound engineering judgment. The repair procedures and details shall be
submitted to the Illinois Tollway for review and approval.
In addition to the types of damage discussed above and the normal deterioration due to
aging, collisions between over-height vehicles and bridges are becoming more
commonplace and can be catastrophic. Collision damage, however, is generally far
from catastrophic although sound repair techniques are critical if additional damage
(typically related to corrosion) is to be mitigated. A comprehensive study was recently
completed by NCHRP to develop criteria to evaluate whether to repair or to replace a
prestressed concrete girder damaged by a vehicular impact, identify the gaps in the
available information and practices related to repair of collision damage of prestressed
girders and prepare a recommended practice report guide. Results of the study are
presented in the NCHRP 20-07/Task 307 report, entitled Updated Research for
Collision Damage and Repair of Prestressed Concrete Beams, dated May 2012.
The primary deliverable of the NCHRP 20-07/Task 307 report is the Guide to
Recommended Practice for the Repair of Impact-Damaged Prestressed Concrete
Bridge Girders, which is included in Appendix A of the report. The Guide serves to
update the 1985 NCHRP Report 280: Guidelines for Evaluation and Repair of
Prestressed Concrete Bridge Members, which remains a primary reference for this
topic.
Nine repair techniques are described in the Guide of the NCHRP 20-07/Task 307
report; four are generally recommended as being practical for repairing impact damaged
prestressed concrete girders: externally bonded carbon fiber reinforced polymer
(EBCFRP); externally bonded post-tensioned CFRP (bPT-CFRP); post-tensioned steel
(PT-steel); and internal strand splicing. In addition, external repairs in combination with
strand splicing are discussed. The Designer is required to prepare repair procedures
and details using guidelines provided in the NCHRP 20-07/Task 307 reference, while
applying sound engineering judgment. The repair procedures and details shall be
submitted to the Illinois Tollway for review and approval.
26.3

Aluminum Sign Truss Repairs

Refer to Figures 26.3.1 through 26.3.4 regarding suggested details for repairing existing
aluminum sign trusses. These details are to be used as guidelines in preparing repair
plans for sign trusses. Figure 26.3.5 provides guidelines for installing damping devices
for existing aluminum trusses.
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26.4

Approach Slab Resurfacing and Repairs

When resurfacing an existing approach slab, the surface of new overlay shall be string
lined to provide a smooth transition from the ends of bridge to the existing road.
Before resurfacing, the spalled areas of existing approach slabs shall be repaired with
partial-depth concrete patches and completely deteriorated areas shall be repaired with
full-depth patches. Top reinforcement bars exposed in repair areas that show a 50%
loss of section due to corrosion or that were damaged during concrete removal shall be
supplemented with additional bars equal to the area of the original deteriorated or
damaged bar(s) (see Figure 26.4.1). Bottom reinforcement bars exposed in repair areas
that show a 20% loss of section due to corrosion or that were damaged during concrete
removal shall be supplemented with additional bars equal to the area of the original
deteriorated or damaged bar(s).
Existing reinforcement bars that have been cut or damaged by the Contractor shall be
provided with supplemental bars at no additional cost to the Illinois Tollway. Otherwise,
supplemental bars shall be paid for as Reinforcement Bars or Reinforcement Bars,
Epoxy Coated.
Those areas of approach slabs showing settlement at the abutment backwall shall be
removed and replaced in accordance with the details shown in Figure 26.4.2. Existing
preformed filler joints at the bridge end of approach slabs shall be replaced wherever
possible with the detail shown in Figure 26.4.3.
26.5

Aggregate Slope Paving Repairs

See Figure 26.5.1 for suggested details for repairing eroded or damaged slope paving.
26.6

Metal Culvert Temporary Repairs

See Figures 26.6.1 through 26.6.4 for suggested details to temporarily repair metal arch
or half round culverts until they can be programmed for replacement or lining.
26.7

Bearing Repairs

Frequently, existing rocker bearings are found to be tilted and in need of adjustment.
The magnitude of the adjustment is determined by comparing the measured horizontal
displacement of the rocker with the theoretical displacement for similar temperature
conditions. No adjustment is necessary unless the measured displacement exceeds the
theoretical by inch or more. Adjustment is usually made by repositioning the sole
plate; however, if a bearing stiffener is present, the stiffener shall remain within the
middle third of the repositioned sole plate.
26.8

Fiber Reinforced Polymer Repairs

Fiber Reinforced Polymer (FRP) shall be considered as a cost effective solution to

increase structural capacity for various bridge elements.

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Illinois Tollway

STRUCTURE DESIGN MANUAL

The following guidelines are proposed:
FRP shall be considered by the Designer as one of the available repair methods for
restoring structural capacity of PPC Beams and other reinforced concrete structural
members. For guidance regarding selection of repair techniques including FRP, refer to
the NCHRP 20-07/Task 307 report, entitled Updated Research for Collision Damage
and Repair of Prestressed Concrete Beams, dated May 2012. Also, refer to ACI
440.2R-08 Guide for the Design and Construction of Externally Bonded FRP Systems
for Strengthening Concrete Structures for design guidance.
FRP shall be installed as the final external layer of any PPC Beam or outside face of
parapet patching that is located over shoulders, traffic lanes or railroad tracks. The use
of FRP over patch areas in locations other than over shoulders, traffic lanes and/or
railroad tracks is not recommended.
Beam ends shall not be considered for repairs with FRP.
encasement is the preferred option.

In this situation, beam

FRP shall not be used in conjunction with patching of bridge deck underside. Such
defects shall be scaled and left untreated, if they are minor and do not affect structural
capacity or addressed with full depth patches, if there are concerns with structural
capacity. Partial depth patching of bridge deck underside is not allowed.
26.9

Deck Drains

Repair plans for major maintenance projects on deck surface of a structure such as
overlay projects shall contain details to provide for elimination of existing deck drains, or
adjustment of existing deck drains to direct drainage away from the main load-carrying
member of the superstructure and substructure units.
.

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MARCH, 2016

FIGURE 26.3.1

ILLINOIS TOLLWAY

SI
NGLE VERTI
CAL DI
AGONAL REPAI
RWI
THOUT GUSSET

MARCH, 2016

FIGURE 26.3.2

ILLINOIS TOLLWAY

DOUBLE VERTI
CAL DI
AGONAL REPAI
RWI
THOUT GUSSET

MARCH, 2016

FIGURE 26.3.3

ILLINOIS TOLLWAY

SI
NGLE VERTI
CAL DI
AGONAL REPAI
RWI
TH GUSSET

MARCH, 2016

FIGURE 26.3.4

ILLINOIS TOLLWAY

DOUBLE VERTI
CAL DI
AGONAL REPAI
RWI
TH GUSSET

STRUCTURE DESIGN MANUAL

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March 2016

Illinois Tollway