751.1 Preliminary Design - Revision history

Hoskir: /* 751.1.2.9.2 Steel Girder Options */ fixed spelling error

2024-12-16T15:32:47Z

751.1.2.9.2 Steel Girder Options: fixed spelling error

← Older revision		Revision as of 10:32, 16 December 2024
Line 339:		Line 339:
	Additional documents that can be referenced to aid in identifying the site-specific locations and details that should be avoided when the use of weathering steel is being considered include:		Additional documents that can be referenced to aid in identifying the site-specific locations and details that should be avoided when the use of weathering steel is being considered include:

	:1. ~~Transporation~~ Research Board. (1989). ''Guidelines for the use of Weathering Steel in Bridges'', (NCHRP Report 314). Washington, DC: Albrecht, et al.		:1. Transportation Research Board. (1989). ''Guidelines for the use of Weathering Steel in Bridges'', (NCHRP Report 314). Washington, DC: Albrecht, et al.

	:2. American Iron and Steel Institute. (1995). ''Performance of Weathering Steel in Highway Bridges, Third Phase Report''. Nickerson, R.L.		:2. American Iron and Steel Institute. (1995). ''Performance of Weathering Steel in Highway Bridges, Third Phase Report''. Nickerson, R.L.

Hoskir: /* 751.1.2.9.2 Steel Girder Options */ updated per RR3972

2024-12-13T21:20:49Z

751.1.2.9.2 Steel Girder Options: updated per RR3972

← Older revision		Revision as of 16:20, 13 December 2024
Line 335:		Line 335:
	'''*''' For multi-lane divided or undivided highways, consider the AADT and AADTT in one direction only.]]		'''*''' For multi-lane divided or undivided highways, consider the AADT and AADTT in one direction only.]]
	<div id="Weathering steel may be used"></div>		<div id="Weathering steel may be used"></div>
	Weathering steel may be used for stream crossings where 1) the base flood elevation is lower than the bottom of girder elevation and 2) the difference between the ~~normal~~ water ~~surface~~ and bottom of girder elevations is greater than 10 ft. for stagnant and 8 ft. for moving bodies of water. Where the difference in elevations is less than noted, weathering steel may be used upon approval of the Assistant State Bridge Engineer.		Weathering steel may be used for stream crossings where 1) the base flood elevation is lower than the bottom of girder elevation and 2) the difference between the ordinary high water and bottom of girder elevations is greater than 10 ft. for stagnant and 8 ft. for moving bodies of water. Where the difference in elevations is less than noted, weathering steel may be used upon approval of the Assistant State Bridge Engineer.

	Additional documents that can be referenced to aid in identifying the site-specific locations and details that should be avoided when the use of weathering steel is being considered include:		Additional documents that can be referenced to aid in identifying the site-specific locations and details that should be avoided when the use of weathering steel is being considered include:

Hoskir: /* 751.1.2.8 Box Culverts */ updated per RR3954

2024-11-21T15:17:33Z

751.1.2.8 Box Culverts: updated per RR3954

← Older revision		Revision as of 10:17, 21 November 2024
Line 257:		Line 257:
	===751.1.2.8 Box Culverts===		===751.1.2.8 Box Culverts===

	Most districts prefer a box culvert to a bridge because of the lower maintenance costs; however, if a stream crossing is on the borderline between a box culvert and a bridge, each option should be explored and presented to the district. The presentation to the district should include the cost estimate for each option as well as a recommendation as to which option is preferred by the Bridge Division. ~~Keep in mind that~~ box culverts ~~should~~ be avoided on streams with medium to heavy drift. If the stream being crossed is a drainage ditch it is advisable to have the district contact the drainage district to see if they have any specific objections (i.e. drift etc.) to using a culvert at the proposed location. Approval of proposed structure layout by the drainage district may be required, see [[:Category:747 Bridge Reports and Layouts#747.3.4 Bridge Permits or Approvals by Other Agencies\|EPG 747.3.4 Bridge Permits or Approvals by Other Agencies]].		Most districts prefer a box culvert to a bridge because of the lower maintenance costs; however, if a stream crossing is on the borderline between a box culvert and a bridge, each option should be explored and presented to the district. The presentation to the district should include the cost estimate for each option as well as a recommendation as to which option is preferred by the Bridge Division. Multi-cell box culverts shall be avoided on streams with reported medium to heavy drift because the interior wall creates a snag point and drift will have difficulty passing through the box culvert resulting in clogging and likely undermining of the culvert. Single-cell box culverts may be used if the opening is sized to allow drift to pass. If the stream being crossed is a drainage ditch it is advisable to have the district contact the drainage district to see if they have any specific objections (i.e. drift etc.) to using a culvert at the proposed location. Approval of proposed structure layout by the drainage district may be required, see [[:Category:747 Bridge Reports and Layouts#747.3.4 Bridge Permits or Approvals by Other Agencies\|EPG 747.3.4 Bridge Permits or Approvals by Other Agencies]].

	====751.1.2.8.1 Hydraulic Design====		====751.1.2.8.1 Hydraulic Design====

Hoskir: /* 751.1.2.11 Staged Construction */ updated per RR3939

2024-09-23T17:34:02Z

751.1.2.11 Staged Construction: updated per RR3939

← Older revision		Revision as of 12:34, 23 September 2024
Line 364:		Line 364:

	If the district decides to use staged construction, one important item to verify in this situation is that the new girders will clear the existing substructure. Another item to consider in setting up the staging is the placement and attachment requirements of the temporary concrete traffic barrier relative to the bridge deck and meeting horizontal distance requirements from the edge of the deck, which determines whether the temporary concrete traffic barrier is attached to the deck and how it is attached.		If the district decides to use staged construction, one important item to verify in this situation is that the new girders will clear the existing substructure. Another item to consider in setting up the staging is the placement and attachment requirements of the temporary concrete traffic barrier relative to the bridge deck and meeting horizontal distance requirements from the edge of the deck, which determines whether the temporary concrete traffic barrier is attached to the deck and how it is attached.
			:* For staged bridge construction with MSE walls at the abutments, consider specifying location of temporary MSE walls on the plan details. The interior angle between MSE walls and temporary MSE walls should be greater than 70°. However, if unavoidable, then interior angle shall be absolute minimum 65°. Temporary MSE wall option for staged bridge construction shall not be used when bridge skew is greater than 25°.

	~~For staged bridge construction with MSE walls at the abutments, consider specifying location of temporary MSE walls on the plan details.~~ Sometimes due to limited space or to retain improved foundation material or to retain existing slope contractor may need to provide temporary shoring prior to constructing temporary MSE wall systems in staged construction, but only the temporary MSE wall should be indicated on the plans. For design requirements of MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements\|720 Mechanically Stabilized Earth Wall Systems]].		Sometimes due to limited space or to retain improved foundation material or to retain existing slope contractor may need to provide temporary shoring prior to constructing temporary MSE wall systems in staged construction, but only the temporary MSE wall should be indicated on the plans. For design requirements of MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements\|720 Mechanically Stabilized Earth Wall Systems]].

	===751.1.2.12 Temporary Barriers===		===751.1.2.12 Temporary Barriers===

Hoskir: /* 751.1.1.2 Bridge Survey Processing and Bridge Numbering */ updated per email from DK.

2024-09-17T19:48:41Z

751.1.1.2 Bridge Survey Processing and Bridge Numbering: updated per email from DK.

← Older revision		Revision as of 14:48, 17 September 2024
Line 65:		Line 65:
	:Bridge numbers that were assigned to new structures that were never built are only reused if the proposed structure is at the same crossing location that the bridge number was originally assigned to.		:Bridge numbers that were assigned to new structures that were never built are only reused if the proposed structure is at the same crossing location that the bridge number was originally assigned to.

	:Bridge numbers that were assigned to rehabilitate or modify structures where the work was not completed may reuse the previous bridge number by adding the suffix ~~“-#2”~~ to the bridge number (i.e., bridge number A6545 had plans developed for deck repairs and was assigned the bridge number A65451, but the work was never completed. At a later date, bridge A6545 is set up to be redecked; the bridge number assigned to the redeck would be ~~A65451-#2~~). This suffix is only recorded in Bloodhound for tracking purposes and is not shown as part of the bridge number on file folders or final plans.		:Bridge numbers that were assigned to rehabilitate or modify structures where the work was not completed may reuse the previous bridge number by adding the suffix “_02” to the bridge number (i.e., bridge number A6545 had plans developed for deck repairs and was assigned the bridge number A65451, but the work was never completed. At a later date, bridge A6545 is set up to be redecked; the bridge number assigned to the redeck would be A65451_02). This suffix is only recorded in Bloodhound for tracking purposes and is not shown as part of the bridge number on file folders or final plans.

Hoskir: updated per RR3868

2024-07-19T18:30:31Z

updated per RR3868

Show changes

Hoskir: /* 751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts */ updated per RR3903

2024-07-18T18:35:02Z

751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts: updated per RR3903

← Older revision		Revision as of 13:35, 18 July 2024
Line 1,178:		Line 1,178:
	:* MASH (2016) TL-4 (Type C and D barrier, 38-inch two tube railing)		:* MASH (2016) TL-4 (Type C and D barrier, 38-inch two tube railing)
	:* MASH TL-3 (Type H barrier, Type A and B barrier, culvert guardrail)		:* MASH TL-3 (Type H barrier, Type A and B barrier, culvert guardrail)
	:* NCHRP 350 TL-4 (32-inch two tube railing~~, 12” x 29” vertical barrier~~)		:* NCHRP 350 TL-4 (32-inch two tube railing)
	:* NCHRP 350 TL-3 (thrie beam railing).		:* NCHRP 350 TL-3 (12” x 29” vertical barrier, thrie beam railing)

	Type C and D barrier shall be used on all redecks, rehabs and widenings where the full length of barrier is being replaced with exceptions for the following:		Type C and D barrier shall be used on all redecks, rehabs and widenings where the full length of barrier is being replaced with exceptions for the following:
Line 1,292:		Line 1,292:
	\|'''38-inch Two Tube Rail'''<br/> (Photo not available) \|\| [[image:751.1.3.4-MASH2016 tl-4.png\|130px]]<br/>(MASH 2016 TL-4) \|\| Up to 2” \|\| Use in place.\|\| (3)<br/>Not for use with turned-back abutment wings less than 18” thick.		\|'''38-inch Two Tube Rail'''<br/> (Photo not available) \|\| [[image:751.1.3.4-MASH2016 tl-4.png\|130px]]<br/>(MASH 2016 TL-4) \|\| Up to 2” \|\| Use in place.\|\| (3)<br/>Not for use with turned-back abutment wings less than 18” thick.
	\|-		\|-
	\|'''12” x 29” Vertical Barrier'''<br/> [[image:751.1.3.4 vertical.jpg\|130px]] \|\| [[image:751.1.3.4 vertical section.jpg\|130px]] <br/>(NCHRP 350 TL-4) \|\| Up to 2” \|\|End of barrier modification for new guardrail attachment.\|\| (1)		\|'''12” x 29” Vertical Barrier'''<br/> [[image:751.1.3.4 vertical.jpg\|130px]] \|\| [[image:751.1.3.4 vertical section.jpg\|130px]] <br/>(NCHRP 350 TL-3) \|\| Up to 2” \|\|End of barrier modification for new guardrail attachment.\|\| (1)
	\|-		\|-
	\| '''Culvert Guardrail''' \|\| [[image:751.1.3.4-NCHRP 350 TL-3.png\|150px]]<br/>(NCHRP 350 TL-3 Thrie Beam or W-Beam) \|\| See [[606.1_Guardrail#606.1.3.1_Guardrail_Selection_and_Placement\|EPG 606.1.3.1 Guardrail Selection and Placement]] \|\| Use in place. \|\| If MGS is required for the approach, the MASH TL-3 standard shall be installed if space allows.		\| '''Culvert Guardrail''' \|\| [[image:751.1.3.4-NCHRP 350 TL-3.png\|150px]]<br/>(NCHRP 350 TL-3 Thrie Beam or W-Beam) \|\| See [[606.1_Guardrail#606.1.3.1_Guardrail_Selection_and_Placement\|EPG 606.1.3.1 Guardrail Selection and Placement]] \|\| Use in place. \|\| If MGS is required for the approach, the MASH TL-3 standard shall be installed if space allows.

Hoskir: /* 751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts */ updated per RR3848

2024-05-09T15:13:08Z

751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts: updated per RR3848

← Older revision		Revision as of 10:13, 9 May 2024
Line 1,176:		Line 1,176:
	New bridge barrier or railing on existing bridges shall meet MASH TL-4 requirements on major routes with design speeds greater than 45 mph. Similarly, MASH TL-4 barrier or railing is required on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. New bridge barrier or railing on existing bridges for all other major, minor, and low volume routes may instead meet MASH TL-3, NCHRP 350 TL-4 or NCHRP 350 TL-3 requirements where circumstances restrict the use of a MASH TL-4 barrier or railing. In any case, the new barrier or railing shall not be rated lower than the existing barrier or railing. The hierarchy for crash test ratings in descending order is listed below with qualified barriers and railings in Missouri:		New bridge barrier or railing on existing bridges shall meet MASH TL-4 requirements on major routes with design speeds greater than 45 mph. Similarly, MASH TL-4 barrier or railing is required on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. New bridge barrier or railing on existing bridges for all other major, minor, and low volume routes may instead meet MASH TL-3, NCHRP 350 TL-4 or NCHRP 350 TL-3 requirements where circumstances restrict the use of a MASH TL-4 barrier or railing. In any case, the new barrier or railing shall not be rated lower than the existing barrier or railing. The hierarchy for crash test ratings in descending order is listed below with qualified barriers and railings in Missouri:

	:* MASH (2016) TL-4 (Type C and D barrier)		:* MASH (2016) TL-4 (Type C and D barrier, 38-inch two tube railing)
	:* MASH TL-3 (Type H barrier, Type A and B barrier)		:* MASH TL-3 (Type H barrier, Type A and B barrier, culvert guardrail)
	:* NCHRP 350 TL-4 (two tube railing, 12” x 29” vertical barrier)		:* NCHRP 350 TL-4 (32-inch two tube railing, 12” x 29” vertical barrier)
	:* NCHRP 350 TL-3 (thrie beam railing).		:* NCHRP 350 TL-3 (thrie beam railing).

Line 1,184:		Line 1,184:
	:* sight distance concerns. Type H barrier or two tube rail is recommended.		:* sight distance concerns. Type H barrier or two tube rail is recommended.
	:* rating concerns where the weight of the barrier prohibits its use or causes impractical restrictions or costs for the project. Type H barrier or two tube rail is recommended.		:* rating concerns where the weight of the barrier prohibits its use or causes impractical restrictions or costs for the project. Type H barrier or two tube rail is recommended.
	:* roadway width restrictions. ~~Two~~ tube rail or thrie beam rail is recommended.		:* roadway width restrictions. 32-inch two tube rail or thrie beam rail is recommended.

	The approach railing does not need to match the test level of the bridge barrier or railing. MoDOT standard approach rails typically do not rate higher than TL-3.		The approach railing does not need to match the test level of the bridge barrier or railing. MoDOT standard approach rails typically do not rate higher than TL-3.
Line 1,200:		Line 1,200:
	Thrie beam railing shall not be installed on new or replacement bridges or widenings. Thrie beam shall not be used for grade crossings or other areas where drainage over the side of the deck is a concern.		Thrie beam railing shall not be installed on new or replacement bridges or widenings. Thrie beam shall not be used for grade crossings or other areas where drainage over the side of the deck is a concern.

			'''W-beam Railing (Culvert Guardrail)'''

			The MASH TL-3 standard for guardrail attachment is covered in [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.6_Culvert_Guardrail_(Top_Mounted)\|EPG 751.12.6 Culvert Guardrail (Top Mounted)]]. Existing guardrail or thrie beam attachments likely do not have an adequate base plate design, railing height or headwall clearance to be considered MASH TL-3 compliant. Existing attachments most closely fit NCHRP 350 TL-3 or MASH TL-2. Existing guardrail attachments shall be treated in the same manner as free-standing guardrail when determining if the system can be used in place (see [[606.1_Guardrail#606.1.3.1_Guardrail_Selection_and_Placement\|EPG 606.1.3.1 Guardrail Selection and Placement]]). If Midwest Guardrail System (MGS) is required and space is available for headwall clearance, 2’-10” minimum between headwall and roadway face of guardrail, the MASH TL-3 standard for guardrail attachment shall be used.

			If there is less than 2’-10” of space between headwall and roadway face of guardrail, a thrie beam shall be used and it is preferrable to top mount the headwall instead of pushing the slab mount closer to headwall. The condition of the headwall should be considered before choosing the headwall mount option.

			If the top slab is less than 10 inches a bolt-thru attachment is required. For thicker slabs a resin-anchor system is available with a minimum 8-inch embedment. There are advantages to both systems. A bolt-thru attachment provides a stouter connection which may reduce the damage to the culvert slab after impact. On the other hand, repairing a bolt-thru system requires access inside the culvert while a resin-anchor system requires access to top of culvert only. Resin-anchor systems may also be preferred if culvert walls interfere with post placement.


	'''Type A, B, C, D, G and H Barriers '''		'''Type A, B, C, D, G and H Barriers '''

Line 1,279:		Line 1,288:
	\|'''Type H Barrier'''\|\| [[image:751.1.3.4 type h section.jpg\|150px]] <br/>(MASH 2016 TL-3)\|\| Up to 2”\|\|Use in place.\|\|(3)<br/>Use if Type D is considered impractical.		\|'''Type H Barrier'''\|\| [[image:751.1.3.4 type h section.jpg\|150px]] <br/>(MASH 2016 TL-3)\|\| Up to 2”\|\|Use in place.\|\|(3)<br/>Use if Type D is considered impractical.
	\|-		\|-
	\|'''~~Steel~~ Two Tube Rail'''<br/> [[image:751.1.3.3 steel two tube.jpg\|130px]] \|\| [[image:751.1.3.4 steel 2 section.jpg\|130px]]<br/>(NCHRP 350 TL-4) \|\| Up to 2”\|\| Use in place.\|\| (3) and (4)<br/>~~A 42” two tube rail has been successfully crash tested for~~ TL-4~~, but an end treatment has not been approved~~ for use.		\|'''32-inch Two Tube Rail'''<br/> [[image:751.1.3.3 steel two tube.jpg\|130px]] \|\| [[image:751.1.3.4 steel 2 section.jpg\|130px]]<br/>(NCHRP 350 TL-4) \|\| Up to 2”\|\| Use in place.\|\| (3) and (4)
			\|-
			\|'''38-inch Two Tube Rail'''<br/> (Photo not available) \|\| [[image:751.1.3.4-MASH2016 tl-4.png\|130px]]<br/>(MASH 2016 TL-4) \|\| Up to 2” \|\| Use in place.\|\| (3)<br/>Not for use with turned-back abutment wings less than 18” thick.
	\|-		\|-
	\|'''12” x 29” Vertical Barrier'''<br/> [[image:751.1.3.4 vertical.jpg\|130px]] \|\| [[image:751.1.3.4 vertical section.jpg\|130px]] <br/>(NCHRP 350 TL-4) \|\| Up to 2” \|\|End of barrier modification for new guardrail attachment.\|\| (1)		\|'''12” x 29” Vertical Barrier'''<br/> [[image:751.1.3.4 vertical.jpg\|130px]] \|\| [[image:751.1.3.4 vertical section.jpg\|130px]] <br/>(NCHRP 350 TL-4) \|\| Up to 2” \|\|End of barrier modification for new guardrail attachment.\|\| (1)
			\|-
			\| '''Culvert Guardrail''' \|\| [[image:751.1.3.4-NCHRP 350 TL-3.png\|150px]]<br/>(NCHRP 350 TL-3 Thrie Beam or W-Beam) \|\| See [[606.1_Guardrail#606.1.3.1_Guardrail_Selection_and_Placement\|EPG 606.1.3.1 Guardrail Selection and Placement]] \|\| Use in place. \|\| If MGS is required for the approach, the MASH TL-3 standard shall be installed if space allows.
	\|-		\|-
	\|colspan=5 align="left" width="750"\|(1) Shall not be used for redecks, widenings, and railing or cantilever full length replacements.<br/>(2) Typically specified for redecks, and railing or cantilever full length replacements. Shall not be used for widenings.<br/>(3) Typically specified for redecks, widenings, and railing or cantilever full length replacements.<br/>(4) Shall not be used on major routes with design speeds greater than 45 mph or on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. May be used for all other major, minor, and low volume routes.		\|colspan=5 align="left" width="750"\|(1) Shall not be used for redecks, widenings, and railing or cantilever full length replacements.<br/>(2) Typically specified for redecks, and railing or cantilever full length replacements. Shall not be used for widenings.<br/>(3) Typically specified for redecks, widenings, and railing or cantilever full length replacements.<br/>(4) Shall not be used on major routes with design speeds greater than 45 mph or on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. May be used for all other major, minor, and low volume routes.

Hoskir: /* 751.1.3.9 Environmental Considerations: Asbestos and Lead */ updated per email from Darren Kemna

2024-04-30T16:03:20Z

751.1.3.9 Environmental Considerations: Asbestos and Lead: updated per email from Darren Kemna

← Older revision		Revision as of 11:03, 30 April 2024
Line 1,395:		Line 1,395:
	===751.1.3.9 Environmental Considerations: Asbestos and Lead===		===751.1.3.9 Environmental Considerations: Asbestos and Lead===

	Check [[:Category:145 Transportation Management Systems (TMS)\|TMS]]<sup>'''1'''</sup> to see if an asbestos and lead inspection has been performed for a structure and include the applicable note shown immediately below on the Bridge Memorandum under the Special Notes Section. The report in TMS will be located in the Images link under the Media tab for the structure. If there is not a report in TMS, contact the ~~Assistant State Bridge Engineer for~~ a ~~report not yet uploaded to TMS~~. Include the applicable note of the two shown immediately below on the Bridge Memorandum depending on whether an inspection has not been performed or if the inspection report indicates that asbestos or lead, or both are present or not present. (These notes are also applicable for new replacement structures that involve removal of any part of an existing structure.)		Check [[:Category:145 Transportation Management Systems (TMS)\|TMS]]<sup>'''1'''</sup> to see if an asbestos and lead inspection has been performed for a structure and include the applicable note shown immediately below on the Bridge Memorandum under the Special Notes Section. The report in TMS will be located in the Images link under the Media tab for the structure. If there is not a report in TMS, please see the SPM/SLE or contact the Chemical Lab Director with a request. Include the applicable note of the two shown immediately below on the Bridge Memorandum depending on whether an inspection has not been performed or if the inspection report indicates that asbestos or lead, or both are present or not present. (These notes are also applicable for new replacement structures that involve removal of any part of an existing structure.)

	:''“Asbestos and lead inspections have not been performed on this structure (Bridge/Culvert # XXXXX). The Bridge Division will request these inspections and will include the report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”		:''“Asbestos and lead inspections have not been performed on this structure (Bridge/Culvert # XXXXX). The Bridge Division will request these inspections and will include the report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”

Hoskir: /* 751.1.2.22 Types of Piling */ updated formatting

2024-03-27T15:28:09Z

751.1.2.22 Types of Piling: updated formatting

← Older revision		Revision as of 10:28, 27 March 2024
Line 779:		Line 779:
	===751.1.2.22 Types of Piling===		===751.1.2.22 Types of Piling===

	The two types of piling commonly used are structural steel HP pile and close-ended steel pipe pile (cast-in-place, CIP). Open ended steel pipe pile (cast-in-place, CIP) can also be used. HP piles are commonly used as end bearing piles when shale or rock will be encountered at an elevation that will limit the pile lengths to about 100 ft. or less. CIP piles are commonly used as friction pile for which a minimum tip elevation must be determined (see [[751.36 Driven Piles#751.36.2 Steel Pile\|EPG 751.36.2 Steel Pile]] for criteria). All HP piles driven to rock shall require pile point reinforcement. For end bearing pile tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, Geotechnical Section should indicate either “PDA recommended” or “PDA not recommended” in Foundation Investigation Geotechnical Report (FIGR). [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29\|See EPG 751.36.5.3 Geotechnical Resistance Factor (~~ϕstat~~) and Driving Resistance Factor (~~ϕdyn~~)]] for more information about pile driving verification methods.For CIP pile, Geotechnical Section indicates either "No Pile Point Needed" or "Pile Point Needed" and recommends pile point type on boring log. “Cruciform” or “Conical” pile point reinforcement is allowed for closed ended CIP pile. “Manufactured open ended cutting shoe (inside flange)” pile point reinforcement is allowed for open ended CIP. Generally, pile point reinforcement is needed for CIP pile if boulders, cobbles, or dense gravel are anticipated. For all piles, prebore if necessary to achieve minimum embedment.		The two types of piling commonly used are structural steel HP pile and close-ended steel pipe pile (cast-in-place, CIP). Open ended steel pipe pile (cast-in-place, CIP) can also be used. HP piles are commonly used as end bearing piles when shale or rock will be encountered at an elevation that will limit the pile lengths to about 100 ft. or less. CIP piles are commonly used as friction pile for which a minimum tip elevation must be determined (see [[751.36 Driven Piles#751.36.2 Steel Pile\|EPG 751.36.2 Steel Pile]] for criteria). All HP piles driven to rock shall require pile point reinforcement. For end bearing pile tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, Geotechnical Section should indicate either “PDA recommended” or “PDA not recommended” in Foundation Investigation Geotechnical Report (FIGR). [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29\|See EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] for more information about pile driving verification methods.For CIP pile, Geotechnical Section indicates either "No Pile Point Needed" or "Pile Point Needed" and recommends pile point type on boring log. “Cruciform” or “Conical” pile point reinforcement is allowed for closed ended CIP pile. “Manufactured open ended cutting shoe (inside flange)” pile point reinforcement is allowed for open ended CIP. Generally, pile point reinforcement is needed for CIP pile if boulders, cobbles, or dense gravel are anticipated. For all piles, prebore if necessary to achieve minimum embedment.

	Here are some guidelines for minimum embedment:		Here are some guidelines for minimum embedment: