Difference between pages "Category:941 Permits and Access Requests" and "751.10 General Superstructure"

Latest revision as of 14:53, 10 October 2024

Regardless of type of barrier or railing shown the following guidance is applicable for all barrier and railing types.

751.10.1 Slab on Girder

751.10.1.1 Material Properties

Concrete Slab on Girders
Unit weight of reinforced concrete,		$\,\gamma _{c}$ = 150 $\,lb/ft^{3}$
	Class B-2 Concrete	$\,f'_{c}$ = 4.0 ksi
		$n$ = 8
Modulus of elasticity,		$E_{c}=33,000\ K_{1}\ (w_{c}^{1.5}){\sqrt {f_{c}^{'}}}$
	Where:
	f'_c in ksi
	$w_{c}$ = unit weight of nonreinforced concrete = 0.145 kcf
	K₁ = correction factor for source of aggregate aa = 1.0 unless determined by physical testing
Modulus of rupture:		$\,f_{r}$ = 0.24 $\,{\sqrt {f_{c}^{'}}}$ LRFD 5.4.2.6
	Where:
	f'_c in ksi

Concrete Barrier or Railing
	Class B-1 Concrete	$\,f'_{c}$ = 4.0 ksi
		$n$ = 8
Future Wearing Surface
Unit weight of future wearing surface,		$\,\gamma _{fws}$ = 140 $\,lb/ft^{3}$
Reinforcing steel
	Minimum yield strength,	$\,f_{y}$ = 60.0 ksi
	Steel modulus of elasticity	$\,E_{s}$ = 29000 ksi

751.10.1.2 Limit States and Load Factors

In general, each component shall satisfy the following equation:

$\,Q=\sum \eta _{i}\gamma _{i}Q_{i}\leq \phi R_{n}=R_{r}$

Where:

$\,Q$	= Total factored force effect
$\,Q_{i}$	= Force effect
$\,\eta _{i}$	= Load modifier
$\,\gamma _{i}$	= Load factor
$\,\phi$	= Resistance factor
$\,R_{n}$	= Nominal resistance
$\,R_{r}$	= Factored resistance

Limit States

The following limit states shall be considered for slab interior and overhang design:

For slab interior design:	STRENGTH – I SERVICE – I*
For slab overhang design:	EXTREME EVENT – II STRENGTH – I SERVICE – I*
*Of deformation, cracking, and concrete stresses, only cracking need be considered here.
FATIGUE limit state need not be investigated for concrete decks in multi-girder bridges due to observed performance and laboratory testing.

Resistance factors

For STRENGTH limit state,

Flexure and tension of reinforced concrete,

\,\phi

= 0.90

Shear and torsion,

\,\phi

= 0.90

For all other limit states, $\,\phi$ = 1.00

Load Modifiers

751.10.1.3 Loads

Permanent (Dead) Loads

Permanent loads include the following:

Slab weight

Future Wearing Surface

A 3-inch thick future wearing surface (35psf) shall be considered on the roadway.

Barrier or Railing

For slab overhang design, assume the weight of the barrier or railing acts at the centroid of the barrier or railing.

Gravity Live Loads

Gravity live loads include vehicular, dynamic load allowance, and pedestrian loads. See EPG 751.2.2.1 Live Load Figure 2 for General Application of Live Loads to Bridge Deck.

Vehicular

The design vehicular live load HL-93 shall be used. It consists of either the design truck or a combination of design truck and design lane load.

For slab design, where the approximate strip method is used, the force effects shall be determined based on the following:

Where the slab spans primarily in the transverse direction, the design shall be based on axle loads of the design truck alone.

Dynamic Load Allowance

The dynamic load allowance replaces the effect of impact used in AASHTO Standard Specifications. It accounts for wheel load impact from moving vehicles. For slabs, the static effect of the vehicle live load shall be increased by the percentage specified in Table below.

**Dynamic Load Allowance, IM**
Slab Component	IM
Deck Joints – All Limit States	75%
All Other Limit States	33%

The factor to be applied to the static load shall be taken as:

$(1+IM)$

The dynamic load allowance is not to be applied to pedestrian or design lane loads.

Multiple Presence Factor, m:

The multiple presence factor accounts for the probability for multiple trucks passing over a multilane bridge simultaneously.

m =	1.20 for 1 Loaded Lane
	1.00 for 2 Loaded Lanes
	0.85 for 3 Loaded Lanes
	0.65 for greater than 3 Loaded Lanes

Pedestrian

Pedestrian live load on sidewalks greater than 2 ft wide shall be:

PL =

0.075 ksf

This does not include bridges designed exclusively for pedestrians or bicycles.

Collision Loads

Collision loads applied to the barrier shall be transferred to the slab overhang. The design forces from barrier consist of lateral and vertical components that are to be considered separately. Because of MoDOT’s experience with the collision survivability of bridge decks that utilize the standard concrete barriers, MoDOT does not require the deck overhang to be designed for forces in excess of those resulting from the design loads for Traffic Railings shown in LRFD Table A13.2-1. The standard slab cross sections reflect this design philosophy.

LRFD Table A13.2-1 (2020 specifications) is not up-to-date with the latest MASH 2016 criteria. NCHRP Project 20-7, Task 395 (TTI Project 607141), MASH Equivalency of NCHRP Report 350-Approved Bridge Railings released the following table of updated loads. This table may not reflect completely the values that will get implemented in the AASHTO LRFD Bridge Design Specifications. For example, further testing has shown that the Rail Height, H, for TL-3 may be 30 inches. There is also ongoing research that will effectively increase the capacity of overhangs in collision events.


MASH 2016 Collision Loads for Barrier Design
Design Forces and Designations	TL-3	TL-4 1	TL-4 2	TL-5 1	TL-5 2
Rail Height, H (in.)	32	36	≥36	42	>42
F_t Transverse (kips)	70	70	80	160	260
F_L Longitudinal (kips)	18	22	28	75	75
F_v Vertical (kips)	4.5	38	33	160	80
L_L (ft.)	4	4	5	10	10
L_v (ft.)	18	18	18	40	40
H_e (in.)	24	25	30	34	43

Until both the new loads and new resistances are implemented in LRFD, the standard top transverse reinforcement scheme shown in EPG 751.10.1.7 Standard Bridge Deck Details is considered adequate for collision loads in new bridge decks. The top transverse reinforcement scheme is also considered adequate for collision loads for redecks where the effective depth to the top transverse bar is not less than 4 3/8 inches.

Design Case 1

The collision force and moment shall be considered.

Slab Overhang Design Collision Moment

The design collision moment at the base of the barrier is the barrier moment capacity about the barrier longitudinal axis. The partial development of the reinforcing bars should be considered in determining this moment capacity.

\,M_{ct}=M_{n}

at base

Slab Overhang Design Collision Force

A refined analysis may be performed. In this case the design collision moment at the base of the barrier, M_ct, is to be taken as the average moment over the theoretical distribution length (Lc+2H for continuous sections), when the TL collision load is applied to the top of the barrier.

For continuous sections of barrier:

\,T={\frac {R_{w}}{L_{c}+2H}}

Where:

$\,R_{w}$	= total transverse resistance of barrier not to exceed the transverse collision force, F_t, for the required test level
$\,L_{c}$	= critical length of yield line failure pattern
$\,H$	= height of barrier
$\,T$	= tensile force per unit of deck length at base of barrier

For discontinuous barrier sections:

\,T={\frac {r_{w}}{l_{c}+H}}


Collision Properties for Concrete Barriers (MASH 2016)
Location	Type D		Type H
Location	Continuous	End	Continuous	End
Test Level	TL-4	TL-4	TL-3	TL-3
R_w (k)	152¹	82¹	145¹	81¹
F_t (k)	80	80	70	70
L_c (ft)	14.16	7.24	11.23	5.76
H (in)	42	42	32	32
M_ct (k-ft)	11.72	11.72	11.72	11.72
T (k/ft)	3.78	7.45	4.23	8.31
¹ Values provided by MwRSF, see Mash Equivalency of MoDOT Type D Barrier, 2019, Rosenbaugh. MwRSF uses the fully developed M_c at the base, and also applies a resistance factor of 0.9 in the calculation of R_w. The L_c values provided are calculated using an average moment capacity, M_c, about the longitudinal axis over the height of the barrier. Partial development of reinforcing steel is ignored. All moment capacities assume doubly reinforced sections.

Transfer of Barrier Collision Forces

Transfer of Barrier Collision Forces

751.10.1.4 Design and Analysis Methods

Equivalent Strip Method

The equivalent strip method is an approximate method of analysis in which the reinforcing steel is designed using a certain width of deck to resist the applied loading. Where the strip method is used, the extreme positive moment in any slab section between girders shall be taken to apply to all positive moment regions, and similarly with extreme negative moments.

There are other methods of analysis allowed, such as finite element method, but the equivalent strip method is recommended.

751.10.1.5 Interior Section Design

Slab Thickness

For multi-span bridges the slab portion between girders shall be 8 1/2” thick for both the full depth cast-in-place concrete and partial depth precast prestressed concrete panel standard slabs. For new single-span bridges the slab thickness may be reduced to 8 inches for full depth cast-in-place decks. A minimum 5 1/2-inch cast-in place topping is required when precast panels are used.

Design Cases

Two design cases shall be considered for each design condition.

Design Case 1 STRENGTH I load combination for reinforcing design.

Design Case 2 SERVICE I load combination for cracking check.

Design Conditions

Two design conditions can exist for the slab interior.

Design Condition 1 – Continuous slab, where the slab section under consideration is not near an end bent or expansion joint.

Design Condition 2 – Discontinuous slab, where the slab section under consideration is at an end bent or expansion joint.

Plan of Bridge Showing Continuous and Discontinuous Slab Regions

Critical Sections

The critical design section for negative moments may be taken as follows:

For steel girders -	the design negative moment should be taken at 1/4 of the flange width from the centerline of the web.
For prestressed I girders -	the design negative moment should be taken at 1/3 of the flange width, but not exceeding 15 inches from the centerline of the web

The critical design slab section for positive moment shall be taken at location of maximum positive moment – generally midway between girders.

Width of Equivalent Strip at Continuous Slab Section $\,(E_{cont.})$

For Positive Moment	$\,E=26.0+6.6S$
For Negative Moment	$\,E=48.0+3.0S$

Where:

$\,E$	= equivalent strip width (inches)
$\,S$	= spacing of centerline to centerline of supporting components (feet)

Width of Equivalent Strip at Discontinuous Slab Section $\,(E_{discont.})$

The effective strip width shall be taken as ½ of the equivalent strip width for a continuous slab section plus the distance between the transverse edge of slab and the edge beam (if any).

Plan of Bridge Showing Equivalent Strip Width for Continuous and Discontinuous Slab Sections

Determining Live Load

Slab interior live load design moments may be determined using Appendix Table A4-1 of the LRFD Specifications, provided that the assumptions used in the table are appropriate. It is assumed that the table is only applicable to continuous sections of slab (not at joints). It may be used at discontinuous sections by adjusting the tabulated moments as follows:

$M_{LL+IM-discont.}=M_{LL+IM-cont.}\left({\frac {IM_{discont.}}{IM_{cont.}}}\right)\left({\frac {E_{discont.}}{E_{cont.}}}\right)$

Where:

$\,E$	= equivalent strip width (in).
$\,IM$	= vehicular dynamic load allowance.

Note: $\,M_{LL+IM-cont.}$ includes multiple presence factor, $\,m$ .

Alternatively, the designer may use other sources to determine the design moments. For example any capable computer program for finite element design may be used.

The general methodology for applying live load to slab on girder with transverse primary strips is:

Model the bridge cross section.
Define the design vehicle (design truck).
Move the design vehicle between the barrier and add additional design vehicles as required to produce the maximum force effect. The wheel load shall not be closer than 1 ft. to the face of barrier and wheel loads of adjacent design vehicles shall not be closer than 4 ft. The design lane is assumed to occupy a 10 ft. width. Partial trucks (i.e. one wheel) should not be used.

Determining Dead Load

For slab analysis assume that slab is full depth cast-in-place (CIP). The maximum negative and positive dead load moment may be taken to be:

Continuous over 4 girders (equally spaced):

$M_{DL}=\pm max{\begin{Bmatrix}0.100wl^{2}\\0.025wl^{2}+{\frac {M_{overhang}}{5}}\end{Bmatrix}}$

Continuous over 5 girders (equally spaced):

$M_{DL}=\pm max{\begin{Bmatrix}0.107wl^{2}\\0.071wl^{2}+{\frac {M_{overhang}}{7}}\end{Bmatrix}}$

Where:

$M_{overhang}$	= moment at centerline of exterior girder due to: slab, future wearing surface, barrier, sidewalk, and other dead load components
$\,l$	= center-to-center girder spacing

Determining Top Reinforcing

The top (negative) reinforcing steel may be determined by assuming the section to be either singly- or doubly-reinforced, as needed.

Determining Bottom Reinforcing

The bottom (positive) reinforcing steel may be determined by assuming the section to be either singly- or doubly-reinforced, as needed. A 1” wearing surface shall be removed from the effective depth, $\,d$ .

Minimum Tensile of Reinforcement

The amount of tensile reinforcement shall be adequate to develop a factored flexural resistance, $\,M_{r}$ , at least equal to the lesser of either:

1) M_cr = cracking moment LRFD Eq. 5.7.3.3.2-1

2) 1.33 times the factored moment required by the applicable strength load combinations specified in LRFD Table 3.4.1-1.

Shrinkage and Temperature Reinforcement

The area of reinforcing for top longitudinal steel, A_s, shall not be less than A_s computed in accordance with LRFD 5.10.8:

Maximum spacing of longitudinal reinforcement = min

{\begin{Bmatrix}18in\\3\times slab\ thichness\end{Bmatrix}}

5 @ 15” are shown for standard slabs.

Distribution Reinforcement

The bottom longitudinal steel, as a percentage of the bottom primary reinforcement, shall not be less than:

${\frac {220}{\sqrt {S}}}\leq 67\%$

Where:

\,S

= effective span length (ft) specified in LRFD 9.7.2.3. It is the distance between flange tips, plus the flange overhang, taken as the distance from extreme flange tip to the face of the web.

File:751.10 Transverse Slab Interior Sections Showing Temperature and Distribution Reinforcing 1.gif Transverse Slab Interior Sections Showing Temperature and Distribution Reinforcing

Concrete Cover

The cover requirements that follow meet or exceed LRFD requirements.

At Bottom of CIP slabs		1.00 inch
Bottom of CIP slab over P/C P/S panels		1.00 inch
Top reinforcing (multi-span bridges)		3 inches preferred, 2 3/4 inches absolute
Top reinforcing (single span bridges)		3 inches preferred

For new single span bridges with full depth cast-in-place decks that utilize an 8-inch slab thickness, the clear cover to the top longitudinal reinforcing shall be 2 5/8 inches.

For redecks where the slab thickness is required to be less than 8 1/2 inches due to grade restrictions, the absolute min to the top reinforcing steel is 2 inches.

Spacing Limits

LRFD 5.10.3.1.1 Minimum clear spacing between parallel bars in a layer:

Maximum of:	1) 1.5 $\,d_{b}$ where $\,d_{b}$ is bar diameter (in)
	2) 1.5 times maximum aggregate size (*)
	3) 1.5 in

(*) see Missouri Standard Specifications for Highway Construction

Bar Development

The calculated force effects in reinforcement shall be developed on each side of the critical section.

Cracking Check

Actual Stress

A transformed cracked section analysis shall be used with SERVICE-I moments to determine actual stress in reinforcing.

The spacing of mild steel reinforcement in the layer closest to the tension face shall satisfy the following:

$s\leq {\frac {700\gamma _{e}}{\beta _{s}f_{s}}}-2d_{c}$

in which:

$\beta _{s}=1+{\frac {d_{c}}{0.7(h-d_{c})}}$

Where:

$\,\gamma$	= exposure factor
	= .75 for class 2 exposure condition.
$d_{c}$	= actual thickness of concrete cover measured from extreme tension fiber to center of the flexural reinforcement located closest thereto (in)
$f_{s}$	= tensile stress in steel reinforcement at the service limit state (ksi)

File:751.10 Example Slab Cross Section for Cracking Check.gif Example Slab Cross Section for Cracking Check

Reinforcing Placement

Although LRFD Specifications allow slab primary reinforcing to be skewed with the bridge under certain cases, MoDOT Bridge practice is to place transverse reinforcing perpendicular to roadway

Note: Due to the depth of cover and location of primary reinforcement, the cracking check shown on the previous page does not appear to be accurate for Missouri’s bridge decks shown above.

Negative Moment Steel over Intermediate Supports

Dimension negative moment steel over intermediate supports as shown.

File:751.10 Prestressed Structures.gif Prestressed Structures

(1)	Bar length by design
(2)	Reinforcement placed between longitudinal temperature reinforcing in top.
	Bar size:	#5 bars at 7 1/2" cts. (Min.)
		#8 bars at 5" cts. (Max.)

Steel Structures:

(1)	Extend into positive moment region beyond "Anchor" Stud shear connectors at least 40 x bar diameter x 1.5 (Epoxy Coated Factor) (*) as shown below.
(2)	Use #6 bars at 5-inch centers between longitudinal temperature reinforcing in top.

File:751.10 Negative Moment Steel Diagram for Steel Structures.gif POC =DC Contra-Flexural Point (*) 40 x bar diameter x 1.5 = 40 x 0.75" x 1.5 = 45” for #6 epoxy coated bars.

Locations of termination of reinforcement steel in the deck slab for Prestressed Structures shall be checked for the following criteria and adjusted as necessary:

No greater than 50 percent of the bar count shall be terminated at any section.

Adjacent bars shall not be terminated in the same section.

Flexural reinforcement shall be extended beyond the point at which it is no longer required to resist flexure for a distance not less than:

The effective depth of the member

15 times the nominal diameter of bar

1/20 of the clear span (centerline to centerline of pier)

Continuing reinforcement shall extend not less than the development length, l_d, beyond the point where reinforcement is no longer required to resist flexure.

At least one third of the total tension reinforcement provided for negative moment at a support shall have an embedment length beyond the point of inflection not less than:

The effective depth of the member

12 times the nominal diameter of bar

0.0625 times the clear span (centerline to centerline of pier)

751.10.1.6 Slab Overhang Section Design

Girder Layout

In order to use distribution factors provided in LRFD Table 4.6.2.2.2 for girder design, the roadway overhang shall not exceed 5.5 feet.

Slab Thickness

For new multi-span bridges the overhang slab thickness shall be 8½ inches. For new single span bridges the overhang slab thickness shall match the depth used between girders.

Design Cases

Four design cases shall be considered for each design condition.

Design Case 1	EXTREME EVENT II load combination with transverse and longitudinal collision force components
Design Case 2	EXTREME EVENT II load combination with vertical collision force components (Does not control slab for TL-4).
Design Case 3	STRENGTH I load combination
Design Case 4	SERVICE I load combination for cracking check

Design Conditions

Three design conditions may exist for slab overhang design.

Design Condition 1 –	Continuous Slab & Continuous Barrier
Design Condition 2 –	Continuous Slab & Discontinuous Barrier
Design Condition 3 –	Discontinuous Slab & Discontinuous Barrier

Critical Sections

The critical design section for slab overhang shall be at the following two locations:

At roadway face of barrier
At exterior girder:
- For steel girders – the design negative moment should be taken at ¼ of the flange width from the centerline of the web.
- For P/S-I girders - the design negative moment should be taken at 1/3 of the flange width, but not exceeding 15” from the centerline of the web.

DESIGN CASE 1
File:751.10 design case 1 sbc loading.gif	File:751.10 design case 1 slab design loading.gif
Barrier Loading	Slab Design Loading

File:751.10 design case 2.gif
DESIGN CASE 2

File:751.10 design case 3.gif
LL = vehicular live load
DESIGN CASE 3

Note: Moment due to dead load components shall also be calculated (*)

\,F_{L}

is not considered in barrier or slab design for standard barriers.

Slab Overhang Design Cases 1 to 3. Design Case 4 Not Shown.

Plan View of Bridge Showing Slab Overhang Design Conditions

Width of Equivalent Strip at Continuous Slab Section

The equivalent strip width for a continuous section of slab overhang shall be:

$\,E=45+10x$

Where:

$\,E$	= equivalent width (in)
$\,x$	= distance from load to point of support (ft)

Width of Equivalent Strip at Discontinuous Slab Section

LRFD 4.6.2.1.4c The effective strip width shall be taken as 1/2 of the equivalent strip width for a continuous slab section plus the distance between the transverse edge of slab and the edge beam (if any). This shall not be taken to be greater than equivalent strip width for continuous slab section.

Assumed Load Distribution

To determine the load effect at slab overhang critical sections, the slab shall be assumed as fixed at the exterior girder. This assumption is intended for slab design only, not the distribution of slab loads to girder.

For the purpose of determining the collision load effect at slab critical sections, the load may be assumed to fan out at 30 degrees on each side from the point of load.

Determining Top Reinforcing

The top (negative) reinforcing steel may be determined by assuming the section to be either singly or doubly reinforced, as needed. For slab overhang lengths equal to or less than 3’-10”, the reinforcement shown in the standard slab details is adequate (see EPG 751.10.1.7). For overhang lengths greater than 3’-10”, further analysis is required for top transverse steel design.

Effect of Slab Drains

The effect of slab drain openings in the slab overhang shall be considered. Their effect may be considered by ensuring the following:

$\,A_{s-provided}\geq A_{s-required}$

Where:

$A_{provided}$	= area of steel provided over the strip width including effect of drain openings
$A_{s-required}$	= area of steel required over strip width by calculation

Reinforcing Criteria

Reinforcing limits, cover, temperature steel, distribution steel, and placement shall be the same as for Slab Interior Section.

Special Considerations for Light Poles

Standard details for mounting 30-foot and 45-foot Type B light poles on concrete barrier are provided. At the barrier-to-slab interface, the force effect of wind on the light pole (STRENGTH - III) with 90 mph wind is less than that due to EXTREME EVENT-II (TL-4) on concrete barrier. Therefore, reinforcing designed for EXTREME EVENT-II (TL-4) load combination will be adequate.

751.10.1.7 Standard Bridge Deck Details

Show following detail with standard details. Nonstandard details should account for top longitudinal slab bar placement for tying R3 and R4 barrier bars.

Guidance Note for Detailing: Indicate only the top longitudinal slab bars affected for tying the R4 barrier bar. It may be that only one bar needs to be indicated for shifting.

Optional Shifting Top Bars at Barrier

751.10.1.7.1 Standard Full Depth CIP Bridge Deck Slabs Using Conventional Forms, SIP Corrugated Steel Forms, or SIP Transparent Forms

(A)	Full depth CIP (cast-in-place) slab cross sections with reinforcement designed for the HL-93 live load are shown for nine standard roadway widths.
(B)	Slab design includes an allowance for 35 psf future wearing surface.
(C)	Slab design is based on ultimate strength design, f’c equals 4 ksi, and Grade 60 reinforcing steel.
(D)	When the flange width exceeds the bottom longitudinal reinforcement spacing over the girder, reduce the bar spacing between the girders and increase the bar spacing over the girder to clear the flange edges.
(E)	When the structure is on grade, determine lengths of the longitudinal reinforcement in the slab and barrier from the actual length.
(F)	For slab design, the centerline of wheels is located one foot from face of barrier or curbs.
(G)	Standard slabs were designed assuming 12-inch minimum flanges and are applicable for plate girders, wide flange beams, MoDOT prestressed girders, and NU and bulb-tee girders when slab drains are not required or slab cantilevers that are less than 44 inches in the case of bulb-tee girders.
(H)	The bridge roadway width, from gutter line to gutter line, shall be the same as the roadway width (from outside edge of shoulder to outside edge of shoulder).
(I)	Standard slab designs do not include the effect of features not shown (i.e. sidewalk, fence, utilities, etc…) except for future wearing surface.
(J)	Guidance for minimum concrete cover for top slab bars is 3 inches and shall meet EPG 751.5.9.2 Reinforcing Steel. This cover is required for #6 top slab bars used in tandem. An exception is made for larger top slab bars, e.g. #8 longitudinal bars where cover will need to be reduced to 2 3/4 inches.
(K)	The standard slab reinforcement shown in this article for HL-93 live load were designed using dead loads given in EPG 751.10.2.3 for stay-in-place corrugated steel forms and EPG 751.10.2.4 for stay-in-place transparent forms.

Generally, when the deck is bid in square yards, barrier is bid in linear feet, and when the deck is bid in cubic yards, barrier is bid in cubic yards.

HL93 (24'-0" ROADWAY - 4 GIRDER)



HL93 (26'-0" ROADWAY - 4 GIRDER)


HL93 (28'-0" ROADWAY - 4 GIRDER)


HL93 (30'-0" ROADWAY - 4 GIRDER)


HL93 (32'-0" ROADWAY - 4 GIRDER)


HL93 (36'-0" ROADWAY - 5 GIRDER)


HL93 (38'-0" ROADWAY - 5 GIRDER)(UNSYMMETRICAL)


HL93 (40'-0" ROADWAY - 5 GIRDER)


HL93 (44'-0" ROADWAY - 5 GIRDER)

751.10.1.7.2 Standard Partial Depth Precast Prestressed Panel Bridge Deck Slabs Using SIP P/C P/S Panel Forms

(A)	Precast prestressed panel bridge deck cross sections are not shown. A partial depth cast-in-place deck shall consist of three-inch precast prestressed panel forms with a 5 1/2-inch minimum cast-in-place concrete topping. For details, use standard full depth CIP deck cross sections and top deck reinforcement only replacing the bottom layer of reinforcement between the girders with panels. For nonstandard roadway cross sections, the deck slab is designed like a full depth CIP deck slab and detailed as before for standard roadway cross sections within the limits of panel width given in EPG 751.10.2.1 Precast Prestressed Concrete Panel Forms - Design. Cantilever reinforcement details for partial depth P/C P/S panel deck slabs are shown below.
(B)	Slab design includes an allowance for 35 psf future wearing surface.
(C)	Slab design is based on ultimate strength design, f’c equals 4 ksi and grade 60 reinforcing steel for cast-in-place concrete and EPG 751.10.2.1 for precast prestressed panel form design.
(D)	Haunching diagrams shall be provided for only the precast prestressed panel deck slab. Quantities for slab haunching may be estimated by taking 4% of slab quantities for steel structures and 2% for prestressed structures. More exact methods are recommended.
(E)	When the structure is on grade, determine lengths of the longitudinal reinforcement in the slab and barrier from the actual length.
(F)	For slab design, the centerline of wheels is located one foot from face of barrier or curbs.
(G)	Standard slabs were designed assuming 12-inch minimum flanges and are applicable for plate girders, wide flange beams, MoDOT prestressed girders, and NU and bulb-tee girders when slab drains are not required or slab cantilevers that are less than 44 inches in the case of bulb-tee girders.
(H)	When a barrier is permanently required on the structure, other than at the edge of slab or where precast prestressed panels are not used for other reasons, panels shall not be used in the bay underneath the barrier. Stay-in-place transparent forms are preferred in the bay underneath the barrier to allow for inspection of the bottom of deck after barrier collisions. Check reinforcement in the full depth CIP bay for collision and wheel loads on opposite faces of the barrier and provide suitable anchorage of the barrier reinforcing steel.
(J)	The bridge roadway width, from gutter line to gutter line, shall be the same as the roadway width (from outside edge of shoulder to outside edge of shoulder).
(K)	The precast prestressed panels shall be used in at least two adjacent bays.
(L)	Standard slab designs do not include the effect of features not shown (i.e. sidewalk, fence, utilities, etc…) except for future wearing surface.
(M)	Guidance for minimum concrete cover for top slab bars is 3 inches and shall meet EPG 751.5.9.2 Reinforcing Steel. This cover is required for #6 top slab bars used in tandem. An exception is made for larger top slab bars, e.g. #8 longitudinal bars where cover will need to be reduced to 2 3/4 inches.

Generally, when the deck is bid in square yards, barrier is bid in linear feet, and when the deck is bid in cubic yards, barrier is bid in cubic yards.

Cantilever Reinforcement Details for Partial Depth P/C P/S Panel Bridge Deck Slabs

(1) Guidance for minimum concrete cover for top bars is 3 inches and shall meet EPG 751.5.10 Reinforcing Steel Detailing. This cover is required for #6 top bars used in tandem. An exception is made for larger bars, e.g. #8 longitudinal bars where cover will need to be reduced to 2 3/4 inches.

(2) See EPG 751.5.10 Reinforcing Steel Detailing.
(3) Show clearance to top transverse slab bar for slab on concrete girders and beams when constant joint filler slab construction is an option.
(4) For bar supports, use 1 1/4 inches if #5 bars are used for both top longitudinal and transverse.

751.10.1.8 Epoxy Coated Reinforcement

For epoxy coated reinforcement requirements, see EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements.

751.10.1.9 Standard Parabolic Crown

Use parabolic rounding for all bridges at the crown of the roadway except for the bridges with superelevated slabs. The profile grade will be at the intersection of the two cross-slopes if it is located at the crown of the roadway.

"b" (in inches) = "a" (in inches) x (2%) + 1/4" Method of computing "b" (Slab on Tangent Alignment)

File:751.10 standard parabolic crown detail to be shown on plans.gif Standard Detail to Be Shown on Plans (*) Omit when not applicable.

Parabolic Rounding at Crown

751.10.1.10 Slab Offsets for Curved Bridges

The plans for horizontally curved bridges shall contain the slab offset detail shown in the figure, below.

Slab offsets from chords, between the centerline of bents, shall be detailed at every 5 feet along the chord. On circular curves, these offsets shall be spaced from the center of the chord to ensure that the largest offset is recorded.

(1) “End of Slab” when at an end bent with no expansion joint system (including sliding slabs). When there is an expansion joint system at an end bent or intermediate bent, identify the exposed face of the joint system (i.e., “Exposed Face of Armor” for strip seal, “Exposed Face of Angle” for compression seal, “Exposed Face of W14x43 Web” for finger plate, etc.).

751.10.1.11 Slab Elevations

Slab elevations are used to determine haunching at the tenth points of steel and prestressed girder or beam spans seventy-five feet in length or longer. Spans shorter than 75 feet long use quarter points.

Theoretical Bottom of Slab Elevations at Centerline of Girder (Prior to Forming for Slab)

Elevations and details for theoretical bottom of slab elevations at centerline of girder (prior to forming for slab) shall be provided on all beam or girder type structures and all spread beam type structures.

Steel Girders

Elevations are determined by adding DL1 and DL2 deflections to finished bottom of slab elevations. DL1 deflections are reduced by the percent of dead load deflection due to the weight of structural steel. DL2 deflections are reduced by the percent of dead load deflection due to future wearing surface.

P/S I-Girders

Theoretical camber of girder after erection (estimated at 90 days) minus theoretical final camber after slab is poured (estimated at 90 days) is used to determine DL1 deflection.

Typical Details and Example Elevation Calculation

Example:
972.0715	Finished top of Slab Elevation at centerline of girder
- 0.7083	Slab Thickness
971.3632	Finished Bottom of Slab Elevation at centerline of girder
+ 0.0478	Theoretical Dead Load Deflection due to weight of slab and barrier or railing.
971.4110	Theoretical Bottom of Slab Elevation at centerline Girder (Prior to Forming for Slab)
971.41	(USE) Theoretical Bottom of Slab Elevation at centerline Girder (Prior to Forming for Slab)

The diagram detail and blank quarter point and tenth point elevations tables are available in MicroStation under Tasks: Slab Sheet Details. The available elevations tables were created for prestressed and simple steel spans but may be used for continuous steel spans by duplicating the elevations at the bearings of intermediate bents in each of the centerline bearing columns of adjoining spans.

751.10.1.12 Slab Pouring Sequences and Construction Joints

Concrete pouring and finishing with/without rates are based on the following:

One pouring sequence must be provided that will permit a minimum pouring rate of 25 cubic yards per hour without retarder for steel structures and with retarder for prestressed structures. A minimum finishing rate of 20 linear feet per hour is also required. If these two requirements conflict, see the Structural Project Manager.

Continuous steel structures will normally require a Case I pouring sequence with the basic sequence being a skip pour arrangement. Minimum yardage for the basic sequence shall not be less than 25 cubic yards per hour. Computation of minimum yardage for alternate pours is outlined below. If the rate for the alternate pours should be 25 yards or less, the skip pour basic sequence may be eliminated with the first alternate pour becoming the basic sequence.

Use of retarder is required for prestressed structures and a Case II sequence * is normally required. The minimum rate of pour will be determined by the 20 feet per hour minimum finishing rate but shall not be less than 25 cubic yards per hour. For span lengths over 80 feet or special structures (segmental, etc.), see Structural Project Manager.

\,W

= Slab width (out to out of barriers, or width being poured)(feet)

\,T

= Slab thickness (feet)

\,V

= Volume of concrete (cubic yards/hour)

\,L

(two span) = Length of longest alternate "A" pour (feet)

\,L

(more than two span) = Length of longest span (feet)

(*) Case II sequence is used for all prestressed structures, except if slab area of one span is greater than 3,000 square feet, use Case I.

Minimum rate of pour per hour for alternate pours (reduce V by 25% for precast prestressed panels).

Without Retarder:
$V=\left({\frac {LWT}{27}}\right).5$	Not less than $\,25cy/hr.$
With Retarder:
$V=\left({\frac {LWT}{27}}\right).3$	Not less than $\,25cy/hr.$
Simple Span:
$V=\left({\frac {LWT}{27}}\right)$	Not less than $\,25cy/hr.$

Extra long spans or extra wide bridges that indicate a basic rate greater than 25 cubic yards per hour are to be checked with the Structural Project Manager.

The minimum rate of pour for solid slab or voided slabs is 20 linear feet of bridge per hour and not less than 25 cubic yards per hour. Check pouring rates with Structural Project Manager if it is indicated necessary to exceed the basic minimum rate of 25 cubic yards per hour.

The largest minimum rate of pour for alternate pours is 50 cubic yards per hour in rural areas or 65 cubic yards per hour in urban areas.

Slab Pouring Sequence Transverse Construction Joints

Slab Pouring Sequence - Bridges on Grade

All bridges on straight grades shall be poured up grade.

All bridges on vertical curves with both negative and positive grades may be poured either up or down grade.

Transverse Construction Joint

On occasion, it will be necessary to off-set the transverse construction joint. For example, on bridges with large skews, wide roadways or short spans, the transverse construction joint could extend across the intermediate bent. Should this occur, the off-set or sawtooth construction joint shall be used.

It is desirable to relocate construction joint within reason (6 inches±) should it cross additional negative slab reinforcement. However, this shall not be considered critical.

Since the off-set construction joint creates construction problems, the designer shall avoid its use, if possible. Consult the Structural Project Manager for possible variations. See illustrations below for clarification.

Situation I:	Square structures and small skew. Joint normal to Bridge Centerline (Square) or Square Joint.
File:751.10 transverse construction joint - situation 1.gif

Situation II:	Large skew $\,(>45^{\circ })$ , wide roadways, short spans Joint Parallel to skew (skewed) or skewed joints.
File:751.10 transverse construction joint - situation 2.gif
Note: Skews $\,>30^{\circ }$ , could require this type of joint

Situation III:	Small skew when number of sawtooth is not excessive (off-set or sawtooth joint.)
File:751.10 transverse construction joint - situation 3.gif

Longitudinal Construction Joints

Wide Flange Beam, Plate Girder and Prestressed Girder

Normally, the maximum finishing width is 54 feet. Larger widths require longitudinal construction joints. Normally, the widest section of slab shall be poured first. During construction, the engineer may opt to eliminate this construction joint. Include note (H6.18) on roadways with longitudinal construction joints to address this option.

The finishing width shall be adjusted to finish the surface approximately parallel to the skew (i.e., skewed transverse construction joints) if the angle of skew exceeds 45° or if the angle of skew exceeds 30° and the ratio of placement width divided by span lengths equals or exceeds 0.8.

Wide Flange Beam or Plate Girder
File:751.10 longintudinal joint for wide flange or plate girder.gif

File:751.10 longintudinal joint for prestressed girder.gif
Prestressed Girder

File:751.10 longintudinal joint for voided slab.gif
Voided Slab
(*) See Lap Splices of Tension Reinforcement - EPG 751.5 Standard Details

Construction Joint Details for Full Depth CIP Bridge Deck Slabs Using Conventional or SIP Corrugated Steel Forms

The following transverse joint details shall be shown on the plans, preferably near the slab pouring sequence details.

Slab Construction Joint Details

(1) Use “Key to extend full width and length of deck” when a longitudinal joint is also required (primarily with stage construction or wide bridges).

Construction Joint Details for Partial Depth Precast Prestressed Panel Bridge Deck Slabs

The following transverse joint details shall be shown on the plans, preferably near the slab pouring sequence details.

Slab Construction Joint Details

(1) Use “Key to extend full width and length of full depth slab” when a longitudinal joint is also required in a girder bay without precast prestressed panels (primarily with stage construction).

(2) Use “Const. joint to extend full width and length of slab” when a longitudinal joint is also required in a girder bay with precast prestressed panels (primarily with wide bridges).

Pouring and Finishing Concrete Bridge Deck Slabs

Span Ratio n
Spans	Coef.	1.0	1.1	1.2	1.25	1.3	1.4	1.5	1.6	1.7	1.8	1.9	2.0
2	a	.4	--	--	--	--	--	--	--	--	--	--	--
3	a	.4	.35	.30	.28	.25	.22	.20	.19	.18	.17	.16	.15
3	b	.15	.18	.21	.25	.30	.33	.35	.36	.37	.38	.39	.40
4 & 5	a	.4	.35	.30	.28	.25	.22	.20	.19	.18	.17	.16	.15
4 & 5	b	.15	.18	.21	.25	.30	.33	.35	.36	.37	.38	.39	.40
4 & 5	c	.15	.18	.21	.25	.30	.33	.35	.36	.37	.38	.39	.40

Use adjacent spans for ratio n.

Span lengths to be used are center to center of bearing.

Modify the dimensions produced by the coefficients on wide roadways and large skews if they produce construction joints that are within 6 inches of the additional negative slab reinforcement.

Dimensions, except for terminal lengths of end spans, shall be to the nearest foot.

For 6 & 7 spans, use same coefficients for a, b, & c as for 4 and 5 spans.

SLAB POURING SEQUENCE

The pouring sequences given in the tables below may not be applicable for bridges with multiple units (i.e, bridges with intermediate expansion joints) - see Structural Project Manager or Liaison.

Slab pours shown are to be reversed for bridges on a minus grade.

For prestressed structures, "aL" and "bnL" may be made shorter than that indicated by the coefficients to balance pours.

CASE I CONTINUOUS SPANS I-BEAM,
PLATE GIRDER AND PRESTRESSED CONCRETE: (2-SPAN) File:751.10 slab pouring sequence - case 1 - 2 span.gif File:751.10 slab pouring sequence - case 1 - 2 span table.gif * Remove this column when Case I is used for prestressed girders (retarder is required).

CASE I CONTINUOUS SPANS (CONT.)I-BEAM,
PLATE GIRDER AND PRESTRESSED CONCRETE: (3-SPAN) File:751.10 slab pouring sequence - case 1 - 3 span.gif File:751.10 slab pouring sequence - case 1 - 3 span table.gif * Remove this column when Case I is used for prestressed girders (retarder is required).

CASE I CONTINUOUS SPANS (CONT.),
I-BEAM, PLATE GIRDER AND PRESTRESSED CONCRETE: (4-SPAN) File:751.10 slab pouring sequence - case 1 - 4 span.gif File:751.10 slab pouring sequence - case 1 - 4 span table.gif * Remove this column when Case I is used for prestressed girders (retarder is required).

CASE I CONTINUOUS SPANS (CONT.),
I-BEAM, PLATE GIRDER AND PRESTRESSED CONCRETE: (5-SPAN) File:751.10 slab pouring sequence - case 1 - 5 span.gif File:751.10 slab pouring sequence - case 1 - 5 span table.gif * Remove this column when Case I is used for prestressed girders (retarder is required).

CASE II CONTINUOUS SPANS,
PRESTRESSED CONCRETE: (2-SPAN) File:751.10 slab pouring sequence - case 2 - 2 span.gif File:751.10 slab pouring sequence - case 2 - 2 span table.gif

CASE II CONTINUOUS SPANS (CONT.),
PRESTRESSED CONCRETE: (3-SPAN) File:751.10 slab pouring sequence - case 2 - 3 span.gif File:751.10 slab pouring sequence - case 2 - 3 span table.gif

CASE II CONTINUOUS SPANS (CONT.),
PRESTRESSED CONCRETE: (4-SPAN) File:751.10 slab pouring sequence - case 2 - 4 span.gif File:751.10 slab pouring sequence - case 2 - 4 span table.gif

CASE II CONTINUOUS SPANS (CONT.),
PRESTRESSED CONCRETE: (5-SPAN) File:751.10 slab pouring sequence - case 2 - 5 span.gif File:751.10 slab pouring sequence - case 2 - 5 span table.gif

(1)	“End of Slab” when at an end bent with no expansion joint system (including sliding slabs). When there is an expansion joint system at an end bent or intermediate bent, identify the exposed face of the joint system (i.e., “Exposed Face of Armor” for strip seal, “Exposed Face of Angle” for compression seal, “Exposed Face of W14x43 Web” for finger plate, etc.).
(2)	Minimum pour rates.

751.10.1.13 Drip Groove

751.10.1.14 Girder and Beam Haunch Reinforcement

General

Steel Beams and Girders

Haunch reinforcement consisting of #4 hairpin bars shall be provided where the embedment of existing studs into a new slab is less than 2 inches or for an excessive haunch where at centerline of beam or girder exceeds 3 inches.

Prestressed Beams or Girders with Full Depth CIP Decks (Conventional or SIP forms)

Haunch reinforcement consisting of #4 hairpin bars shall be provided when haunch at centerline of beam or girder exceeds:

3 inches for Type 2, 3, 4 girders

4 inches for Type 6, 7 and 8 girders (bulb-tee), NU girders and spread beams

Prestressed Beams or Girders and Partial Depth CIP Decks (Prestressed Panels)

Haunch reinforcement should not be required with precast prestressed panel decks due to joint filler limits.

Details

When possible, hairpin bars and tie bars shall be clearly shown on the section thru slab; otherwise, a part section showing hairpins shall be provided. Include these bars in the slab reinforcing steel quantities.

Part Section Showing Hairpins

(1) Top of slab to bottom of longitudinal bars.

(2) Haunch limit specified above.

(3) Use tie bars at the discretion of the Structural Project Manager or the Structural Liaison Engineer.

(4) The bottom longitudinal bars should be shown to be used as tie bars or add a note allowing adjustment.

(5) Add asterisked note when there is insufficient clearance or hairpins with varying vertical heights may be used.

Hairpin bars and tie bars shall be shown on the plan of slab. Splice lengths of the tie bars shall also be specified if required. For deck replacements without a plan of slab the hairpin bars and tie bars shall be shown either on a part plan detail or in a table. Include these bars in the slab reinforcing steel quantities.

Example

Hairpin bars and tie bars shall be included in the bill of reinforcing. Include these bars in the slab reinforcing steel quantities.


	“C” is based on the top horizontal legs located above the longitudinal bars of the bottom mat at the location of the maximum haunch.

751.10.1.15 Deck Concrete Finishing

Bridge decks are normally finished with an approved mechanical finishing machine per Sec 703.3.5. The use of a vibratory screed in place of a finishing machine is allowed if the guidance below is satisfied or with approval of the SPM, SLE or owner’s representative for a particular bridge. Although vibratory screeds may contribute to an overworked concrete surface where durability of the deck may be reduced, there are applications where the weight and bulk of the finishing machine may not be practical. For instance, most re-decks consist of steel wide flange beams where the contractor may have to heavily brace the exterior beams for the finishing machine. Using a vibratory screed may allow the contractor to use less bracing and finish with much lighter equipment. In addition, a vibratory screed is useful when the finishing machine framework is too wide and would interfere with traffic or adjacent physical obstacles. If a vibratory screed is allowed for deck finishing, add note B3.25 (A2.14 for box culverts) on the bridge plans.

Guidance for allowing a vibratory screed:

(1) Bridges with exterior steel beams with the web depth 30 inches or less and all of the following are met:

Bridge is located on a minor road.

Bridge width not greater than 32 feet.

(2) Re-decks on thru trusses with roadway width less than 26 feet and limited horizontal clearance between truss members and edge of deck.

(3) Bridges with staged pours less than 12 feet and limited available horizontal clearance. Modify note B3.25 to indicate applicable stage(s).

(4) New box culverts with top slab used as the riding surface.

(5) Widenings less than 12 feet wide or with limited available horizontal clearance.

751.10.1.16 Plan of Slab Details

Details of plan of slab and part plan of slab (showing top and bottom slab reinforcing, slab pouring sequence, slab drains, etc.) shall include:

When there is no expansion joint system at the end bent (including sliding slabs), the end of slab shall be identified.
When there is an expansion joint system at the end bent, the concrete on top of the backwall shall not be shown on the plan of slab. Show end of slab in other details.
When there is an expansion joint system at an end bent or intermediate bent, identify the exposed face of the joint system (i.e., “Exposed Face of Armor” for strip seal, “Exposed Face of Angle” for compression seal, “Exposed Face of W14x43 Web” for finger plate, etc.).

The calculation of quantities for bridge slabs shall be in accordance with EPG 751.6.2.10 Bridge Slabs.

751.10.2 Stay-in-Place Bridge Deck Forms

Workers weld stay-in-place corrugated steel forms in preparation for the slab pour.

751.10.2.1 Precast Prestressed (P/C P/S) Concrete Panel Forms - Design

General Guidelines

Use of precast prestressed panel forms shall be based on the approval of the Structural Project Manager, Structural Liaison Engineer or owner’s representative. A partial depth cast-in-place deck shall consist of three-inch precast prestressed panel forms with a 5 1/2-inch minimum cast-in-place concrete topping.

Precast prestressed panels may be used on horizontally curved steel and concrete structures based upon the approval of the Structural Project Manager or Structural Liaison Engineer. Consideration shall be given to the superelevation magnitude and its effects related to joint filler thickness and width requirements, top flange width requirements for setting panels, increased slab dead load, and any curvature effects on the design and details of the panels related to stability of the panels during a slab pour ensuring that sliding or shifting of the panels isn’t possible and related to cutting of the panels on skew. (Fabricating “wedge” shaped panel is dependent upon end strand cover and strand spacing requirements and therefore limited.)

For MoDOT Standard Girders Type 2, 3 and 4, and Steel Girders: Panels shall be set on joint filler using optionally (by contractor) either preformed fiber joint material in accordance with Sec 1057 of Missouri Standard Specifications or polystyrene bedding material in accordance with Sec 1073 of Missouri Standard Specifications. Joint filler thickness shall be a minimum of 1 in. and a maximum of 2 inches. Joint filler width shall be 1 1/2 in. except at splice plates where 3/4 in. shall be used to clear splice bolts. Joint filler thickness may be reduced to a minimum of 1/4 in. over splice plates on steel structures, however, the width of joint filler shall match the width of the panel on the splice plate when the joint thickness is less than 1/2 inch. For concrete structures the joint filler thickness may be varied within these limits to offset girder camber and account for deck cross-slope or at the contractor’s option a uniform 1 in. thickness may be used throughout. For steel structures the joint filler thickness shall be varied within these limits to account for deck cross-slope and varying top flange thicknesses.

For MoDOT Standard Girders Type 6, 7 and 8, and NU Standard Girders, and Spread Voided Slab and Box Beams: Exceptions are made for these larger girders, where it is allowed to use up to a maximum joint filler thickness of 4 inches in order to reduce the likelihood of adding steps on long span girders because of camber and to meet minimum haunch and deck cross-slope criteria. Joint filler width shall be 3 inches. Setting the width of the joint filler to 3 inches allows for an increased bearing area on the thin flange tips in the case of NU and Bulb-Tee girders, simplifies manufacturing by eliminating the need to produce panels of multiple widths, eliminates joint filler width variability based on joint filler height, and provides a means for addressing girder sweep on long spans.

For both concrete and steel structures the same joint filler thickness shall be used under any one edge of any panel. The maximum change in thickness between adjacent panels shall be 1/4 inch for steel spans and 1/2 inch for concrete spans.

As per the above criteria, the following shall control the panel width, measured parallel to the prestressing strands:

Maximum Panel Width = 9’-6”
Minimum Panel Width = 4’-0”

Precast prestressed panels shall be used in at least two adjacent bays for each stage of construction. Panels are not designed for simple span (single bay) composite live loading.

When a barrier (railing or median) is permanently required on the structure other than at the edge of the deck or where panels are not used for other reasons, panels shall not be used in the bay underneath the barrier.

Design Stresses

Concrete for precast prestressed panels shall be Class A-1 with $\,f'_{c}$ = 6.0 ksi and $\,f'_{ci}$ = 4.0 ksi. Concrete for the cast-in-place portion of the deck shall be Class B-2 with $\,f'_{c}$ = 4.0 ksi. The panels are considered as beams for analysis and design.

Prestressing steel shall be AASHTO M 203 (ASTM A 416) – Uncoated Seven-Wire, Low-Relaxation Strands. The strands will be Grade 270, have a nominal diameter of 3/8 in., area of 0.085 square inches, and be spaced at 4 1/2 inches in the panels.

$\,f_{pu}$	= ultimate strength of strands = 270 ksi
$\,f_{y}$	= yield strength of strands = 0.9 $f_{pu}$ = 243 ksi
$\,E_{p}$	= modulus of elasticity of strands = 28,500 ksi
Area of Strand = Astra = 0.085 sq. in./strand
Initial prestressing stress = fsi = (0.75)(270 ksi) = 202.5 ksi
Initial prestressing force = Astra x fsi
	= (0.085 sq. in./strand)(202.5 ksi) = 17.2 kips/strand

Load Definitions

Non-Composite Loading – This is the loading that occurs before the cast-in-place concrete slab hardens and acts compositely with the precast prestressed panels. The contributions to the Non-Composite Loading are as follows:

Precast Prestressed Panel, DC
Cast-In-Place Slab, DC
Additional Slab Weight due to excess haunch, DC
Construction Load of 50 lb/ft²

Composite Loading – This is the loading that occurs after the cast-in-place concrete slab hardens and acts compositely with the precast prestressed panels. The contributions to Composite Loading are as follows:

Future Wearing Surface, DW
Barrier, DC
Design Live Load, LL

Prestress Losses

Refined estimates of time-dependent losses are used, based on LRFD 5.9.5.4, as opposed to approximate lump sum estimate of losses in LRFD 5.9.5.3.

The prestress losses shall be calculated to investigate concrete stresses at two different stages.

Temporary stresses immediately after transfer:
Final stresses

Load Combinations for Stress Checks

Note: Units of stress are in ksi.

Construction Loading = DC + 0.050 ksf with Effective Prestressing Force

Allowable Concrete Tensile Stress =

\,-0.19{\sqrt {f}}'_{c}

Allowable Concrete Compressive Stress =

\,0.6f'_{c}

Service I = Permanent Loads with Effective Prestressing Force

Allowable Concrete Compressive Stress =

\,0.45f'_{c}

Service I = Live Load + Half the Sum of Permanent Loads and Effective Prestressing Force

Allowable Concrete Compressive Stress =

\,0.40f'_{c}

Service I = 1.0DC + 1.0DW + 1.0LL with Effective Prestressing Force

Allowable Concrete Compressive Stress =

\,0.6f'_{c}

Service III = 1.0DC + 1.0DW + 0.8LL with Effective Prestressing Force

Allowable Concrete Tensile Stress =

\,-0.19{\sqrt {f}}'_{c}

Strength I = 1.25*DC + 1.5*DW + 1.75LL with Effective Prestressing Force

Factored Moment Resistance =

\,\phi M_{n}=A_{ps}f_{ps}(d_{p}-a/2)

Where:

\,\phi

= as calculated in LRFD 5.5.4.2.1

Reinforcement Check

Minimum Requirement =

\,\phi M_{n}\geq Min.{\big [}1.2M_{cr},1.33M_{u}{\big ]}

751.10.2.2 Precast Prestressed (P/C P/S) Concrete Panel Forms - Details


Bridge Standard Drawings
Prestressed Panels

751.10.2.3 Corrugated Steel Forms

General Guidelines

Corrugated steel forms may be used on horizontally curved steel structures and prestressed girder, voided slab, and box girder beam structures.

Use of corrugated steel forms shall be based on the approval of the Structural Project Manager, Structural Liaison Engineer or owner's representative.

Use of corrugated steel forms should be based on the final expected conditions of operation and expected in-service performance which should include reviewing the type of crossing, AADT under, salt spray under, surrounding bridge structure conditions, staged construction, etc.

Use of corrugated steel forms should be considered as an alternate method of slab forming where use of precast prestressed concrete panel forms is not practical or not allowed.

Design loading for bridge design shall include an allowance for the dead weight of the steel forms. Use 4 psf dead loading for form spans up to 10 feet beyond which either sagging of the form spans and the additional dead weight of the concrete may need to be considered in accordance with LRFD 9.7.4 or a greater dead loading for form spans may need to be considered.

Design of corrugated steel forms is the responsibility of the contractor in accordance with Sec 703.

Steel Girders

Section A-A

751.10.2.4 Transparent Forms

General Guidelines

Transparent forms may be used on steel and prestressed girder, voided slab, and box girder beam structures.

Transparent forms are preferred to corrugated steel forms for bridges that carry a minimum of 10,000 AADT. Transparent forms should also be considered for bridges spanning railroads, rivers, or roadways with traffic volumes greater than 10,000 AADT.

Use of transparent forms shall be based on the approval of the Structural Project Manager, Structural Liaison Engineer or owner’s representative.

Use of transparent forms should be based on the final expected conditions of operation and expected in-service performance which should include reviewing the type of crossing, AADT under, salt spray under, surrounding bridge structure conditions, staged construction, etc.

When a barrier is permanently required over a girder bay, Stay-in-place transparent forms are preferred in the bay underneath the barrier to allow for inspection of the bottom of deck after barrier collisions.

Design loading for bridge design shall include an allowance for the dead weight of the transparent forms. Use 5 psf dead loading for form spans up to 8 feet. The maximum form span for transparent forms is 8 feet.

Design of transparent forms is the responsibility of the contractor in accordance with Sec 703.

Steel Girders

751.10.3 Bridge Deck Drainage - Slab Drains

751.10.3.1 Type, Alignment and Spacing

Type

Steel Slab Drains:

8" x 4" x 1/4" steel tubing.
Standard steel slab drain made optional with standard polymer slab drain.
Galvanized (shall not be color coated)
No restrictions on use where slab drains are allowed.

Fiberglass Reinforced Polymer (FRP) Slab Drains:

8" x 4" x 1/4" (Nominal O.D.)
Standard polymer slab drain made optional with standard steel drain.
Restricted use could include stream crossings with moderate to heavy debris flow. Consult Structural Project Manager or Structural Liaison Engineer.
Restricted use for new or existing bridges with wearing surfaces and rehabilitation, surfacing and widening jobs involving slab drain work and are subject to approval by Structural Project Manager or Structural Liaison Engineer.
The standard color shall be Gray (Federal Standard #26373). Optional colors which are the same colors allowed for steel superstructures include Brown (Federal Standard #30045), Black (Federal Standard #17038), Dark Blue (Federal Standard #25052) and Bright Blue (Federal Standard #25095). Consult with FRP drain manufacturer/supplier to verify optional color availability and cost.

Alignment

All standard crown roadways shall have the 8" x 4" steel tubing or 8” x 4” FRP placed with the 8" side perpendicular to the barrier whenever possible.

All super-elevated roadways shall have the 8" x 4" steel tubing or 8” x 4” FRP placed with the 8" side parallel to the barrier.

Slab Drain Spacing

Slab drain spacing shall be designed according to the 1986 FHWA report FHWA/RD-87/014 "Bridge Deck Drainage Guidelines" along with information acquired from the 1995 University of Missouri Rolla report "Scupper Interception Efficiency." The following general guidelines may be refined if justified by appropriate calculations by other methods of design such as the procedure for Flat Bridges in FHWA “HEC 21, Design of Bridge Deck Drainage”. The variations to the design and general requirements listed below should be discussed with the appropriate Liaison or Project Manager on a project by project basis before being incorporated into the final design.

General Requirements for Location and Spacing of Slab Drains

1. Drains shall be spaced no closer than 8 ft. center to center.

2. Drains shall be omitted on high side of super-elevation bridges.

3. Drains shall not be located over unprotected fill. If drains are needed, fill should be protected with use of rock blanket with Permanent Erosion Control Geotextile, or concrete slope protection. (See General Requirement #9a for bridge abutments with MSE walls.)

4. Drains shall be omitted in areas where water can fall on the roadway or shoulder on all grade separations.

5. Drains shall be omitted on railroad overpasses when water will fall on or drain on to railroad right of way.

6. For Bridges with slopes less than 0.5%, space drains at about 10 ft. centers where possible.

7. Use consistent spacing for drains when possible.

8. Drains shall be placed at least 5 ft. from the face of substructure beam.

9a. Drains shall be placed at least 10 ft. from front of MSE wall and should be discharge on stone riprap or rock blanket. Deck drainage shall not be allowed to be discharged near MSE wall toe or over MSE wall backfill area in order to prevent external soil erosion and front face wall staining (FHWA NHI-10-024). In special cases, where deck drainage is required within 10 ft. from MSE wall in order to meet the required number of drains, vertical drains deflected away from wall face, geotextile lined riprap stone or other means should be used to prevent external soil erosion. Free falling water exceeding 25 ft. will sufficiently disperse water. Riprap or splash blocks could be considered for lesser heights (FHWA-SA-92-010).

9b. Drains shall not be placed directly over MSE wall backfill area. See EPG 751.24.2.1 Design.

10. Drains shall be dimensioned along centerline of exterior girder to facilitate placement of coil inserts or holes in girders.

11. For all sag vertical curves, locate the points at which the slope is 0.5% on either side of the low point, and space drains on 10 ft. centers between them where possible. Use equations in this section for spacing drains for the remainder of the curve.

12. If location restrictions apply, the same number of drains as calculated by equations in this section shall be placed on the bridge when possible. The designer is responsible for relocating drains. Additional drains may be added to meet design spread requirements.

13. The length of the approach slab shall be included in the length of the bridge for spacing or design spread computations. Do not place slab drains on the approach slab.

14. All gutter flow should be intercepted above transition points and expansion devices.

15. For all crest vertical curves, where the slope is less than 0.5%, consideration should be given to spacing drains at 10 ft. centers for long flattened curves, small shoulders, high speed, high AADT, or superelevation with approval of the Structural Project Manager or Structural Liaison Engineer.

16. For round drains, location of drains shall follow same requirements as for rectangular drains. Spacing shall be determined using the same method except as modified by adjusting the number of round drains in order to achieve a total cross sectional area of round drains approximately equal to that of rectangular drains. (Use 8” dimension parallel to barrier.)

Calculation of spacing to first slab drain

The first slab drain either side from the high point of the bridge shall be calculated according the following equation. If the value of L1 is greater than the bridge length, slab drains are not required.

\,L_{1}={\frac {24,393.6(S_{x})^{1.67}(S)^{0.5}(T)^{2.67}}{CnIW}}

$\,L_{1}$ = Distance from high point to first slab drain (ft.)
$\,S_{x}$ = Cross slope of slab (ft./ft.)
$\,S$ = Longitudinal slope of bridge (ft./ft.). For vertical curve bridges, "S" is the longitudinal slope at the location of the drain being analyzed. A linear approximation can be used to simplify the calculations.
$\,T$ = Design spread (ft.). The spread is the width of gutter flow. The criteria in the following table shall be used to determine the design spread.

**Design Spread Guide**
Roadway Classification	Design Speed	Maximum Spread
Interstate	All	Up to the shoulder width, with a 10’ max.
Major	≥ 45 mph	Up to the shoulder width, with a 10’ max.
Major	< 45 mph	Shoulder + 3 ft. (10’ max.)
Minor	All	Shoulder + 3 ft. (10’ max.)

$\,C$ = Ratio of impervious to pervious drain area. On a bridge deck, most rainfall runs off, except at the beginning of a storm when rain wets the bridge deck and fills small depression areas. Design of slab drain spacing assumes the bridge deck is wetted, therefore a " $\,C$ " value of 1.0 is recommended.
$\,n$ = Manning's coefficient of friction. For typical pavements, " $\,n$ " equal to 0.016 is used.
$\,I$ = Design rainfall intensity (in./hr.). The "Rational Method" as outlined in "Hydraulic Engineering Circular-12, (HEC-12)" with a 10 year frequency for a 10 minute time period shall be used to calculate the design rainfall. For bridges with sag curves or with wide deck drainage areas where the design speed is > 45 mph. (i.e., multi-lane super-elevated deck) 10 year frequency for a 5 minute time period may be used to calculate the design rainfall. Missouri's intensity varies across the state for these frequency and time period combinations. Therefore an " $\,I$ " value of 6.50 in./hr. is recommended to determine slab drain spacing in most cases. An " $\,I$ " value of 9.00 in./hr. is recommended for bridges with sag curves or with wide deck drainage areas where the design speed is > 45 mph.

For details regarding roadway design frequency only, see EPG 640.1.2.1 Design Frequency.

$\,W$ = Width of deck drainage area (ft.). For crowned roadways use distance from top of crown to barrier face and for super-elevated bridges use distance from face of barrier to face of barrier.

Calculation of Additional Slab Drain Spacing

Once the first slab drain has been located, slab drain efficiency "Es" is required to determine the location of additional slab drains. Given the efficiency of the slab drain, the amount of flow intercepted by the first slab drain (q)i is determined by (q)i =Es(QT)i where (QT) is the flow at which the gutter is filled to the design spread (T) at slab drain #1 and is determined by the equation:

\,Q_{T}={\frac {CIWL}{43,560}}

(cu. ft./second)

Interception flow decreases the flow in the gutter by q (intercepted). This flow must be replaced before another slab drain is required. Flow in the gutter at the second slab drain is given by the equation:

\,(Q_{T})_{i+1}={\frac {CIW(L)_{i+1}}{43,560}}-\textstyle \sum _{j=1}^{i}(q)_{j}

(cu. ft./second)

Another slab drain is located when runoff minus intercepted flow equals flow in the gutter filled to the design spread $\,(T)$ at length $\,(L)_{i+1}$ where $\,(L)_{i+1}$ is the total length of bridge to $\,(slabdrain)_{i+1}$ .

For tangent sections the additional theoretical slab drain spacing are constant. For vertical curve sections the theoretical slab drain spacing are variable and require the designer to repeat the process till the end of the bridge. Theoretical spacing should be revised to consider ease of spacing.

Calculation of Slab Drain Interception Efficiency

Slab drain interception efficiency $\,(E_{S})$ is that fraction of gutter flow removed by the slab drain. FHWA's report called "Bridge Deck Drainage Guidelines" gives an approximation for $\,(E_{S})$ for small grates and low gutter velocities, $\,E_{S}=1-{\big [}1-(w/T){\big ]}^{2.67}$ which is a fraction of triangular gutter flow passing over a slab drain located next to the barrier.

$\,w$ = width of slab drain normal to the flow (ft).
$\,T$ = Design spread.

In UMR's report "Scupper Interception Efficiency" emperical data is used to determine a more precise efficiency coefficient. They state that the slab drain efficiency $\,(E_{S})$ can be closely approximated by the equation $\,E_{s}=aS^{b}$ , where $\,E_{S}$ is a percent (%) and must be divided by 100 for use in the flow equations.

$\,S$ = Longitudinal slope of bridge at slab drain location.
$\,a$ and $\,b$ = Emperical coefficients dependent on the bridge cross-slope. The following tables can be used to determine $\,a$ and $\,b$ .

The UMR method shall be used whenever possible because of its ability to account for increased velocities with increased slopes in its efficiency coefficient. When the design spread " $\,T$ " is other than 6 feet, the FHWA method must be used.

**Empirical Coefficients for 6-Foot Design Spread**
8-Inch Dimension Perpendicular to Barrier			8-Inch Dimension Parallel to Barrier
Cross-Slope	a	b	Cross-Slope	a	b
0.010	14.580	-0.180	0.010	9.170	-0.230
0.016	6.670	-0.340	0.016	7.060	-0.280
0.020	3.550	-0.450	0.020	5.620	-0.320
0.030	2.080	-0.500	0.030	4.670	-0.320
0.040	2.080	-0.440	0.040	3.060	-0.370
0.050	3.680	-0.280	0.050	3.660	-0.300
0.060	5.510	-0.140	0.060	4.560	-0.210
0.070	4.550	-0.160	0.070	5.500	-0.130
0.080	5.420	-0.110	0.080	5.420	-0.110

751.10.3.2 Details

751.10.3.2.1 New Structure Without Wearing Surface Slab Drains - Details


Bridge Standard Drawings
Slab Drains


Prestressed Member Type	Dimension A	Dimension B	Standard Drawing
Type 2, 3 & 4 I-Girders	2’-9½“	2’-5½“	S_DRA05
Type 6 I-Girder	3’-3”	2’-11”	S_DRA05
Type 7 & 8 Bulb-Tees	4’-0”	3’-8”	S_DRA01
NU Girders	4’-3⅛”	3’-11⅛“	S_DRA06
Box Beams	4’-3”	3’-11”	S_DRA08


Prestressed Member Type	Dimension C	Dimension D	Standard Drawing
Type 2, 3 & 4 I-Girders	2’-3⅞“	22⅛“	N/A
Type 6 I-Girder	2’-9⅜”	2’-3⅝”	N/A
Type 7 & 8 Bulb-Tees	3’-6⅜”	3’0⅝”	S_DRA02
NU Girders	3’-9½”	3’-3¾“	S_DRA07
Box Beams	3’-9⅜”	3’-3⅝”	S_DRA09

**Prestressed Double-Tee Structure - No Wearing Surface**
Part Section of Slab at Drain	Part Plan of Drain Blockout
File:751.10 part section of slab drain double-tee.gif	File:751.10 part plan of slab drain block out double-tee.gif
File:751.10 elevation of drain double-tee.gif	File:751.10 part section a-a double-tee drain.gif
	Part Section A-A
	File:751.10 section b-b double-tee drain.gif
Elevation of Drain	Section B-B
File:751.10 plan of drian double-tee.gif
Plan of Drain

751.10.3.2.2 Structure with Wearing Surface Slab Drains – Details

See EPG 751.40.5.1 Structure with Wearing Surface Slab Drains - Details. The details shown in this article are sufficient for new structures with a wearing surface.

751.10.3.3 General Requirements for Location of Slab Drains

**Example Elevations Showing Possible Slab Drain Locations**
Elevation of Stream Crossing with no Slope Protection
File:751.10 stream crossing with no slope protection.gif

File:751.10 stream crossing with slope protection.gif
Elevation of Stream Crossing with Slope Protection

File:751.10 grade separation with paved slope protection.gif
Elevation of Grade Separation with Paved Slope Protection (*) See Design Layout for maximum slope of spill fill.

Part Elevation of Integral End Bent with MSE Wall

Notes:

* Slab drains spaced in accordance with above figures.

For Drainage Guidance, see EPG 751.24.2.1 Design.

Part Elevation of Non-Integral End Bent with MSE Wall

Notes:

* Slab drains spaced in accordance with above figures

** For closed expansion joint, collect water at end and discharge to drainage system using conduit.

For open expansion joint, provide drain trough with positive slope; collect water at lower end and discharge into drainage system using conduit.

For Drainage Guidance, see EPG 751.24.2.1 Design.

751.10.4 Conduit Systems

General

Conduit systems shall be provided on structures when specified on the Design Layout.

All conduits shall be rigid, nonmetallic, Schedule 40, heavy wall polyvinyl chloride (PVC) and in accordance with Sec 1060.

All conduit fittings for PVC conduits shall be in accordance with Sec 1060.

All conduit clamps, if required, shall be commercially available, nonmetallic conduit clamps and approved by the engineer.

Drainage shall be provided at low points or other critical locations of all conduits and all junction boxes in accordance with Sec 707. All conduits shall be sloped to drain where possible.

Junction boxes shall be NEMA 4 or NEMA 4X enclosures and in accordance with Sec 1062 except as shown on plans.

Deflection couplings at the end of the wings shall be required for probable thermal movements of the structure and ground movements.

Conduit Sizing and Placement Guidelines

Conduit sizes shall be determined realistically and practically by the core team based on the project need and shall be specified on the Design Layout.

Conduit should be placed internal to the structure encased in concrete unless the number of conduits required will not allow or there is no new concrete construction required and conduit must be placed external to the structure.

Single or multiple conduits may be used.

Minimum clearance to single or multiple conduits encased in concrete shall be 3 in., unless otherwise shown.

For single conduit placement, 3-inch round conduit is the maximum size preferred and shall be placed in the barrier.

Single 4-inch round conduit may be used based on core team agreement that single 4-inch round conduit is absolutely required to meet the project need. Single 4-inch round conduit shall be placed in the barrier. (Practical difficulties in placing single 4-inch round conduit in the barrier could include sweeping from the outside face to the roadway face for junction box connections, increased interference with reinforcement, and less assurance for consolidated concrete under the conduit.)

Single 2-inch round conduit may be placed in the slab when necessary, for example, when using barrier, either concrete or steel, that cannot accept conduit, or when surplus conduit must be run and placement in the barrier has been exhausted. Minimum clearance may be less than 3 inches.

For multiple conduit placement, three 2-inch round conduits, two 3-inch round conduits, or 2-inch plus 3-inch round conduit in combination may be used and shall be placed in the barrier.

4-inch round conduit shall not be combined with 2-inch round conduit or 3-inch round conduit where multiple conduits are to be placed in the barrier.

Minimum clearance between conduits placed in the barrier shall be one inch.

Placement method of multiple conduits shall be determined on a case-by-case basis. Other options include placing conduits on hangers or placing conduits in a deepened slab. Hangers and supports may be designed in accordance to a manufacturer’s specifications or they can be designed by a manufacturer for all external and internal loads. This depends on the number of conduits to be supported by hangers and the complexity of the design. Supporting connections like concrete anchors into the bridge must also be designed. Spacing of hangers may be made by the manufacturer and if necessary as shown on the plans. Resin anchors are not allowed for overhead installations. Special provisions may be required to instruct the contractor for this work.

All conduits shall be placed near the outside face of the barrier. For junction box placements at the roadway face of the barrier, conduit bends or sweeps shall be required for connecting the conduit to the junction boxes. Refer to Junction Boxes and Placement Guidelines.

Shift reinforcing steel in the field where necessary to clear all conduits and junction boxes.

For placement of single or multiple conduits in barrier other than as shown, sizing and placement shall similarly follow these guidelines. Review for applicability and special detailing.

Conduit placed external to the structure should be placed to the underside to avoid collecting dirt, debris and corroding moisture.

May be attached to outside face of barrier if necessary.
May be attached between girders.
May be attached to underside of deck cantilevers but may not be attached near slab edge and not on slab bridge due to clearance issues.
May not be attached to prestressed panels.

	Conduit Systems Placement

Section of Single Conduit in Slab	Section Showing Single Conduit in Barrier	Section of Multiple Conduits in Safety Barrier Curb
	* Single 4-inch round conduit if absolutely required to meet the project need and based on core team agreement. ** 3 ½-inch clear provides approximately 1” clearance between the conduit and vertical reinforcing steel.	* One-inch minimum. Single four-inch round conduit if absolutely required to meet the project need and based on core team agreement. * 3 ½-inch clear provides approximately 1” clearance between the conduit and vertical reinforcing steel.


Section of Multiple Conduits in Deepened Slab	Part Section of Suspended Conduit (on Hanger) at Drain	Detail A (Hanger)
* Permissible combination may include 4-inch round conduit. More than two conduits may be used.

Expansion Fittings and Setting

Expansion fittings shall be required where expected bridge movements or conduit movements could cause distress in either conduits or structural supports of conduits.

Bridge movements of primary concern are thermal expansion and contraction, and live load deflections. Both types of movement can occur in structures with or without expansion devices and gaps. Thermal movements are typically predominant.

Conduit movements of primary concern are thermal expansion and contraction. Conduit placed internally to the structure, for example, is encased in concrete, and movement is considered restrained and coincident with the superstructure for which expansion fittings are required only where there is a gap in the concrete. Conduit placed externally to the structure is considered unrestrained for which expansion fittings shall be required.

For expansion fittings of conduit to be encased in concrete:

Expansion fittings shall be specified on the bridge plans where conduit expansion and contraction will coincide with the expansion and contraction of the bridge superstructure, for example at expansion devices or gaps, i.e. open, closed or filled joints, including filled joints in the barrier where conduit is placed in the barrier.

Estimated total expansion movement shall be specified on the bridge plans for each location where an expansion fitting is specified and based on the coefficient of thermal expansion for either a steel or concrete superstructure.

Expansion fittings shall be designed to accommodate a movement of one and a half times the estimated total expansion movement at an open or closed joint, or 4 times the joint filler thickness rounded to the nearest half inch at a filled joint.

Expansion fittings shall be placed and set in accordance with the manufacturer’s requirements and based on the air temperature at the time of setting given an estimated total expansion movement using a maximum temperature range of 150°F for steel or 120°F if concrete and a maximum temperature of 120°F for steel or 110°F for concrete.

For expansion fittings of conduit not to be encased in concrete:

Conduit expansion and contraction should be allowed to occur independently of the bridge superstructure movement since the coefficient of thermal expansion for PVC conduit is three times greater than that for steel and concrete.

The quantity and placement of additional expansion fittings shall be determined by the contractor and in accordance with the conduit manufacturer’s recommendations and specified on the bridge plans except:

Expansion fittings shall be specified on the bridge plans at all superstructure open, closed or filled joints, and

Expansion fittings shall be specified on the bridge plans for bridges without open or closed joints near where known conduit restraint will be imposed, for example, where conduits will be rigidly attached at bends or where conduit goes into the ground.

Estimated total expansion movement shall be specified on the bridge plans for each location where an expansion fitting is specified and based on the thermal movement of PVC conduit for clamped, suspended or conduit otherwise externally supported to or from the superstructure using a coefficient of thermal expansion of 3.38 x 10^-5 in./in./°F for PVC conduit.

Expansion fittings shall be placed and set in accordance with the manufacturer’s requirements based on the air temperature at the time of setting given an estimated total conduit expansion movement using a maximum temperature range of 120°F and a maximum temperature of 110°F. For conduit exposed to direct sunlight, 30°F is added typically to the temperature range for design purposes only.

Nonmetallic conduit clamps shall be specified to allow the conduit to move freely during expansion and contraction while properly securing it. Expansion fitting barrels should be clamped securely whereas conduit should be mounted loosely so that it can slide freely.

Example 1 – Conduit encased in concrete. Plate Girder superstructure with expansion length of 300 ft.

Δ (Steel) = (0.0000065)(150)(300)(12) = 3.51 in.

Δ (Fitting) total = 1.5 x 3.51 = 5.27 in.

Use 5 1/4 in. total expansion movement.

Example 2 – Conduit encased in concrete. Expansion at 1/4 in. joint filler in barrier.

Δ (Fitting) total = 4 x 0.25 = 1.0 in.

Use 1 in. total expansion movement.

Example 3 – Conduit not encased in concrete and not exposed to direct sunlight. Integral Abutment Bridge with expansion length of 150 ft.

Δ (Conduit) = (0.0000338)(120)(150)(12) = 7.30 in.

Δ (Fitting) total = 1.0 x 7.30 = 7.30 in.

Use 7 1/2 in. total expansion movement for each expansion fitting placed at end of the bridge.

Deflection Coupling (Fitting) and Expansion Fitting:

Deflection Coupling shall be specified on the bridge plans where conduit exits from the structure. Based on estimated total expansion movement of steel or concrete bridge structure determine how many Deflection Couplings are required. Deflection Coupling shall accommodate axial or parallel movement up to 3/4" and angular movement of up to 30° from normal position.

When total movement is less than or equal to 1 1/2", provide deflection coupling without expansion fitting. When total movement is greater than 1 1/2", provide two deflection couplings or one deflection coupling and one expansion fitting.

Example 1 - Conduit encased in concrete. Plate Girder superstructure with expansion length of 280 ft., and 150° temperature range.

Δ (Steel) = (0.0000065)(150)(280)(12) = 3.28 in.

Δ (Factored) total = 1.00 x 3.28 = 3.28 in.

Δ (Fitting) movement for temp rise or fall = 3.28/2 = 1.64 in.

Provide two deflection couplings or one deflection coupling and one expansion fitting.

Example 2 - Conduit encased in concrete. Prestressed beam superstructure with expansion length of 173 feet, and 120° temperature range.

Δ (Concrete)= (0.000006)(120)(173)(12) = 1.50 in.

Δ (Factored) total = 1.00 x 1.50 = 1.50 in.

Δ (Fitting) movement for temp rise or fall = 1.50/2 = 0.75 in.

Provide one deflection coupling.

Junction Boxes and Placement

Size and location of junction boxes shall be specified on the bridge plans when a conduit system is required.

Maximum spacing between junction boxes shall be approximately 250 feet.

Junction boxes shall be required at each end of the bridge when conduit is required.

All junction boxes shall be placed in the wings at the outside face at each end of the bridge when spacing between the end bent junction boxes is less than 250 feet and district Traffic does not require an additional junction box on the bridge.

When spacing between the end bent junction boxes exceeds 250 feet, additional junction boxes shall be required and all junction boxes shall be placed in and at the roadway face of the barrier. (Junction box placement at the roadway face is preferred for easier accessibility for utility maintenance.)

Placement of junction boxes and covers complete-in-place shall be flush with the roadway face of the barrier. Junction boxes and covers may be recessed up to 1/4 inch.

Junction boxes should not be placed within 5 feet of an open, closed or filled joint in the barrier. Shift reinforcing steel in the field where necessary to clear all junction boxes.

Perimeter steel shall be required at all junction box placements at the roadway face of the barrier.

When 2-inch round conduit is placed in the slab, preferred placement of junction boxes shall be in the slab and in areas accessible from underneath the bridge.


Junction Box Size Requirements
Junction Box Placement	Entering Conduit Size(s)	Junction Box Size¹
Junction Box Placement	Entering Conduit Size(s)	H x D x L², inches
Concrete Barrier Type D Or Type H Or Abutment Wing	Single 2” Round Conduit	12 x 10 x 12
	Single 3” Round Conduit
	Single 4” Round Conduit³
	Three 2” Round Conduit
	Two 3” Round Conduit
	2” plus 3” Round Conduit
8 1/2 inch Slab	2” Round Conduit	12 x 4 x 12
¹ Note on the plan that Junction box size shown on plan may require special order. Smaller junction box may be substituted if junction box meets conduit installation, clearance and project requirements.
² Length may be increased, if required. Coordinate with core team or district traffic. For junction box longer than 12”, an additional transverse bar pair should be spaced at 4 inch in addition to shown transverse bar pairs in “Part Elevation of Barrier over Slab Showing Perimeter Steel” on both sides of junction box.
³ Single 4-inch round conduit may be used based on core team agreement that single 4-inch round conduit is absolutely required to meet the project need. Single 4-inch round conduit shall be placed in the barrier and abutment wing.

Details of Junction Box Placements


Section of Junction Box in Slab	Part Plan of Barrier Showing Delineated Conduit System Placement Only(Use where junction boxes are in wing only)Single conduit shown, multiple conduits similar. Expansion fittings or deflection couplings are not shown for clarity. Drawing is not to scale.

Select Detail A or B based on total movement and show on plan.

Detail A	Detail B
(Use where total movement is not greater than 1½ inches.)	(Use where total movement is greater than 1½ inches.)


Part Elevation Showing Junction Box in Wing	Section A-A
(Use where junction box is in wing only) (Single conduit shown, multiple conduits similar.)	(Single conduit shown, multiple conduits similar.)

* Minimize length of sweep in order to lessen the number of #5-R1 bars necessary to bend in field.
Part Plan of Barrier Showing Delineated Conduit System Placement Only	Section B-B
(Use where junction boxes are in barrier only.) Single conduit shown, multiple conduits similar. Expansion fittings or deflection couplings are not shown for clarity. Drawing is not to scale.	(Single conduit shown, multiple conduits similar.)

Part Elevation of Barrier over Slab Showing Perimeter Steel

(Use where junction boxes are in barrier only.)
Show extra R1, R2, R3 and #5-R Perimeter Bar 6’-0” long with the barrier details and include in the Bill of Reinforcing Steel.
Perimeter bar (#5-R) is not required at end bent junction boxes. Spacing of K bars is more condensed at end bents. Extra K bars may be used and shown with the barrier details and included in the Bill of Reinforcing Steel.

* Single 4-inch round conduit if absolutely required.
Section through Barrier Showing Junction Box	Section through Barrier Showing Junction Box
(Single Conduit near Roadway Face)	(Multiple Conduits near Roadway Face)

Note: 3½” inch clear provides approximately 1½” clearance between the conduit and vertical
reinforcing steel on roadway face. This clearance is excessive, but is recommended
to keep the clearances to front and back face of barrier similar for ease of construction.

751.10.5 Approach Slab

Refer to EPG 503 Bridge Approach Slabs for general guidance.

751.10.5.1 Timber Header

TYPICAL VIEW OF TIMBER HEADER (Not for Plans)
File:751.10 typical view of timber header.gif
File:751.10 section a-a timber header.gif	File:751.10 part elevation timber header.gif
SECTION A-A	PART ELEVATION
DETAILS OF TIMBER HEADER
Note: Remove timber header when concrete pavement is placed.
Note: Cost of timber headers complete in place shall be included in price bid for Bridge Approach Slab (Bridge).

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@@ Line 1: / Line 1: @@
-<div style="float: right; margin-left: 30px; margin-bottom: 30px;">__TOC__</div>
+Regardless of type of barrier or railing shown the following guidance is applicable for all barrier and railing types.
-<div style="float: right; margin-left: 5px; width:200px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align: center;">
+== 751.10.1 Slab on Girder ==
-'''EPG 941 Was Re-Written and Re-Organized in Nov. 2013'''
-----
-[[media:EPG 941 Summary.docx|A summarization of these revisions]] is available.
+=== 751.10.1.1 Material Properties ===
-</div>
-This article describes the different types of permit, entrance, and other access-related requests that MoDOT receives and provides information on how to evaluate each request in order to make sound decisions which protect the safety and operation of the state’s highways.   The term, access request, may be used throughout this article to define any type of request when someone desires to be on MHTC’s right of way or to place or build anything on MHTC’s right of way.  [[:Category:940 Access Management|EPG 940 Access Management]] should be reviewed thoroughly along with this article.
+{| border="0" cellpadding="2" cellspacing="0" align="center" style="textalign:left"
-[[image:941 Permitting Process for Access Management.jpg|right|400px]]
+!colspan="3" align="left"|Concrete Slab on Girders
+|-
+|colspan="2"|Unit weight of reinforced concrete,
+| <math>\,\gamma_c</math> = 150 <math>\,lb/ft^3</math>
+|-
+| &nbsp;
+|Class B-2 Concrete
+|<math>\,f'_c</math> = 4.0 ksi
+|-
+| &nbsp;
+| &nbsp;
+|<math>n</math> = 8
+|-
+|colspan="2"|Modulus of elasticity,
+|<math>E_c = 33,000\ K_1 \ (w_c^{1.5}) \sqrt{f^'_c}</math>
+|-
+| &nbsp;
+|Where:
+| &nbsp;
+|-
+| &nbsp;
+|f'<sub>c</sub> in ksi
+|-
+| &nbsp;
+|colspan="2"|'''<math>w_c</math>''' = unit weight of nonreinforced concrete = 0.145 kcf
+|-
+|-
+| &nbsp;
+|K<sub>1</sub> = correction factor for source of aggregate<br/> <font color = "white">aa</font color="white"> = 1.0 unless determined by physical testing
+|-
+|colspan="2"|Modulus of rupture:
+|<math>\,f_r</math> = 0.24 <math>\,\sqrt{f^'_c}</math>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 5.4.2.6
+|-
+| &nbsp;
+|Where:
+| &nbsp;
+|-
+| &nbsp;
+|f'<sub>c</sub> in ksi
+|-
+| &nbsp;
+|-
+!colspan="3" align="left"|Concrete Barrier or Railing
+|-
+| &nbsp;
+|Class B-1 Concrete
+|<math>\,f'_c</math>= 4.0 ksi
+|-
+| &nbsp;
+| &nbsp;
+|<math>n</math> = 8
+|-
+!colspan="3" align="left"|Future Wearing Surface
+|-
+|colspan="2"|Unit weight of future wearing surface,
+| <math>\,\gamma_{fws}</math> = 140 <math>\,lb/ft^3</math>
+|-
+!colspan="3" align="left"|Reinforcing steel
+|-
+| &nbsp;
+|Minimum yield strength,
+|<math>\,f_y</math> = 60.0 ksi
+|-
+| &nbsp;
+|Steel modulus of elasticity
+|<math>\,E_s</math> = 29000 ksi
+|}
+=== 751.10.1.2 Limit States and Load Factors ===
+In general, each component shall satisfy the following equation:
+<math>\,Q = \sum \eta_i \gamma_i Q_i \le \phi R_n = R_r</math>
+Where:
+{|
+|<math>\,Q</math>|| = Total factored force effect
+|-
+|<math>\,Q_i</math>|| = Force effect
+|-
+|<math>\,\eta_i</math>|| = Load modifier
+|-
+|<math>\,\gamma_i</math>|| = Load factor
+|-
+|<math>\,\phi </math>|| = Resistance factor
+|-
+|<math>\,R_n</math>|| = Nominal resistance
+|-
+|<math>\,R_r</math>|| = Factored resistance
+|}
-Examples of access requests that MoDOT receives:
-:*	Applicant requesting a permit to perform work on MHTC’s right of way
+'''Limit States'''
-:*	Applicant requesting an entrance within normal access right of way
-:*	Applicant requesting an entrance within controlled access right of way
-:*	Applicant requesting an entrance within no access right of way
-:*	Applicant requesting to perform grading or construct geometric improvements within interstate right of way
-:*	City requesting to construct a “Welcome To” monument on MHTC’s right of way.
-Permit, entrance and access requests vary from the simple to the highly complex.  Examples of possible applicants are individual property owners, private developers, utility companies, cities and counties.  Some can be addressed very quickly without much backup information and involvement, while others require a large amount of supporting documentation and collaboration with other parties, such as local government entities or private developers.
+The following limit states shall be considered for slab interior and overhang design:
+{| border="0" cellpadding="5" cellspacing="0" align="center" style="textalign:left"
+|-valign="top"
+|For slab interior design:||STRENGTH – I<br/>SERVICE – I*
+|-valign="top"
+|For slab overhang design:||EXTREME EVENT – II<br/>STRENGTH – I<br/>SERVICE – I*
+|-
+|colspan="2"|*Of deformation, cracking, and concrete stresses, only cracking<br/>need be considered here.
+|-
+|colspan="2"|FATIGUE limit state need not be investigated for concrete decks<br/>in multi-girder bridges due to observed performance and laboratory<br/>testing.
+|}
+'''Resistance factors'''
+For STRENGTH limit state,
+:Flexure and tension of reinforced concrete, <math>\,\phi</math> = 0.90
-When reviewing any type of entrance request, knowing the type of right of way at the location is the first step.  Depending on the level of access control (normal, controlled, or no right of access), there are appropriate items to consider and specific methods to follow.  Roadway plan sheets, deeds of record or condemnation petitions should be reviewed prior to evaluating an entrance request.
+:Shear and torsion, <math>\,\phi</math> = 0.90
+For all other limit states, <math>\,\phi</math> = 1.00
-A site visit should be a part of the basic review process for almost every type of access request. The purpose of this visit is to involve the applicant and other parties to clarify the process and requirements, address any concerns, and answer questions.  It also helps determine whether the request complies with access management guidelines, sight distance requirements and other important considerations described in this article.
-A traffic impact study  may be required for developers or cities/counties seeking a new or modified access to the MoDOT system.  The specific content of a traffic impact study will vary depending on the site and prevailing conditions.
+'''[[751.2_Loads#Load Modifiers|Load Modifiers]]'''
-Some access requests, depending on their type and location, require higher level approval, such as from the Highway Safety and Traffic Division, the Commission or the Federal Highway Administration.
+=== 751.10.1.3 Loads ===
-==941.1 Entrance Requests Within Normal Access Right of Way==
+'''Permanent (Dead) Loads'''
-While access is not restricted by deed along highways with normal access right of way, it remains important to assess each request consistently throughout the state to help maintain good mobility and safety.  EPG 941.1 Entrance Requests Within Normal Access Right of Way provides information on how to evaluate entrance requests within normal access right of way.
+Permanent loads include the following:
-===941.1.1 Evaluation Guidelines and Considerations===
+:'''Slab weight'''
-EPG 941.1.1 provides basic considerations and guidelines for evaluating entrance requests located in normal access right of way.  It is important to remember,though, that each request is unique, so there may be additional considerations not specifically listed below that should also be assessed.
+:'''Future Wearing Surface'''
+:A 3-inch thick future wearing surface (35psf) shall be considered on the roadway.
-:*	Does the property already have an entrance?
+:'''Barrier or Railing '''
-:*	Review [[:Category:940 Access Management|EPG 940 Access Management]] for guidance
+:For slab overhang design, assume the weight of the barrier or railing acts at the centroid of the barrier or railing.
-::*	Consider [[#941.9.1 Joint Use Driveways|joint usage]] of entrances, especially in locations with entrance density and spacing issues
-::*	What is the speed limit and the AADT along the roadway?
-:*	Complete a [[#941.7 Sight Distance for Entrances|sight distance]] evaluation
-:*	Determine whether a [[#941.8 Traffic Impact Study Requirements|Traffic Impact Study]] is necessary
-:*	What are the potential safety and operational effects to the state roadway system if an access is allowed?
-:*	Are there geometric improvements that should be required if the entrance is allowed?
-===941.1.2 Compensation===
+:'''Gravity Live Loads'''
-Since access rights were not purchased and restricted by deed within normal access right of way, there is no compensation due to the MHTC for the allowance of an entrance located within normal access right of way.
+:Gravity live loads include vehicular, dynamic load allowance, and pedestrian loads.  See [[751.2 Loads#751.2.2.1 Live Load.jpg|EPG 751.2.2.1 Live Load Figure 2]] for General Application of Live Loads to Bridge Deck.
-===941.1.3 Approval Authority===
+:'''Vehicular '''
-The district has the authority to approve entrance requests within normal access right of way.
+:The design vehicular live load HL-93 shall be used. It consists of either the design truck or a combination of design truck and design lane load.
-If a proposed entrance does not meet [[#941.7 Sight Distance for Entrances|sight distance]] and the request is denied by the district, an [[#941.7.5 Appeals Process|appeals process]] is available and can be pursued by the property owner.
+:For slab design, where the approximate strip method is used, the force effects shall be determined based on the following:
-===941.1.4 Agreement Process===
+::Where the slab spans primarily in the transverse direction, the design shall be based on axle loads of the design truck alone.
-The agreement that shall be used when allowing an entrance within normal access right of way is a [[#941.6.1 Examples of Permit Requests|Permit to Work on Right of Way]].
+'''Dynamic Load Allowance'''
-==941.2 Entrance Requests Within Controlled Access Right of Way==
+The dynamic load allowance replaces the effect of impact used in AASHTO Standard Specifications.  It accounts for wheel load impact from moving vehicles.  For slabs, the static effect of the vehicle live load shall be increased by the percentage specified in Table below.
-According to the Commission’s Policy for Limited Access (November 7, 2013):
+{|border="1" cellpadding="5" align="center"
+|+'''Dynamic Load Allowance, ''IM'''''
+!Slab Component||''IM''
+|-
+|Deck Joints – All Limit States||75%
+|-
+|All Other Limit States||33%
+|}
-:“The Commission recognizes that limiting access is an important tool for the safety and operation of state highways.  The Commission also recognizes that community and property development opportunities may require changes or breaks in access to state highways where access rights have been purchased. The Commission supports access changes that are not detrimental to the overall design, safety, and operation of the roadway with the appropriate compensation.”
-In order to promote consistency in the decisions regarding access changes, EPG 941.2 provides information on how to evaluate entrance requests within controlled (limited) access right of way. It is equally important that [[:Category:940 Access Management|EPG 940 Access Management]] be reviewed very carefully when considering all requests to ensure state roadways maintain good mobility and safety.
+The factor to be applied to the static load shall be taken as:
-[[image:941.8.jpg|right|600px]]
-===941.2.1 Types of Requests===
+<math>(1 + IM)</math>
-:*[[#941.2.2.1 Breaks in Access|Breaks in access]].
+The dynamic load allowance is not to be applied to pedestrian or design lane loads.
-:*[[#941.2.2.2 Non-Contiguous Entrance Shifts|Non-contiguous entrance shifts]].
-:*[[#941.2.2.3 Contiguous Entrance Shifts and/or Widenings|Contiguous entrance shifts and/or widenings]].
-:*[[#941.2.2.4 Eliminate Use Restrictions on Existing Entrances|Eliminate use restrictions on existing entrances]].
-===941.2.2 Evaluation Guidelines and Considerations===
-EPG 941.2.2 provides basic considerations and guidelines for evaluating access requests located in controlled access right of way. <u>It is important to remember, though, that each request is unique, so there may be additional considerations not specifically listed below that should also be assessed.</u>
+'''Multiple Presence Factor, ''m'':'''
-====941.2.2.1 Breaks in Access====
+The multiple presence factor accounts for the probability for multiple trucks passing over a multilane bridge simultaneously.
-:*Are there acceptable alternatives for access via a nearby roadway that has normal access control?
+{|border="0" cellpadding="5" align="center"
-:*Is this a break in access for a city or county roadway?
-:*What is the speed limit and the AADT along the roadway?
+|''m'' =||1.20 for 1 Loaded Lane
-:*Determine whether the access request is located on a [[media:144 Major Highway System 2022.pdf|Major Roadway]] or a Minor Roadway (see [[#941.2.4 Approval Authority|Approval Authority]] and [[940.3 Clearance of Functional Areas of Interchanges|EPG 940.3 Clearance of Functional Areas of Interchanges]]).
+|-
-:*Determine whether the access request is located within the [[940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange (see [[#941.2.4 Approval Authority|Approval Authority]]  and [[940.3 Clearance of Functional Areas of Interchanges|EPG 940.3 Clearance of Functional Areas of Interchanges]]).
+| &nbsp;||1.00 for 2 Loaded Lanes
-:*Does the request solely benefit a developer, with no benefit to the state roadway system?
+|-
-:*Review [[:Category:940 Access Management|EPG 940 Access Management]].
+| &nbsp;||0.85 for 3 Loaded Lanes
-:*Complete a [[#941.7 Sight Distance for Entrances|sight distance]] evaluation.
+|-
-:*Determine whether a [[#941.8 Traffic Impact Study Requirements|Traffic Impact Study]] is necessary .
+| &nbsp;||0.65 for greater than 3 Loaded Lanes
-:*What are the potential safety and operational effects to the state roadway system if an access is allowed?
+|}
-:*Are there geometric improvements above and beyond the entrance location, such as an additional turn lane, that should be required if the access change is allowed?
-====941.2.2.2 Non-Contiguous Entrance Shifts====
-A non-contiguous entrance shift is when an entrance is shifted from one property to another property; all property owners involved shall sign a change in access agreement. Note: A non-contiguous entrance shift that involves the same property owner on both properties (current entrance location and proposed entrance location) shall be considered the same as a contiguous entrance shift or widening for the purpose of the compensation determination.
+'''Pedestrian'''
-:*Shifts should be limited to the immediate geographic area within the same county and along the same route.
+Pedestrian live load on sidewalks greater than 2 ft wide shall be:
-:*The locations involved in the shift should have similar characteristics regarding the number of entrances to the roadway, driver expectancy, operating speed, traffic volume, alignment, and shoulder and roadway width.
-:*Determine whether the shifted entrance will be located within the [[#940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange (see [[#941.2.4 Approval Authority|Approval Authority]]).
-:*Review [[:Category:940 Access Management|EPG 940 Access Management]].
-:*Complete a [[#941.7 Sight Distance for Entrances|sight distance]] evaluation.
-:*Determine whether a [[#941.8 Traffic Impact Study Requirements|Traffic Impact Study]] is necessary.
-:*What are the potential safety and operational effects to the state roadway system if the access is shifted?
-:*Are there geometric improvements above and beyond the entrance location, such as an additional turn lane, that should be required if the access is shifted?
-====941.2.2.3 Contiguous Entrance Shifts and/or Widenings====
+{|border="0" cellpadding="5" align="center"
+|''PL'' =||0.075 ksf
+|}
-A contiguous entrance shift and/or widening is when an entrance is shifted (and/or widened) within the same property.
+This does not include bridges designed exclusively for pedestrians or bicycles.
-:*	Review [[:Category:940 Access Management|EPG 940 Access Management]].
-:*	Complete a [[#941.7 Sight Distance for Entrances|sight distance]] evaluation.
-:*	What are the potential safety and operational effects to the state roadway system if the access is shifted?
-:*	Are there geometric improvements above and beyond the entrance location, such as an additional turn lane, that should be required if the access is shifted?
-====941.2.2.4 Eliminate Use Restrictions on Existing Entrances====
+'''Collision Loads'''
-:*Determine whether a [[#941.8 Traffic Impact Study Requirements|Traffic Impact Study]] is necessary.
+Collision loads applied to the barrier shall be transferred to the slab overhang. The design forces from barrier consist of lateral and vertical components that are to be considered separately. Because of MoDOT’s experience with the collision survivability of bridge decks that utilize the [[751.12 Barriers, Curbs and Fences#751.12.1 Concrete Barriers|standard concrete barriers]], MoDOT does not require the deck overhang to be designed for forces in excess of those resulting from the design loads for Traffic Railings shown in LRFD Table A13.2-1.  The [[751.10_General_Superstructure#751.10.1.7_Standard_Bridge_Deck_Details|standard slab cross sections]] reflect this design philosophy.
-:*What are the potential safety and operational effects to the state roadway system if the entrance’s use restrictions are eliminated?
-:*Are there geometric improvements above and beyond the entrance location, such as an additional turn lane, that should be required if the entrance’s use restrictions are eliminated?
-===941.2.3 Compensation===
+LRFD Table A13.2-1 (2020 specifications) is not up-to-date with the latest MASH 2016 criteria.  NCHRP Project 20-7, Task 395 (TTI Project 607141), ''MASH Equivalency of NCHRP Report 350-Approved Bridge Railings'' released the following table of updated loads.  This table may not reflect completely the values that will get implemented in the AASHTO LRFD Bridge Design Specifications.  For example, further testing has shown that the Rail Height, H, for TL-3 may be 30 inches.  There is also ongoing research that will effectively increase the capacity of overhangs in collision events.
-An application fee of $100 should be charged to parties requesting changes in access within controlled access right of way. The deposit shall be made payable to <u>Director of Revenue – Credit State Road Fund</u>. The fee shall be refunded if MoDOT elects not to approve the request. If the applicant chooses not to pursue the request, the applicant shall forfeit the fee. If the request is approved, the application fee shall be deducted from the total compensation due the Commission for the access change. The fee should be waived when the requesting party is a governmental entity.
+{| border="1" class="wikitable" style="margin: 1em auto 1em auto" align="center" style="text-align:center"
+|+
+! colspan="6" style="background:#BEBEBE"|MASH 2016 Collision Loads for Barrier Design
+|-
+!style="background:#BEBEBE" width="200"|Design Forces and<br/>Designations!!style="background:#BEBEBE" valign="top" width="60"|TL-3!!style="background:#BEBEBE" width="60"|TL-4<br/>1!!style="background:#BEBEBE" width="60"|TL-4<br/>2!!style="background:#BEBEBE" width="60"|TL-5<br/>1!!style="background:#BEBEBE" width="60"|TL-5<br/>2
+|-
+|Rail Height, H (in.)||32||36|| ≥36||42||>42
+|-
+|''F<sub>t</sub>'' Transverse (kips)||70||70||80||160||260
+|-
+|''F<sub>L</sub>'' Longitudinal (kips)||18||22||28||75||75
+|-
+|''F<sub>v</sub>'' Vertical (kips) ||4.5||38||33||160||80
+|-
+|''L<sub>L</sub>'' (ft.) ||4||4||5||10||10
+|-
+|''L<sub>v</sub>'' (ft.) ||18||18||18||40||40
+|-
+|''H<sub>e</sub>'' (in.) ||24||25||30||34||43
+|}
+Until both the new loads and new resistances are implemented in LRFD, the standard top transverse reinforcement scheme shown in [[#751.10.1.7 Standard Bridge Deck Details|EPG 751.10.1.7 Standard Bridge Deck Details]] is considered adequate for collision loads in new bridge decks.  The top transverse reinforcement scheme is also considered adequate for collision loads for redecks where the effective depth to the top transverse bar is not less than 4 3/8 inches.
+:'''Design Case 1'''
-EPG 941.2.3 outlines the compensation rules for access changes within controlled access right of way.  State highways and access were purchased with state road funds for fair market value; therefore, failure to acquire fair market value for access changes is a diversion of state road funds.
-'''Breaks in Access for a City/County Road'''
+:The collision force and moment shall be considered.
-In order for a break in access to be classified in this category:
-:*The request shall be made by a city or county.
+:'''Slab Overhang Design Collision Moment'''
-:*The request shall not solely benefit a developer or individual with commercial interests.
-:*When available, a master roadway plan shall be provided which clearly shows the requested break in access and its connection to a city or county roadway system that provides circulation of traffic and relief to the state system.
-If the entire connection is not planned to be constructed at one time, dedication or reservation of right of way for the city or county roadway may be required as assurance of the intent to connect this roadway at a future date.
+:The design collision moment at the base of the barrier is the barrier moment capacity about the barrier longitudinal axis. The partial development of the reinforcing bars should be considered in determining this moment capacity.
-If the above criteria are met, then the break in access may be granted for no charge.
+:<math>\,M_{ct} = M_n</math> at base
-'''Breaks in Access and Non-Contiguous Entrance Shifts'''
+:'''Slab Overhang Design Collision Force'''
-This subarticle covers compensation requirements for all other breaks in access that do not meet the criteria for a city/county road, in addition to non-contiguous entrance shifts between different property owners (see also, [[236.5 Property Management#236.5.28.3 Compensation for Changes in Access|EPG 236.5.28.3 Compensation for Changes in Access]]).
+:A refined analysis may be performed. In this case the design collision moment at the base of the barrier, M<sub>ct</sub>, is to be taken as the average moment over the theoretical distribution length (Lc+2H for continuous sections), when the TL collision load is applied to the top of the barrier.
-:*An appraisal shall be completed if the district Right of Way department determines <u>either</u> of the following:
+:For continuous sections of barrier:
-::- There is a change in the highest and best use of the property, OR
-::- There is a change in the level of intensity of the highest and best use of the property or an enhancement to the highest and best use of the property.
-:*When an appraisal is completed, the following applies:
-::- The applicant is charged the <u>greater</u> of the following:
-:::*The enhancement value to the property, as determined by the appraisal (see [[236.5_Property_Management#236.5.28.3_Compensation_for_Changes_in_Access|EPG 236.5.28.3 Compensation for Changes in Access]] for instruction on appraisals). OR
-:::*The amount shown on the [[media:941 Value.pdf|Value Determination Schedule]] .
-::- The district may approve a negotiated amount within 25% of the appraised value. Any amount beyond 25% of the appraised value shall be presented to the Asst. to the State Design Engineer - Right of Way for review and approval.
-:*If the district Right of Way department determines an appraisal is not necessary (from the first step above), then the appropriate charge shall be interpreted from the Value Determination Schedule.
-'''Contiguous Entrance Shifts and/or Widenings'''
+:<math>\,T = \frac{R_w}{L_c + 2H}</math>
-Compensation for contiguous entrance shifts and/or widenings shall be determined from the [[media:941 Value.pdf|Value Determination Schedule]]. Note: Compensation for non-contiguous entrance shifts and/or widenings where both properties are owned by the same property owner will also be determined from the Valuation Determination Schedule.
+:Where:
+:{|
+|<math>\,R_w</math>|| = total transverse resistance of barrier not to exceed the transverse collision force, F<sub>t</sub>, for the required test level
+|-
+|<math>\,L_c</math>|| = critical length of yield line failure pattern
+|-
+|<math>\,H</math>|| = height of barrier
+|-
+|<math>\,T</math>|| = tensile force per unit of deck length at base of barrier
+|}
-'''Eliminate Use Restrictions on Existing Entrances'''
-Compensation for the elimination of use restrictions shall be determined from the [[media:941 Value.pdf|Value Determination Schedule]].
+:For discontinuous barrier sections:
-===941.2.4 Approval Authority===
+:<math>\,T = \frac{r_w}{l_c + H}</math>
-EPG 941.3 outlines the approval authority for the various types of access requests within controlled access right of way. Regardless of the approval authority, it is crucial the Commission Policy and the information provided in the EPG should be consistently followed when requests are evaluated in order to protect the operation and safety of the state’s highways.
-'''IMPORTANT:'''  It is the responsibility of the Commission to sign the deeds conveying any access.
+{| border="1" class="wikitable" style="margin: 1em auto 1em auto" align="center" style="text-align:center"
-{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="250px" align="right"
+|+
+! colspan="5" style="background:#BEBEBE" width="820"|Collision Properties for Concrete Barriers (MASH 2016)
+|-
+!style="background:#gray" width="150" rowspan="2" valign="bottom"|Location !!style="background:#gray" colspan="2" width="320"|	Type D	!!style="background:#gray" colspan="2" width="320"|Type H
+|-
+!style="background:#gray" width="155"|Continuous!!style="background:#gray" width="155"|End!!style="background:#gray" width="155"|Continuous!!style="background:#gray" width="155"|	End
+|-
+!style="background:#gray"|Test Level!!style="background:#gray"|	TL-4!!style="background:#gray"|	TL-4!!style="background:#gray"|	TL-3!!style="background:#gray"|	TL-3
+|-
+|R<sub>w</sub> (k)||	152<sup>'''1'''</sup>	||82<sup>'''1'''</sup>||	145<sup>'''1'''</sup>||	81<sup>'''1'''</sup>
+|-
+|F<sub>t</sub> (k)||	80||	80||	70||	70
+|-
+|L<sub>c</sub> (ft)||	14.16||	7.24||	11.23||	5.76
+|-
+|H (in)||	42||	42||	32||	32
 |-
-|'''Additional Resources for<br/>Commission Policies and<br/>Execution of Agreements'''
+|M<sub>ct</sub> (k-ft)||	11.72||	11.72||	11.72||	11.72
 |-
-|[https://www.modot.org/media/31627 MHTC Policy about Limited Access Roadways - Delegation of Authority]
+|T (k/ft)||	3.78||	7.45||	4.23||	8.31
 |-
-|[https://www.modot.org/media/31628 MHTC Policy about Limited Access Roadways – Execution of Documents]
+|colspan="5" align="left" width="820"|'''<sup>1</sup>''' Values provided by MwRSF, see ''Mash Equivalency of MoDOT Type D Barrier, 2019, Rosenbaugh''.  MwRSF uses the fully developed M<sub>c</sub> at the base, and also applies a resistance factor of 0.9 in the calculation of R<sub>w</sub>.<br/>The L<sub>c</sub> values provided are calculated using an average moment capacity, M<sub>c</sub>, about the longitudinal axis over the height of the barrier.  Partial development of reinforcing steel is ignored.  All moment capacities assume doubly reinforced sections.
 |}
-'''District Approval'''
-The District Engineer may approve the following access changes:
+<center>[[Image:751.10.1.3 collision forces 1.jpg|center|275px]]
+'''Transfer of Barrier Collision Forces'''
-:*Eliminate use restrictions on existing entrances.
+[[Image:751.10.1.3 collision forces 2.jpg|center|275px]]
-:*Contiguous entrance shifts and/or widenings.
+'''Transfer of Barrier Collision Forces'''</center>
-:*Non-contiguous entrance shifts <sup>1</sup>.
-:*Breaks in access along Minor Roads <sup>1</sup>.
-<sup>1</sup> Except those that would be located within the [[940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange (see Highway Safety and Traffic Division Approval, immediately below).
+=== 751.10.1.4 Design and Analysis Methods ===
-'''Highway Safety and Traffic Division Approval'''
+'''Equivalent Strip Method'''
-The State Highway Safety and Traffic Engineer may approve the following access changes:
+The equivalent strip method is an approximate method of analysis in which the reinforcing steel is designed using a certain width of deck to resist the applied loading.  Where the strip method is used, the extreme positive moment in any slab section between girders shall be taken to apply to all positive moment regions, and similarly with extreme negative moments.
-:*Breaks in access along [[media:144 Major Highway System 2022.pdf|Major Roads]].
+There are other methods of analysis allowed, such as finite element method, but the equivalent strip method is recommended.
-:*Breaks in access and non-contiguous entrance shifts that would be located within the [[940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange.
-:*Access requests that do not meet sight distance or compensation requirements.
-'''Commission Approval'''
+=== 751.10.1.5 Interior Section Design ===
-If the State Highway Safety and Traffic Engineer determines a request to be high impact or a request is noncompliant with the Commission Policy and/or does not adhere to the information provided in EPG 941, then the request may be submitted to the Commission for its review and approval.  Examples may include, but are not limited to:
+'''Slab Thickness'''
-:*Access requests that involve any conflicts of interest.
+For multi-span bridges the slab portion between girders shall be 8 1/2” thick for both the full depth cast-in-place concrete and partial depth precast prestressed concrete panel standard slabs. For new single-span bridges the slab thickness may be reduced to 8 inches for full depth cast-in-place decks. A minimum 5 1/2-inch cast-in place topping is required when precast panels are used.
-:*Requests that create a diversion of state road funds by not requiring the appropriate compensation for change in access.
-:*Major development access requests located within the [[940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange.
-===941.2.5 Quit Claim Deeds, General Warranty Deeds and Agreements===
+'''Design Cases'''
-Once an access request has been approved (See [[:Category:941_Permits_and_Access_Requests#941.2.4_Approval_Authority|EPG 941.2.4 Approval Authority]]), there is additional documentation and deed-work that needs to be completed. It is important to remember that an access break within controlled access is a property right that is given and received by a recorded deed. Specific agreements may need to be executed as well.
+Two design cases shall be considered for each design condition.
-'''Quit Claim Deed'''
+Design Case 1   STRENGTH I load combination for reinforcing design.
-When there are access changes within controlled access right of way, a quitclaim deed, releasing the Commission’s claim on the proposed access shall be developed by the district right of way staff in eAgreements, following guidance in [[153.20_Right_of_Way|EPG 153.20]]. Quit claim deeds are executed by the Commission and filed with the County Recorder’s Office by the District Representative. MoDOT is responsible for the filing/recording fee with the County Recorder’s Office.
+Design Case 2	SERVICE I load combination for cracking check.
-'''General Warranty Deed'''
-In cases involving entrance shifting, a general warranty deed, releasing the applicant’s claim to the existing access right shall also be prepared by the District in eAgreements, following guidance in [[153.20_Right_of_Way|EPG 153.20]]. General Warranty Deeds are executed by the landowner, and filed with the County Recorder’s Office by the District Representative.  MoDOT is responsible for the filing/recording fee with the County Recorder’s Office.
+'''Design Conditions'''
-'''Agreement'''
+Two design conditions can exist for the slab interior.
-Access changes in controlled access right of way require execution of a contract between the property owner(s) and the MHTC when either of the following occurs:
+Design Condition 1 – Continuous slab, where the slab section under consideration is not near an end bent or expansion joint.
-:*There are geometric improvements above and beyond the entrance location, such as an additional turn lane, required as a condition of the access change.
+Design Condition 2 – Discontinuous slab, where the slab section under consideration is at an end bent or expansion joint.
-:*There are specific conditions or future requirements that are associated with the access change.
-All Access Change Agreements should be drafted by the district staff in eAgreements. The Highway Safety and Traffic Division will be the reviewer for all these agreements. (See [[#153.21 Traffic|EPG 153.21 Traffic]].)
-Agreements shall be prepared using Chief Counsel’s Office (CCO) standard format agreements, which are available from [http://sp/sites/eagreements/SitePages/Home.aspx eAgreeements], as are additional pre-approved boilerplate clauses.
-[[image:941.2 Coordination between MoDOT and Local Entities.jpg|right|400px]]
+<center>[[Image:751.10.1.5 plan slab.jpg|center|550px]]</center>
-Appropriate acknowledgement pages must be completed and notarized for each party executing the agreement (including an acknowledgement by the Commission); standard form acknowledgements are available from eAgreements.
+<center>'''Plan of Bridge Showing Continuous and Discontinuous Slab Regions'''</center>
+'''Critical Sections'''
+The critical design section for negative moments may be taken as follows:
+{|
+|valign="top"|For steel girders -
+|the design negative moment should be taken at<br/>1/4 of the flange width from the centerline of the web.
+|-
+|valign="top"|For prestressed I girders -
+|the design negative moment should be taken at 1/3<br/>of the flange width, but not exceeding 15 inches from the<br/>centerline of the web
+|}
+The critical design slab section for positive moment shall be taken at location of maximum positive moment – generally midway between girders.
+'''Width of Equivalent Strip at Continuous Slab Section <math>\,(E_{cont.} )</math>'''
+{|
+|For Positive Moment||<math>\,E = 26.0 + 6.6S</math>
+|-
+|For Negative Moment||<math>\,E = 48.0 + 3.0S</math>
+|}
+Where:
+{|
+|<math>\,E</math>||= equivalent strip width (inches)
+|-
+|<math>\,S</math>||= spacing of centerline to centerline of supporting components (feet)
+|}
+'''Width of Equivalent Strip at Discontinuous Slab Section <math>\,(E_{discont.} )</math>'''
+The effective strip width shall be taken as ½ of the equivalent strip width for a continuous slab section plus the distance between the transverse edge of slab and the edge beam (if any).
-Agreements with local government entities (cities, counties, villages, etc.) shall be accompanied by an ordinance authorizing execution by the person(s) signing the agreement; sample enabling ordinances are available from CCO’s site.
+<center>[[Image:751.10.1.5 plan equivalent.jpg|center|550px]]</center>
+<center>'''Plan of Bridge Showing Equivalent Strip Width for Continuous and Discontinuous Slab Sections'''</center>
-Any modification to the standard formats, outside of the addition of boilerplate clauses, shall require Highway Safety and Traffic Division and CCO review and approval.
-If it is determined no agreement is necessary, district traffic staff shall complete the [[media:941.2.5-Access Change Checklist-06_2023.docx|Access Change Checklist]]. This is then shared with district right of way staff to draft the required updates to the deeds.
+'''Determining Live Load'''
-Once the agreement or checklist is prepared, district traffic staff sends agreement or checklist to district right of way staff to complete the deeds required.
+Slab interior live load design moments may be determined using Appendix Table A4-1 of the LRFD Specifications, provided that the assumptions used in the table are appropriate.  It is assumed that the table is only applicable to continuous sections of slab (not at joints).  It may be used at discontinuous sections by adjusting the tabulated moments as follows:
-Once the agreement and deeds are prepared and all necessary approvals secured, it is the district’s responsibility to obtain the appropriate local signatures and notarize the acknowledgements. The applicant must fully execute all necessary copies (2 copies are required), prior to final execution by the MoDOT and MHTC representatives. If additional copies are desired, the drafter will work with the Commission’s Secretary’s Office prior to sending the agreement to the applicant for signature.
+<math>M_{LL+IM-discont.}=M_{LL+IM-cont.} \left( \frac {IM_{discont.}}{IM_{cont.}} \right) \left( \frac {E_{discont.}}{E_{cont.}} \right)</math>
-===941.2.6 Final Approval and/or Document Execution===
+Where:
+{|
+|<math>\,E</math>|| = equivalent strip width (in).
+|-
+|<math>\,IM</math>|| = vehicular dynamic load allowance.
+|}
-Once all necessary documents (as described in [[:Category:941_Permits_and_Access_Requests#941.2.5_Quit_Claim_Deeds.2C_General_Warranty_Deeds_and_Agreements|EPG 941.2.5 Quit Claim Deeds, General Warranty Deeds and Agreements]]) are completed, the district shall submit to the Highway Safety and Traffic Division for further execution. The submittal shall include:
+Note: <math>\,M_{LL+IM-cont.}</math> includes multiple presence factor, <math>\,m</math>.
-:*Agreements (if necessary).
-:*Quit Claim Deed.
-:*General Warranty Deed (if necessary).
-:*Processing documentation (such as eAgreements properties page).
-If the access change requires approval from the Commission, there is additional information that needs to be prepared. The Highway Safety and Traffic Division staff is responsible for preparing the Commission item background information for the agreement to be placed on the Commission’s agenda. There are strict deadlines for placing items on the Commission Agenda.  See the [http://sp/cs/Pages/default.aspx Agenda Checklist and Backup Schedule]. If all deadlines have been met, the access request will be acted on during the next scheduled Commission Meeting. The Commission chairman or vice-chairman then executes the agreement.
+Alternatively, the designer may use other sources to determine the design moments.  For example any capable computer program for finite element design may be used.
-The Highway Safety and Traffic Division shall ensure the necessary deeds, agreements, and background information be routed to the Chief Counsel’s Office (CCO) for review and approval-as-to-form; CCO will forward the documents to the Commission Secretary (CS) for final execution. The agreement’s properties page is printed and used instead of a cover letter, memo, or transmittal form.
+The general methodology for applying live load to slab on girder with transverse primary strips is:
-Once the agreements are fully executed, one original executed copy of the agreement will be retained for the Commission files, and the balance of the executed copies will be returned to the district, for recording and distribution. One original executed copy will be recorded along with the deeds in the County Recorder’s Office. The order in which they are recorded shall be Agreement, General Warranty Deed, and Quitclaim Deed.
+# Model the bridge cross section.
+# Define the design vehicle (design truck).
+# Move the design vehicle between the barrier and add additional design vehicles as required to produce the maximum force effect. The wheel load shall not be closer than 1 ft. to the face of barrier and wheel loads of adjacent design vehicles shall not be closer than 4 ft. The design lane is assumed to occupy a 10 ft. width. Partial trucks (i.e. one wheel) should not be used.
-The Permit to Work on Right of Way associated with the change in access shall not be issued until the deeds (and agreements, if required) are fully executed, including execution by the Commission Secretary.
-==941.3 Entrance Requests Within No Access Right of Way==
+'''Determining Dead Load'''
-The no right of access restriction is used to restrict access from adjoining properties to the roadway in any matter during the present or in the future, therefore entrances within No Access Right of Way shall not be permitted.
+For slab analysis assume that slab is full depth cast-in-place (CIP). The maximum negative and positive dead load moment may be taken to be:
-If there is a request within No Access Right of Way and the district determines that the type of right of way in that location may not need to be as restrictive, then the request shall be submitted to the Highway Safety and Traffic Division for review.
+Continuous over 4 girders (equally spaced):
-The review process and guidelines shall follow the procedures shown in Entrance Requests Within Controlled Access Right of Way, with the approval authority being the Highway Safety and Traffic Division and the option of submittal to the Commission.
-==941.4 Request to Perform Grading or Construct Geometric Improvements within Interstate Right of Way==
-MoDOT occasionally receives permit requests from applicants requesting to perform grading or build geometric improvements on the interstate right of way. Any request that involves the right of way along interstate highways requires submittal to the Highway Safety and Traffic Division, and subsequently will be submitted to the Federal Highway Administration (FHWA).
+<math>M_{DL}= \pm max
+\begin{Bmatrix}
+.100wl^2 \\
+.025wl^2 + \frac{M_{overhang}}{5}
+\end{Bmatrix}</math>
-Both, grading and geometric improvement requests on the interstate shall be submitted to the Highway Safety and Traffic Division for review and approval.
-The following list is recommended for submittals to the Highway Safety and Traffic Division for interstate grading or geometric improvement requests:
+Continuous over 5 girders (equally spaced):
-:*	Documentation from the district explaining the request in detail
-:::•	who is requesting
-:::•	what they want to do
-:::•	when they need it
-:::•	where it is located
-:::•	why ROW Access is needed
-:::•	how much of the ROW and for how long
-:*	General location map
-:*	Depending on the level of approval sought (conceptual or final), plans should be submitted, which may include plan sheets, cross sections, traffic control plans, drainage plans, and erosion control plans
-:*	Site map with clear definition of the owner’s property and the desired ROW access
-:*      Documentation of approval from the district
-:*      Determination of value by the MoDOT district.  The Highway Safety and Traffic Division can be used as a resource to assist in the determination of value
-:*      [[:Category:941 Permits and Access Requests#941.8 Traffic Impact Study Requirements|Traffic Impact Study]], if needed.  Consultation with the Design Division is necessary to determine if additional NEPA documentation or Access Justification Report, will be required by FHWA.  Additional information can be found in [[234.1 Access to Interstate Highways|EPG 234.1 Access to Interstate Highways]].
-If the Highway Safety and Traffic Division approves the request, it will be submitted to FHWA along with documentation from the division indicating that the request has been reviewed and approved, and that FHWA approval is sought.  Requests will be submitted to FHWA through the Division’s Realty Specialist, as outlined in MoDOT’s partnering agreement with FHWA.  FHWA’s regional Transportation Engineer should receive a copy of the request.  FHWA can provide either conceptual approval or final approval, and may require a minimum of two weeks to consider a geometric change request.
-Additional information may be found at [https://www.fhwa.dot.gov/modiv/staff.cfm FHWA’s Missouri Division staff directory] and [https://www.fhwa.dot.gov/modiv/programs/oversite/partner/safety_traffic.cfm FHWA Partnering Agreement 2018].
+<math>M_{DL}= \pm max
+\begin{Bmatrix}
+.107wl^2 \\
+.071wl^2 + \frac{M_{overhang}}{7}
+\end{Bmatrix}</math>
-==941.5 Request by a City to Construct a “Welcome To” Monument==
-Cities may request to place "Welcome To" Monuments on Commission-owned land to welcome visitors to their community when their city limits encompass the state route. Welcome To Monuments are ground mounted structures only.  Welcome To Monuments shall not be mounted in an overhead configuration, on sign structures or on bridge structures, i.e. girders, columns abutment walls, aesthetics, etc.
+Where:
-{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="180px" align="right"
+{|
+|<math>M_{overhang}</math>|| = moment at centerline of exterior girder due to: slab, future wearing surface, barrier, sidewalk, and other dead load components
 |-
-|'''Additional Information'''
+|<math>\,l</math>|| = center-to-center girder spacing
+|}
+'''Determining Top Reinforcing'''
+The top (negative) reinforcing steel may be determined by assuming the section to be either singly- or doubly-reinforced, as needed.
+'''Determining Bottom Reinforcing'''
+The bottom (positive) reinforcing steel may be determined by assuming the section to be either singly- or doubly-reinforced, as needed.  A 1” wearing surface shall be removed from the effective depth, <math>\,d</math>.
+<div id="Minimum Tensile of Reinforcement"></div>
+'''Minimum Tensile of Reinforcement'''
+The amount of tensile reinforcement shall be adequate to develop a factored flexural resistance, <math>\,M_r</math>, at least equal to the lesser of either:
+:1) M<sub>cr</sub>  = cracking moment &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;	LRFD Eq. 5.7.3.3.2-1
+:2) 1.33 times the factored moment required by the applicable strength load combinations specified in LRFD Table 3.4.1-1.
+'''Shrinkage and Temperature Reinforcement'''
+The area of reinforcing for top longitudinal steel, A<sub>s</sub>, shall not be less than A<sub>s</sub> computed in accordance with LRFD 5.10.8:
+:Maximum spacing of longitudinal reinforcement = min <math> \begin{Bmatrix}
+in \\
+\times slab\ thichness
+\end{Bmatrix}</math>
+:#5 @ 15” are shown for standard slabs.
+'''Distribution Reinforcement'''
+The bottom longitudinal steel, as a percentage of the bottom primary reinforcement, shall not be less than:
+<math>\frac{220}{\sqrt{S}} \le 67%</math>
+Where:
+{|
+|valign="top"|<math>\,S</math>||= effective span length (ft) specified in LRFD 9.7.2.3.  It is the distance between flange tips, plus the flange overhang, taken as the distance from extreme flange tip to the face of the web.
+|}
+<center>[[Image:751.10 Transverse Slab Interior Sections Showing Temperature and Distribution Reinforcing 1.gif]]</center>
+<center>'''Transverse Slab Interior Sections Showing Temperature and Distribution Reinforcing'''</center>
+'''Concrete Cover'''
+The cover requirements that follow meet or exceed LRFD requirements.
+:{|
+| At Bottom of CIP slabs || width="20"| ||1.00 inch
 |-
-|[[903.9_General_Information_Signs#903.9.13_Welcome_To_Signs_for_Cities|EPG 903.9.13 Welcome To Signs]]
+| Bottom of CIP slab over P/C P/S panels || || 1.00 inch
 |-
-|[[:Category:241 Aesthetic Considerations|EPG 241 Aesthetics Considerations to Bridges]]
+| Top reinforcing (multi-span bridges) || || 3 inches preferred, 2 3/4 inches absolute
 |-
-|[[:Category:140 Encroachments and Items Permitted on MoDOT’s Right of Way#140.3 Guidelines for Installation of Banners on Lighting Poles|EPG 140.3 Guidelines for Installation of Banners on Lighting Poles]]
+| Top reinforcing (single span bridges) || || 3 inches preferred
 |}
-A monument is any sign that does not meet the standards and guidance described in [[903.9_General_Information_Signs#903.9.13_Welcome_To_Signs_for_Cities|EPG 903.9.13 Welcome To Signs]].  Other terms that may be used in place of monument are gateway or marker.
+For new single span bridges with full depth cast-in-place decks that utilize an 8-inch slab thickness, the clear cover to the top longitudinal reinforcing shall be 2 5/8 inches.
-The first step the district shall take when receiving a request from a city for a Welcome To Monument is to work with the city to determine if there are acceptable locations for the proposed monument off of Commission-owned land.
+For redecks where the slab thickness is required to be less than 8 1/2 inches due to grade restrictions, the absolute min to the top reinforcing steel is 2 inches.
-If there are no appropriate locations, the district will work with the city and Central Office Highway Safety and Traffic Division to compile the following information to determine if the monument request on Commission property may be considered.
-'''Monument Requirements'''
+'''Spacing Limits'''
-:* The monument shall be placed in a location that is not reachable by an errant vehicle; [[231.2 Clear Zones|clear zone]] principles do not apply.
+LRFD 5.10.3.1.1	Minimum clear spacing between parallel bars in a layer:
-:* The monument shall be installed in a location that does not interfere with normal highway signs or impede sight distance.
-:* The district shall work with the city to find a location that poses the least risk to the public.
+{|
+|-valign="top"
+|rowspan="3"|Maximum of:
+|1) 1.5<math>\,d_b</math> where <math>\,d_b</math> is bar diameter (in)
+|-
+|2) 1.5 times maximum aggregate size (*)
+|-
+|3) 1.5 in
+|}
+(*) see Missouri Standard Specifications for Highway Construction
-:* The city shall provide detailed design plans (exhibits, graphics, lighting, flag poles, irrigation, location map, etc.) and specifications of the monument, including grading around the monument.
-:* The monument shall not create a distraction or a hazard to motorists and the monument is not designed in a way to invite pedestrian traffic. Therefore, plans which include features such as water and electricity shall be thoroughly examined.
+'''Bar Development'''
-:* One monument per each direction of travel per the dominant travelway entering into the city limits within the city limits when possible. Pending MoDOT approval.
+The calculated force effects in reinforcement shall be developed on each side of the critical section.
-:* The district shall determine if the proposed monument location is on excess property and whether Commission ownership shall continue.
-:* The district shall verify there are no conflicting encumbrances on the property (lease, etc.).
+'''Cracking Check'''
-:* Maintenance access shall be via adjacent private property, unless physically impossible.
+'''Actual Stress'''
-:* The monument shall not contain advertising or sponsorship.
+A transformed cracked section analysis shall be used with SERVICE-I moments to determine actual stress in reinforcing.
-<div id="Once Central Office Traffic conceptually"></div>
+The spacing of mild steel reinforcement in the layer closest to the tension face shall satisfy the following:
-Once Central Office Highway Safety and Traffic conceptually approves the location of the city monument, the city will provide the legal description  from a professional survey of the location to the district Traffic staff. Once the district Traffic staff receives the legal description, district Traffic staff will provide it to the district Right of Way staff.  District Right of Way staff will then request categorical exclusion (CE) determination from the Environmental Studies Section for review to ensure there are no environmental issues with the proposed location.
-'''District Review and Recommendation'''
+<math>s \le \frac {700 \gamma_e}{\beta_s f_s}-2d_c</math>
-The district will present the following information to the district’s Asset Management Committee (AMC) for conceptual approval as referenced in [[236.5 Property Management#236.5.25 Leases, Licenses and Airspace License Agreements|EPG 236.5.25 Leases, Licenses and Airspace License Agreements]]:
+in which:
-:* Location map which should include nearby highway(s), intersection(s), town, etc.
+<math>\beta_s = 1 + \frac{d_c}{0.7(h-d_c)}</math>
-:* Aerial map of the proposed monument location
+Where:
+{|
+|<math>\,\gamma</math>|| = exposure factor
+|-
+| &nbsp;||= .75 for class 2 exposure condition.
+|-
+|<math>d_c</math>|| = actual thickness of concrete cover measured from extreme tension fiber to center of the flexural reinforcement located closest thereto (in)
+|-
+|<math>f_s</math>|| = tensile stress in steel reinforcement at the service limit state (ksi)
+|}
-:* Exhibit which shows the legal description from a professional land survey of the property requested for the monument location
-:* Plan sheets for the monument design
+<center>[[Image:751.10 Example Slab Cross Section for Cracking Check.gif]]</center>
+<center>'''Example Slab Cross Section for Cracking Check'''</center>
-:* Roadway plan sheets
-:* Documentation from the district which addresses '''all''' of the above requirements.
+'''Reinforcing Placement'''
-Once the AMC provides conceptual approval, the district will send the items presented to the AMC, including the AMC meeting minutes to Central Office Right of Way for conceptual approval and compliance with [https://epg.modot.org/index.php/236.5_Property_Management#236.5.25_Leases.2C_Licenses_and_Airspace_License_Agreements EPG 236.5.25]. Once Central Office Right of Way provides conceptual approval, they will request conceptual approval from Central Office Highway Safety and Traffic. Once Central Office Highway Safety and Traffic provides conceptual approval, and if the monument location is on interstate right of way, Central Office Right of Way will request conceptual approval from FHWA. Once FHWA provides conceptual approval, Central Office Right of Way will inform the district that the final approval and execution of RW45 agreement stage can begin.
+Although LRFD Specifications allow slab primary reinforcing to be skewed with the bridge under certain cases, MoDOT Bridge practice is to place transverse reinforcing perpendicular to roadway
-'''Final Approval and Execution of Agreement'''
+Note: Due to the depth of cover and location of primary reinforcement, the cracking check shown on the previous page does not appear to be accurate for Missouri’s bridge decks shown above.
-The district will inform the city that conceptual approval has been granted and the requirement to enter into a license agreement with the Commission. The district will draft the license agreement (RW45 Agreement) in eAgreements and request a locally executed agreement from the city.
-The district will provide Central Office Right of Way the locally executed agreement and the CE approval. Once Central Office Right of Way approves the locally executed agreement, they will request approval from Central Office Highway Safety and Traffic. Once Central Office Highway Safety and Traffic approves, and if the monument location is on interstate right of way, Central Office Right of Way will request approval from FHWA. Once FHWA approves the agreement, Central Office Right of Way will fully execute the agreement and provide a copy to the district. District Right of Way will enter the agreement into the Realty Asset Inventory.
+<div id="additional negative slab reinforcement"></div>
+'''Negative Moment Steel over Intermediate Supports'''
-==941.6 Request for a Permit to Perform Work on MHTC’S Right of Way==
+Dimension negative moment steel over intermediate supports as shown.
-{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right"
+<center>[[Image:751.10 Prestressed Structures.gif]]</center>
+<center>'''Prestressed Structures'''</center>
+{|border="0" cellpadding="5" align="center"
 |-
-|'''Additional Information'''
+|(1)||colspan="2"|Bar length by [[#negative moment reinforcemtn design|design]]
+|-valign="top"
+|(2)||colspan="2"|Reinforcement placed between longitudinal<br/>temperature reinforcing in top.
 |-
-|[https://www.modot.org/permits Permits webpage]
+| &nbsp;||Bar size:||#5 bars at 7 1/2" cts. (Min.)
 |-
-|[https://www6.modot.mo.gov/ElectronicPermitting/ElectronicPermitting.html Electronic Permitting - Utility Login]
+| &nbsp;||&nbsp;||#8 bars at 5" cts. (Max.)
+|}
+'''Steel Structures:'''
+{|border="0" cellpadding="5" align="center"
+|-valign="top"
+|(1)||Extend into positive moment region beyond "Anchor" Stud shear<br/>connectors at least 40 x bar diameter x 1.5 (Epoxy Coated Factor)<br/>(*) as shown below.
 |-
-|[https://www6.modot.mo.gov/Permitting/PermitRequest.aspxInitial On-line Request ]
+|(2)||Use #6 bars at 5-inch centers between longitudinal temperature reinforcing in top.
 |}
-Any work performed on the MHTC’s Right of Way requires a permit.  Some requests are very simple and can be addressed quickly without much background information, while others may be highly complex and require a large amount of supporting documentation and collaboration with other parties.
-An external permits webpage is available for customers to request a permit to work on right of way, in addition to including important links relating to working on MHTC’s right of way.
+<center>[[Image:751.10 Negative Moment Steel Diagram for Steel Structures.gif]]</center>
+<center>POC =DC Contra-Flexural Point</center>
-''Before granting a Permit to Perform Work on Right of Way, it is important to ensure that the request does not require higher level approval or a separate agreement by reviewing EPG 941 in its entirety.''
+<center>(*) 40 x bar diameter x 1.5 = 40 x 0.75" x 1.5 = 45” for #6 epoxy coated bars.</center>
-EPG 941.6 describes the basic guidelines that should be followed when evaluating a request to do work on right of way.
-===941.6.1 Examples of Permit Requests===
+<div id="negative moment reinforcemtn design"></div>
+Locations of termination of reinforcement steel in the deck slab for Prestressed Structures shall be checked for the following criteria and adjusted as necessary:
-There are many different reasons why a permit may be requested.  Some examples are listed below, but the following should not be interpreted as a complete list.
+:No greater than 50 percent of the bar count shall be terminated at any section.
+:Adjacent bars shall not be terminated in the same section.
+:Flexural reinforcement shall be extended beyond the point at which it is no longer required to resist flexure for a distance not less than:
-:*	Construction or reconstruction of entrances
+::The effective depth of the member
-:*	Grading/landscaping or geometric improvements
+::15 times the nominal diameter of bar
-:*	Utility installation or relocation.
+::1/20 of the clear span (centerline to centerline of pier)
+:Continuing reinforcement shall extend not less than the development length, l<sub>d</sub>, beyond the point where reinforcement is no longer required to resist flexure.
-===941.6.2 Two Forms for a Permit to Work on Right of Way===
+:At least one third of the total tension reinforcement provided for negative moment at a support shall have an embedment length beyond the point of inflection not less than:
+::The effective depth of the member
+::12 times the nominal diameter of bar
+::0.0625 times the clear span (centerline to centerline of pier)
-There are [https://www.modot.org/printable-permit-application-forms two different forms] for a Permit to Work on Right of Way:  one for non-local government projects and one for local government projects.  They appear very similar, but the important difference is Section 9 in the General Provisions.  Applicants who need to have the Permit for Local Government projects have additional requirements, as shown below.
+=== 751.10.1.6 Slab Overhang Section Design ===
-[[image:941.31 Permits within the limits.jpg|right|350px]]
-:*	Permit for non-local government projects
-::-	This permit is for all contractors and individuals not doing work for public entities/local governments.
-:*	Permit for local government projects
-::-	This permit is for all contractors performing work for public entities/local governments and for a public entity/local government performing the work with internal forces.
-::-	o	Additional requirements in Section 9 of the General Provisions – The applicant shall carry commercial general liability insurance and commercial automobile liability insurance from a company authorized to issue insurance in Missouri, and to name the Commission, and MoDOT and its employees, as additional named insured in amounts sufficient to cover the [https://insurance.mo.gov/industry/sovimmunity.php sovereign immunity] limits for Missouri public entities as calculated by the Missouri Department of Insurance, Financial Institutions and Professional Registration, and published annually in the Missouri Register pursuant to [https://revisor.mo.gov/main/OneChapter.aspx?chapter=537 Section 537.610 R.S. Mo].
-===941.6.3 Evaluation Guidelines and Considerations===
+'''Girder Layout'''
-EPG 941.6.3 provides basic information that may be necessary for evaluating permit requests.  It is important to remember though that each request is unique, so there may be additional considerations not specifically listed below that should also be assessed.
+In order to use distribution factors provided in LRFD Table 4.6.2.2.2 for girder design, the roadway overhang shall not exceed 5.5 feet.
-====941.6.3.1 Plan Sheets/Site Plans====
-Depending on the type of request, the applicant may need to submit various types of plan sheets or site plans.  These may include, but are not limited to:  plan/profile sheets, drainage sheets, erosion control sheets, cross-section sheets, traffic control sheets.
+'''Slab Thickness'''
-====941.6.3.2 Meetings====
+For new multi-span bridges the overhang slab thickness shall be 8½ inches. For new single span bridges the overhang slab thickness shall match the depth used between girders.
-A site visit should be a part of almost every type of permit request.  Additional meetings may also be required, especially when collaboration with other parties, such as local government entities or private developers, is needed.
-It may also be necessary to involve other divisions within MoDOT for plans review or other analyses.
+'''Design Cases'''
-====941.6.3.3 Proposed Permit Work Within Limits of a Proposed or Active Project====
+Four design cases shall be considered for each design condition.
-'''Within Limits of a Proposed Project'''
+{|border="0" cellpadding="5" align="center"
+|-
+|valign="top"|Design Case 1
+|EXTREME EVENT II load combination with transverse<br/>and longitudinal collision force components
+|-
+|valign="top"|Design Case 2
+|EXTREME EVENT II load combination with vertical<br/>collision force components  (Does not control slab<br/>for TL-4).
+|-
+|valign="top"|Design Case 3
+|STRENGTH I load combination
+|-
+|valign="top"|Design Case 4
+|SERVICE I load combination for cracking check
+|}
-The permit applicant shall be informed of any proposed projects, and it may be advisable to either postpone the issuance of the permit or coordinate with district design to ensure the work will be compatible with the new construction.  If compatible construction is not possible and the applicant desires to continue with the permit, the district may choose to allow the applicant to omit some permanent features in order to limit the construction that would later be removed by MoDOT.  A copy of the proposed or permitted entrance plans shall be made available to district design to incorporate into contract plans, if necessary.
-'''Within Limits of an Active Project'''
+'''Design Conditions'''
-[[image:941.26 contractor.jpg|right|185px|thumb|<center>'''Contractor'''</center>]]
-A project is considered active after notice to proceed date.
+Three design conditions may exist for slab overhang design.
-Any work done on an active permit must be completed prior to or suspended to not cause any delay to contracted MoDOT project(s).
+{|border="0" cellpadding="5" align="center"
+|-
+|valign="top"|Design Condition 1 –
+|Continuous Slab & Continuous Barrier
+|-
+|valign="top"|Design Condition 2 –
+|Continuous Slab & Discontinuous Barrier
+|-
+|valign="top"|Design Condition 3 –
+|Discontinuous Slab & Discontinuous Barrier
+|}
-In order to issue a permit within an active construction project, the work shall be coordinated with the District Construction and Materials Engineer.  After the construction requirements are developed, it shall be the applicant’s responsibility to obtain an endorsement from the roadway contractor, which relieves the Commission of any responsibility for delays or additional costs which the roadway contractor might incur as a result of the applicant’s work.  Upon receipt of written documentation, a permit may be issued.
-Copies of the permit and plans are furnished to the District Construction and Materials Engineer. Inspection of permitted work within the limits of a construction project shall be the responsibility of the District Construction and Materials Engineer.
+'''Critical Sections'''
-[[image:941.32 cooperation.jpg|right|140px]]
-District staff shall work together to ensure cooperation between the applicant and the roadway contractor is enhanced.  If issues arise, the District Engineer shall be made aware and assist if possible.  Contractor legal relations to MoDOT and responsibility to the public is detailed in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 107].
-====941.6.3.4 Section 9 Requirements for Local Government Projects====
+The critical design section for slab overhang shall be at the following two locations:
+*At roadway face of barrier
+*At exterior girder:
+**For steel girders –	the design negative moment should be taken at ¼ of the flange width from the centerline of the web.
+**For P/S-I girders -	the design negative moment should be taken at 1/3 of the flange width, but not exceeding 15” from the centerline of the web.
-If the permit will be for a local government project, then the applicant must do the following:
-:*	Provide proof that they carry commercial general liability insurance and commercial automobile liability insurance from a company authorized to issue insurance in Missouri.
+{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"
-:*	Must name the Commission, MoDOT, and its employees as additional named insured in amounts sufficient to cover the [https://insurance.mo.gov/industry/sovimmunity.php sovereign immunity limits] for Missouri public entities (as calculated by the Missouri Department of Insurance, Financial Institutions and Professional Registration, and published annually in the Missouri Register pursuant to [https://revisor.mo.gov/main/OneChapter.aspx?chapter=537 537.610 R.S. Mo]).
+|-
+|style="border-bottom:0px"|[[Image:751.10 design case 1 sbc loading.gif]]
+|style="border-bottom:0px"|[[Image:751.10 design case 1 slab design loading.gif]]
+|-
+|style="border-top:0px"|Barrier Loading
+|style="border-top:0px"|Slab Design Loading
+|-
+!colspan="2"|DESIGN CASE 1
+|-
+|colspan="2"| &nbsp;
+|-
+|colspan="2"|[[Image:751.10 design case 2.gif]]
+|-
+!colspan="2"|DESIGN CASE 2
+|-
+|colspan="2"| &nbsp;
+|-
+|colspan="2" style="border-bottom:0px"|[[Image:751.10 design case 3.gif]]
+|-
+|colspan="2" style="border-top:0px"|LL = vehicular live load
+|-
+!colspan="2"|DESIGN CASE 3
+|}
-====941.6.3.5 Storm Water Regulations====
+<center>Note: Moment due to dead load components shall also be calculated</center>
+<center>(*) <math>\,F_L</math> is not considered in barrier or slab design for standard barriers.</center>
-Applicants requesting a permit to perform work on MHTC’s right of way (excluding utility companies) should be informed that Department of Natural Resources (DNR) storm water permits are required when a private developer is proposing any land disturbance activity greater than one acre adjacent to our right of way. The owner or applicant must specifically be asked whether they are aware of the storm water regulations.
-:*	If the response is "yes" and documentation can be provided showing they are either exempt or have obtained their DNR permit, the permit issuance process may continue.
+<center>'''Slab Overhang Design Cases 1 to 3.  Design Case 4 Not Shown.'''</center>
-:*	If the response is "no," the applicant should be advised to contact the appropriate DNR regional office to obtain their DNR permit or furnish some type of affidavit of exemption.
-Documentation must be provided prior to the issuance of the permit. The burden of proof shall be the responsibility of the permit applicant rather than MoDOT staff.
-====941.6.3.6 Deposit Requirements====
-Deposits are not routinely required for applicants constructing Type I (private residential/farm) entrances, however unusual conditions or construction may warrant a deposit. Deposits may   be required for Type II (side street/road), Type III, Type IV, and Type V (commercial/industrial) entrances if the applicant is not a government agency.  Details regarding entrance types, refer to the standard plans.
-In order to maintain consistent deposit requirements for entrance permits, the cost of curbing required is used as a guide. If other circumstances or construction dictate the need to increase the deposit above the amount required to build the curbing, this increased amount is added to the deposit.
+[[Image:751.10.1.6.jpg|center|600px]]
+<center>'''Plan View of Bridge Showing Slab Overhang Design Conditions'''</center>
-If the deposit is a cashier’s check, a minimum amount of $500 and a maximum of $50,000 will be required. If deposit requirements exceed $50,000, a [https://www.modot.org/media/10740 performance bond] will be required. There is no maximum limit for a performance bond.  The performance bond or cashier's check shall be made payable to <u>Director of Revenue - Credit State Road Fund</u>.
-All deposit checks shall be transmitted to Financial Services using the following procedure:
+'''Width of Equivalent Strip at Continuous Slab Section'''
-:1.	Forward deposit as received to Financial Services by attaching the Receipt - Transmittal of Money form. It is imperative to furnish the remitter’s correct name and address.
+The equivalent strip width for a continuous section of slab overhang shall be:
-:2.	Upon satisfactory completion of the permit, the district advises Financial Services by email or other written communication to refund a check to the remitter.
-:3.	Financial Services will transmit the check directly to the remitter and also notify the district by email that the check has been processed. The warrant request is attached to the file copy of the permit.
-:4.	If the work is not completed as described in the permit, refer to Default of Permit Requirements
-====941.6.3.7 Construction Inspection====
+<math>\, E = 45 + 10x</math>
-Regardless of the quantity of the work being done on MHTC’s right of way, inspection of the construction work is extremely important to ensure quality and conformance to the requirements set in the permit.  Inspection responsibilities for each permit should be discussed with the necessary district staff.
+Where:
+{|
+|<math>\, E</math>||= equivalent width (in)
+|-
+|<math>\, x</math>||= distance from load to point of support (ft)
+|}
-District staff must share in the responsibility of routine inspections of entrances under construction.  Applicants are required to notify district staff of anticipated dates for various stages of their construction work, and the appropriate personnel are to make an effort to make timely inspections for the applicant.
-Examples of routine inspections may include:
+'''Width of Equivalent Strip at Discontinuous Slab Section'''
-:1.	Inspection of drainage pipes before backfilling to ensure proper placement and that materials meet state specifications.
+LRFD 4.6.2.1.4c	The effective strip width shall be taken as 1/2 of the equivalent strip width for a continuous slab section plus the distance between the transverse edge of slab and the edge beam (if any).  This shall not be taken to be greater than equivalent strip width for continuous slab section.
-:2.	Inspection of the subgrade and all concrete forms prior to concrete placement to ensure proper location and workmanship.
-:3.	Inspection of their traffic control plan and other roadway safety issues
+'''Assumed Load Distribution'''
-:4.	Inspection of their erosion control plan
+To determine the load effect at slab overhang critical sections, the slab shall be assumed as fixed at the exterior girder.  This assumption is intended for slab design only, not the distribution of slab loads to girder.
-:5.	Final inspection after completion.
+For the purpose of determining the collision load effect at slab critical sections, the load may be assumed to fan out at 30 degrees on each side from the point of load.
-More or less, inspections may be necessary, depending on the complexity of construction. The applicant may be required to place funds in escrow to pay for construction inspection on large projects. If this occurs, the permit request and plans must be forwarded to Highway Safety and Traffic Division for approval and establishment of a special AFE account.
-When deemed necessary by the department i.e. when a signal is being installed as part of a permit or there is more work in MoDOT right of way than one MoDOT representative  will be able to handle the amount of inspections on their own Independent outsource inspection may be required.  This is to be paid for by the applicant.  The outsource inspectors shall be approved prior to permit issuance by the department.
+'''Determining Top Reinforcing'''
-====941.6.3.8 Construction Time/Length of Permit====
+The top (negative) reinforcing steel may be determined by assuming the section to be either singly or doubly reinforced, as needed. For slab overhang lengths equal to or less than 3’-10”, the reinforcement shown in the standard slab details is adequate (see EPG 751.10.1.7). For overhang lengths greater than 3’-10”, further analysis is required for top transverse steel design.
-[[image:941.25.jpg|right|500px]]
-A typical entrance permit is written for a maximum of 90 calendar days. If the applicant provides proof that the work involved will require longer than 90 days, then a permit may be written for a longer timeframe, if district traffic staff chooses.  Normally, permit construction is not to extend beyond one year from date of issuance.
-Extensions should be considered only if weather conditions have hindered construction or if work has progressed or is progressing in a timely manner, and the standard 90 days is simply not enough time to complete the work. Availability of materials may also cause understandable delays. During winter months an extension of 180 days may be necessary. Otherwise, a 30-day extension is adequate. After two extensions, the applicant may be required to submit a written request for an extension with an explanation for the delays and a projected time of completion. Contact with the contractor or applicant is made prior to granting any extensions.
-A permit is not issued until construction is ready to begin. When work has failed to begin by the expiration date of the permit, and contact or cooperation with the applicant is not possible, the permit is canceled.  Re-issuance of the permit at a later date may require an increase in the amount of deposit.
+'''Effect of Slab Drains'''
-Applicants with expired permits in excess of 6 months are not normally issued additional permits until work on expired permits has been completed.
+The effect of slab drain openings in the slab overhang shall be considered.  Their effect may be considered by ensuring the following:
-A letter of intent to issue a permit may be considered, when it is necessary for the applicant to receive funding.
+<math>\,A_{s-provided} \ge A_{s-required}</math>
-====941.6.3.9 Default of Permit Requirements====
+Where:
+{|
+|<math>A_{provided}</math>|| = area of steel provided over the strip width including effect of drain openings
+|-
+|<math>A_{s-required}</math>|| = area of steel required over strip width by calculation
+|}
-If district staff has determined that the applicant is not completing the permit work, as described in the permit, written notification should be sent to the applicant when it is evident completion is not probable. The letter may include the following:
-:* Description of the required work necessary to complete the terms of the permit
+'''Reinforcing Criteria'''
-:*	If applicable, recognition of any previous excusable delays
-:*	The length of time the permit was written for
-:*	Request of an explanation as to why work has not progressed in a timely manner
-:*	Request of an anticipated completion date
-:*	Other pertinent information discussed during previous field contacts regarding the permit work and the completion date.
-If the applicant is non-responsive or there is a lack of progress made on the incomplete work 30 days after the initial notice, the District Engineer shall be made aware of the details and provided with a recommended action.  A recommendation to restore the right of way to its original condition may be necessary.
+Reinforcing limits, cover, temperature steel, distribution steel, and placement shall be the same as for Slab Interior Section.
-If the District Engineer determines that the right of way shall be restored to its original condition:
-:* A second letter shall be sent to the applicant notifying them the right of way shall be restored to its original condition or configuration within  30 days from the date of the letter. The letter shall be sent via registered mail, and a signed receipt is requested.
-:* Department staff must maintain all correspondence, including mail receipts, with the permit.
-:* A complete copy of all correspondence pertinent to the permit must also be forwarded to both the Highway Safety and Traffic Division and Financial Services.
+'''Special Considerations for Light Poles'''
-:* Prior to the removal date, necessary staff is scheduled to remove the driveway.  Consideration should be given to the presence of a law enforcement officer, as well as providing personnel from outside the immediate community for the removal work.
+[[751.12 Barriers, Curbs and Fences#751.12.1.2.7 Details of Mounting Light Poles on Safety Barrier Curbs|Standard details]] for mounting 30-foot and 45-foot Type B light poles on concrete barrier are provided.  At the barrier-to-slab interface, the force effect of wind on the light pole ''(STRENGTH - III)'' with 90 mph wind is less than that due to ''EXTREME EVENT-II'' (TL-4) on concrete barrier.  Therefore, reinforcing designed for ''EXTREME EVENT-II'' (TL-4) load combination will be adequate.
-:* The applicant shall be contacted by telephone at least 2 times and advised when the restoration will take place.
+=== 751.10.1.7 Standard Bridge Deck Details ===
-:* Backfill materials removed from a driveway may be delivered to the nearest maintenance building or graded into the existing right of way. The drainage pipe is placed at the right of way line.
+Show following detail with standard details. Nonstandard details should account for top longitudinal slab bar placement for tying R3 and R4 barrier bars.
+Guidance Note for Detailing: Indicate only the top longitudinal slab bars affected for tying the R4 barrier bar. It may be that only one bar needs to be indicated for shifting.
-:* A record of expenses incurred by the department for labor and equipment shall be kept.  An itemized copy of those expenses is forwarded to Financial Services and the Highway Safety and Traffic Division.  Districts should refer to Financial Policy and Procedures Manual, about reimbursing district budgets for equipment and expenditures paid from district funds. Reimbursed costs will be limited to the deposit and amounts collected.
+{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"
+|-
+|[[Image:751.10.1.7 2020.jpg|400px|]]
+|-
+|<center>'''Optional Shifting Top Bars at Barrier'''</center>
+|}
-If completion of the permit work is desired, prior approval from the District Engineer must be obtained. Completion shall be considered only in cases where the completion of the permit work would be more beneficial to the department than removal and restoration of the right of way. Completion may be through an outside contractor or by state forces using the deposit to pay expenses in the same manner as described for removal.
+==== 751.10.1.7.1 Standard Full Depth CIP Bridge Deck Slabs Using Conventional Forms, SIP Corrugated Steel Forms, or SIP Transparent Forms ====
-===941.6.4 Electronic Permitting Application ===
-An [https://www6.modot.mo.gov/ElectronicPermittingExternal/Default.aspx electronic permitting application] is available for utility companies that routinely perform work on right of way. This application expedites the permitting process by allowing Utility Companies to:
+{| border="0" cellpadding="5" cellspacing="0" align="center" style="textalign:left"
-* Store contact information for their staff as well as contractors
+|- valign="top"
-* Track the progress of any permits requested
+| width="40" | (A) || Full depth CIP (cast-in-place) slab cross sections with reinforcement designed for the HL-93  live load are shown for nine standard roadway widths.
-* Include detailed project information, such as location, work description, and attachments
+|- valign="top"
-* Correspond directly with MoDOT permit staff
+| (B) || Slab design includes an allowance for 35 psf future wearing surface.
-* Accept the terms of the permit via an electronic signature
+|- valign="top"
-* Have a history of previously issued permits
+| (C) || Slab design is based on ultimate strength design, f’c equals 4 ksi, and Grade 60 reinforcing steel.
+|- valign="top"
+| (D) || When the flange width exceeds the bottom longitudinal reinforcement spacing over the girder, reduce the bar spacing between the girders and increase the bar spacing over the girder to clear the flange edges.
+|- valign="top"
+| (E) || When the structure is on grade, determine lengths of the longitudinal reinforcement in the slab and barrier from the actual length.
+|- valign="top"
+| (F) || For slab design, the centerline of wheels is located one foot from face of barrier or curbs.
+|- valign="top"
+| (G) || Standard slabs were designed assuming 12-inch minimum flanges and are applicable for plate girders, wide flange beams, MoDOT prestressed girders, and NU and bulb-tee girders when slab drains are not required or slab cantilevers that are less than 44 inches in the case of bulb-tee girders.
+|- valign="top"
+| (H) || The bridge roadway width, from gutter line to gutter line, shall be the same as the roadway width (from outside edge of shoulder to outside edge of shoulder).
+|- valign="top"
+| (I) || Standard slab designs do not include the effect of features not shown (i.e. sidewalk, fence, utilities, etc…) except for future wearing surface.
+|- valign="top"
+| (J) || Guidance for minimum concrete cover for top slab bars is 3 inches and shall meet [[751.5 Structural Detailing Guidelines#751.5.9.2 Reinforcing Steel|EPG 751.5.9.2 Reinforcing Steel]]. This cover is required for #6 top slab bars used in tandem. An exception is made for larger top slab bars, e.g. #8 longitudinal bars where cover will need to be reduced to 2 3/4 inches.
+|- valign="top"
+| (K) || The standard slab reinforcement shown in this article for HL-93 live load were designed using dead loads given in [[#751.10.2.3 Corrugated Steel Forms|EPG 751.10.2.3]] for stay-in-place corrugated steel forms and [[751.10_General_Superstructure#751.10.2.4_Transparent_Forms|EPG 751.10.2.4]] for stay-in-place transparent forms.
+|}
-Access to this electronic permitting application can be requested through this sign up form.  After submitting this request for access, a local permit specialist will reach out to the requesting utility company and walk them through the remaining approval process.  This includes:
+Generally, when the deck is bid in square yards, barrier is bid in linear feet, and when the deck is bid in cubic yards, barrier is bid in cubic yards.
-* Confirming the requestor is a legitimate utility company that frequently requests permits
-* Checking to see if access has already been provided to the utility company
-* Confirming the requestor is registered with the Missouri Public Service Commission
-* Confirming the requestor is registered with the Missouri Secretary of State Business Listing
-* Executing an Electronic Signature Agreement (TR50)
-* Receiving a performance bond
-If the requirements above are met, access to the electronic permitting application may be provided.
+{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"
+|-
+|[[Image:751.10.1.7.1 24.jpg|center|600px]]
+|-
+!colspan="2"|HL93 (24'-0" ROADWAY - 4 GIRDER)
+|-
+|colspan="2"| &nbsp;
+|-
+|[[Image:751.10.1.7.1 26.jpg|center|610px]]
+|-
+!colspan="2"|HL93 (26'-0" ROADWAY - 4 GIRDER)
+|-
+|colspan="2"| &nbsp;
+|-
+|[[Image:751.10.1.7.1 28.jpg|center|620px]]
+|-
+!colspan="2"|HL93 (28'-0" ROADWAY - 4 GIRDER)
+|-
+|colspan="2"| &nbsp;
+|-
+|[[Image:751.10.1.7.1 30.jpg|center|630px]]
+|-
+!colspan="2"|HL93 (30'-0" ROADWAY - 4 GIRDER)
+|-
+|colspan="2"| &nbsp;
+|-
+|[[Image:751.10.1.7.1 32.jpg|center|640px]]
+|-
+!colspan="2"|HL93 (32'-0" ROADWAY - 4 GIRDER)
+|-
+|colspan="2"| &nbsp;
+|-
+|[[Image:751.10.1.7.1 36.jpg|center|660px]]
+|-
+!colspan="2"|HL93 (36'-0" ROADWAY - 5 GIRDER)
+|-
+|colspan="2"| &nbsp;
+|-
+|[[Image:751.10.1.7.1 38.jpg|center|670px]]
+|-
+!colspan="2"|HL93 (38'-0" ROADWAY - 5 GIRDER)(UNSYMMETRICAL)
+|-
+|colspan="2"| &nbsp;
+|-
+|[[Image:751.10.1.7.1 40.jpg|center|680px]]
+|-
+!colspan="2"|HL93 (40'-0" ROADWAY - 5 GIRDER)
+|-
+|colspan="2"| &nbsp;
+|-
+|[[Image:751.10.1.7.1 44.jpg|center|700px]]
+|-
+!colspan="2"|HL93 (44'-0" ROADWAY - 5 GIRDER)
+|-
+|colspan="2"| &nbsp;
+|}
-This access is for the utility company, not an individual.  MoDOT will only provide log-in credentials to identified utility company contacts.  The log-in credentials for the utility company’s account can be shared by the utility amongst multiple individuals.  This is at the discretion of the utility company and is interpreted as a delegation of authority to various individuals to request and accept the terms of permits on their behalf.
+====751.10.1.7.2 Standard Partial Depth Precast Prestressed Panel Bridge Deck Slabs Using SIP P/C P/S Panel Forms====
-Utility companies that have access to the electronic permitting application are expected to keep their Electronic Signature Agreement (TR50) and performance bond current.  It is expected that when a utility company is bought out, rebranded, or has any other significant change to their company that they will notify MoDOT and update these documents accordingly.  The legal name identified on these documents as well as how they are identified within the electronic permitting application must match.  If MoDOT finds an inconsistency between these items, the following steps will be taken to get the utility into compliance.
+{| border="0" cellpadding="5" cellspacing="0" align="center" style="textalign:left"
-* The utility company will be notified of any inconsistencies and the necessary steps required to get back into compliance.  A 45-day grace period will be provided to allow time for the utility to execute and submit the required documents.
+|-valign="top"
-* If resolution has not been achieved within the grace period, access to submit permit requests via the electronic permitting application may be removed.
+|width="40"|(A)||Precast prestressed panel bridge deck cross sections are not shown. A partial depth cast-in-place deck shall consist of three-inch precast prestressed panel forms with a 5 1/2-inch minimum cast-in-place concrete topping. For details, use standard full depth CIP deck cross sections and top deck reinforcement only replacing the bottom layer of reinforcement between the girders with panels. For nonstandard roadway cross sections, the deck slab is designed like a full depth CIP deck slab and detailed as before for standard roadway cross sections within the limits of panel width given in [[#751.10.2.1 Precast Prestressed (P/C P/S) Concrete Panel Forms - Design |EPG 751.10.2.1 Precast Prestressed Concrete Panel Forms - Design]]. Cantilever reinforcement details for partial depth P/C P/S panel deck slabs are shown below.
+|-valign="top"
+|(B)||Slab design includes an allowance for 35 psf future wearing surface.
+|-valign="top"
+|(C)||Slab design is based on ultimate strength design, f’c equals 4 ksi and grade 60 reinforcing steel for cast-in-place concrete and [[#751.10.2.1 Precast Prestressed (P/C P/S) Concrete Panel Forms - Design |EPG 751.10.2.1]] for precast prestressed panel form design.
+|-valign="top"
+|(D)||Haunching diagrams shall be provided for only the precast prestressed panel deck slab.  Quantities for slab haunching may be estimated by taking 4% of slab quantities for steel structures and 2% for prestressed structures.  More exact methods are recommended.
+|-valign="top"
+|(E)||When the structure is on grade, determine lengths of the longitudinal reinforcement in the slab and barrier from the actual length.
+|-valign="top"
+|(F)||For slab design, the centerline of wheels is located one foot from face of barrier or curbs.
+|-valign="top"
+|(G)||Standard slabs were designed assuming 12-inch minimum flanges and are applicable for plate girders, wide flange beams, MoDOT prestressed girders, and NU and bulb-tee girders when slab drains are not required or slab cantilevers that are less than 44 inches in the case of bulb-tee girders.
+|-valign="top"
+|(H)||When a barrier is permanently required on the structure, other than at the edge of slab or where precast prestressed panels are not used for other reasons, panels shall not be used in the bay underneath the barrier. Stay-in-place transparent forms are preferred in the bay underneath the barrier to allow for inspection of the bottom of deck after barrier collisions. Check reinforcement in the full depth CIP bay for collision and wheel loads on opposite faces of the barrier and provide suitable anchorage of the barrier reinforcing steel.
+|-valign="top"
+|(J)||The bridge roadway width, from gutter line to gutter line, shall be the same as the roadway width (from outside edge of shoulder to outside edge of shoulder).
+|-valign="top"
+|(K)||The precast prestressed panels shall be used in at least two adjacent bays.
+|-valign="top"
+|(L)||Standard slab designs do not include the effect of features not shown (i.e. sidewalk, fence, utilities, etc…) except for future wearing surface.
+|-valign="top"
+|(M)||Guidance for minimum concrete cover for top slab bars is 3 inches and shall meet [[751.5 Structural Detailing Guidelines#751.5.9.2 Reinforcing Steel|EPG 751.5.9.2 Reinforcing Steel]]. This cover is required for #6 top slab bars used in tandem. An exception is made for larger top slab bars, e.g. #8 longitudinal bars where cover will need to be reduced to 2 3/4 inches.
+|}
+Generally, when the deck is bid in square yards, barrier is bid in linear feet, and when the deck is bid in cubic yards, barrier is bid in cubic yards.
-==941.7 Sight Distance for Entrances==
+{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"
+|-
+|[[Image:751.10.1.7.2 2020.jpg|800px|]]
+|-
+|<center>''' Cantilever Reinforcement Details for Partial Depth P/C P/S Panel Bridge Deck Slabs '''</center>
+|-
+|align="left" width="825"|(1) Guidance for minimum concrete cover for top bars is 3 inches and shall meet [[751.5 Standard Details#751.5.10 Reinforcing Steel Detailing|EPG 751.5.10 Reinforcing Steel Detailing]]. This cover is required for #6 top bars used in tandem. An exception is made for larger bars, e.g. #8 longitudinal bars where cover will need to be reduced to 2 3/4 inches.<br/>
+(2) See EPG 751.5.10 Reinforcing Steel Detailing.<br/>
+(3) Show clearance to top transverse slab bar for slab on concrete girders and beams when constant joint filler slab construction is an option.<br/>
+(4) For bar supports, use 1 1/4 inches if #5 bars are used for both top longitudinal and transverse.
+|}
-There are two basic concerns of responsibility when considering the sight distance requirements for any entrance. The first concern is providing maximum safety for the motoring public. The second concern is providing for access to the adjacent property owners.
+=== 751.10.1.8 Epoxy Coated Reinforcement ===
-Preparation for issuing a permit must include a prior inspection of the site to ensure vehicles can enter and exit from the proposed entrance with a minimum hazard and disruption of traffic on the roadway. Sight distance is essential in the design of residential, commercial and public entrances.
+For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]].
-The following criteria is based on [https://store.transportation.org/ ''AASHTO - A Policy on Geometric Design of Highways and Streets''] (AASHTO Green Book) and was developed to establish a uniform method to determine the necessary sight distance for an entrance constructed by permit.
+=== 751.10.1.9 Standard Parabolic Crown ===
-===941.7.1 Measuring Sight Distance at a Proposed Entrance Location===
+Use parabolic rounding for all bridges at the crown of the roadway except
+for the bridges with superelevated slabs.  The profile grade will be at the
+intersection of the two cross-slopes if it is located at the crown of the
+roadway.
-In order to determine whether a permit shall be written for an entrance request, there are two basic types of sight distance that need to be measured in the field: [[233.2 At-Grade Intersections with Stop and Yield Control#Table 233.2.1 Intersection Sight Distance|Intersection Sight Distance]] for the proposed entrance and [[Media:941 SSD.pdf|Stopping Sight Distance]] along the roadway at the entrance location.
-Both vertical and horizontal alignment of the roadway can limit sight distance. The sole factor that influences sight distance on a straight roadway is the vertical curvature of the road. On a roadway with horizontal curves, sight obstructions may be due to the curve or to physical features outside of the roadway. When measuring sight distances in the field, it is important that the line of sight must stay within the limits of the right of way. Consideration may
+[[Image:751.10.1.9 Method.jpg|center|500px]]
-also be given to vegetation both on the right of way and adjacent to the right of way, as it may impede vision more at one time of the year than another.
+<center>"b" (in inches) = "a" (in inches) x (2%) + 1/4"</center>
+<center>Method of computing "b" (Slab on Tangent Alignment)</center>
-Requests for public street entrances shall meet or exceed both [[233.2 At-Grade Intersections with Stop and Yield Control#Table 233.2.1 Intersection Sight Distance|Intersection Sight Distance]] and [[Media:941 SSD.pdf|Stopping Sight Distance]].
-====941.7.1.1 Intersection Sight Distance====
+<center>[[Image:751.10 standard parabolic crown detail to be shown on plans.gif]]</center>
-Intersection Sight Distance refers to the principle that the drivers of a vehicle approaching or departing from an intersection should have an unobstructed view of the intersection, including any traffic control devices, and sufficient lengths along the intersecting highway to permit the drivers to anticipate and avoid potential collisions. These unobstructed views form triangular areas known as sight triangles.
+<center>Standard Detail to Be Shown on Plans</center>
+<center>(*) Omit when not applicable.</center>
-The appropriate method to measure Intersection Sight Distance when evaluating an entrance uses a height of 3.5 ft. to represent the object on the mainline and a height of 3.5 ft. to represent the eye height of the driver waiting at the proposed entrance. The following steps should be completed in both directions.
-:* Place a sighting target 3.5 ft. above the pavement at a point 12 ft. from the edge of travelway at the proposed entrance location. This location is approximately where the driver’s eye is located while waiting to enter the roadway.
+<center>'''Parabolic Rounding at Crown'''</center>
-:* Sighting from a height of 3.5 ft. on the mainline, move along the roadway away from the proposed entrance site to a point beyond where the target disappears. Now move toward the target until it can first be seen and place a mark on the pavement.
+=== 751.10.1.10 Slab Offsets for Curved Bridges===
-:* Measure the distance along the roadway between the mark and the target. Measurement may be made with an accurate measuring device mounted on an automobile.
+The plans for horizontally curved bridges shall contain the slab offset detail shown in the figure, below.
-:* Review the values in the [[233.2 At-Grade Intersections with Stop and Yield Control#Table 233.2.1 Intersection Sight Distance|Intersection Sight Distance Table]].
+Slab offsets from chords, between the centerline of bents, shall be detailed at every 5 feet along the chord. On circular curves, these offsets shall be spaced from the center of the chord to ensure that the largest offset is recorded.
-====941.7.1.2 Stopping Sight Distance====
+[[image:751.10.1.10 2017.jpg|center|850px]]
+:(1) “End of Slab” when at an end bent with no expansion joint system (including sliding slabs). When there is an expansion joint system at an end bent or intermediate bent, identify the exposed face of the joint system (i.e., “Exposed Face of Armor” for strip seal, “Exposed Face of Angle” for compression seal, “Exposed Face of W14x43 Web” for finger plate, etc.).
-The Stopping Sight Distance at the proposed entrance location should be measured in order to determine if there is sufficient sight distance to enable a vehicle travelling at or near the posted speed limit to stop before reaching an object in its path (i.e. a vehicle turning into or out of the entrance).
+=== 751.10.1.11 Slab Elevations ===
-The appropriate method to measure Stopping Sight Distance when evaluating an entrance uses a height of 3.5 ft to represent the driver’s eye on the mainline and a height of 2 ft to represent an object in the roadway (i.e. average height of taillights) at the proposed entrance. The following steps should be completed in both directions.
+Slab elevations are used to determine haunching at the tenth points of steel and prestressed girder or beam spans seventy-five feet in length or longer. Spans shorter than 75 feet long use quarter points.
-:* Place a sighting target 2 ft. in height at the edge of travelway. This location represents the potential obstacle a vehicle travelling on the mainline may encounter at an entrance location.
+'''Theoretical Bottom of Slab Elevations at Centerline of Girder (Prior to Forming for Slab)'''
-:* Sighting from a height of 3.5 ft. on the mainline, move along the roadway away from the proposed entrance site to a point beyond where the target disappears. Now move toward the target until it can first be seen and place a mark on the pavement.
+Elevations and details for theoretical bottom of slab elevations at centerline of girder (prior to forming for slab) shall be provided on all beam or girder type structures and all spread beam type structures.
-:* Measure the distance along the roadway between the mark and the target. Measurement may be made with an accurate measuring device mounted on an automobile.
+'''Steel Girders'''
-:* Review the values in the [[Media:941 SSD.pdf|Stopping Sight Distance Table]]. If the proposed entrance is located on a roadway that has upgrades or downgrades greater than 3%, review [[#941.7.3 Effect of Grades on Stopping Sight Distance|EPG 941.7.3 Effect of Grades on Stopping Sight Distance]].
+Elevations are determined by adding DL1 and DL2 deflections to finished bottom of slab elevations.  DL1 deflections are reduced by the percent of dead load deflection due to the weight of structural steel.  DL2 deflections are reduced by the percent of dead load deflection due to future wearing surface.
-===941.7.2 Evaluating the Measurements===
+'''P/S I-Girders'''
-. If the measured Intersection Sight Distance <u>and</u> the Stopping Sight Distance values meet or exceed the guidelines, then a permit may be written.
+Theoretical camber of girder after erection (estimated at 90 days) minus theoretical final camber after slab is poured (estimated at 90 days) is used to determine DL1 deflection.
-. If a proposed entrance has inadequate Intersection Sight Distance, but meets minimum Stopping Sight Distance, then the District Engineer may approve the entrance location <u>if ALL of the following conditions are met</u>:
+'''Typical Details and Example Elevation Calculation '''
-:* The proposed entrance location has the maximum sight distance available for the property frontage.
+[[Image:751.10.1.11 2020.jpg|center|975px]]
-:* The applicant is advised of minor work on their property that could improve sight distance such as grading or brush removal.
-:* There is no other access available which has greater sight distance (i.e. county road, city street, or cross-access).
+{| border="0" cellpadding="3" cellspacing="0" align="center" style="textalign:left"
-:* The applicant agrees to sign the permit application with the following ''Applicant’s Responsibility Clause'':
+!align="left" colspan="2"|Example:
+|-
+|align="right"|972.0715
+|align="left"|Finished top of Slab Elevation at centerline of girder
+|-
+|align="right" style="border-bottom:3px solid black"|- 0.7083
+|align="left"|Slab Thickness
+|-
+|-
+|align="right"|971.3632
+|align="left"|Finished Bottom of Slab Elevation at centerline of girder
+|-
+|align="right" style="border-bottom:3px solid black"|+ 0.0478
+|align="left"|Theoretical Dead Load Deflection due to weight of slab and barrier or railing.
+|-
+|align="right"|971.4110
+|align="left"|Theoretical Bottom of Slab Elevation at centerline Girder (Prior to Forming for Slab)
+|-
+|align="left"|971.41
+|align="left"|(USE) Theoretical Bottom of Slab Elevation at centerline Girder (Prior to Forming for Slab)
+|}
-::''“The sight distance is the minimum distance necessary for a vehicle traveling at the posted speed to complete a stop prior to the entrance. Applicant understands the presence of this entrance creates a potential sight distance problem and has been so informed in writing by the Department. Applicant is aware the sight distance of this entrance is severely restricted.”
-::In this instance, it is imperative property owners be on-site to be certain they understand the conditions of this entrance construction.
+The diagram detail and blank quarter point and tenth point elevations tables are available in MicroStation under Tasks: Slab Sheet Details. The available elevations tables were created for prestressed and simple steel spans but may be used for continuous steel spans by duplicating the elevations at the bearings of intermediate bents in each of the centerline bearing columns of adjoining spans.
-. If neither Intersection Sight Distance nor Stopping Sight Distance requirements are met, the permit shall not be issued for the entrance.
+=== 751.10.1.12 Slab Pouring Sequences and Construction Joints===
-. If Intersection Sight Distance is adequate, but the Stopping Sight Distance requirements are not met, the permit shall not be issued for the entrance.
+Concrete pouring and finishing with/without rates are based on the following:
+One pouring sequence must be provided that will permit a minimum pouring rate of 25 cubic yards per hour without retarder for steel structures and with retarder for prestressed structures.  A minimum finishing rate of 20 linear feet per hour is also required.  If these two requirements conflict, see the Structural Project Manager.
+Continuous steel structures will normally require a Case I pouring sequence with the basic sequence being a skip pour arrangement.  Minimum yardage for the basic sequence shall not be less than 25 cubic yards per hour.  Computation of minimum yardage for alternate pours is outlined below.  If the rate for the alternate pours should be 25 yards or less, the skip pour
+basic sequence may be eliminated with the first alternate pour becoming the basic sequence.
+Use of retarder is required for prestressed structures and a Case II sequence * is normally required.  The minimum rate of pour will be determined by the 20 feet per hour minimum finishing rate but shall not be less than 25 cubic yards per hour.  For span lengths over 80 feet or special structures (segmental, etc.), see Structural Project Manager.
-If an appeal for the access is made, refer to [[:Category:941_Permits_and_Access_Requests#941.7.5_Appeals_Process|941.7.5 Appeals Process]] for additional information.
+:<math>\,W</math> = Slab width (out to out of barriers, or width being poured)(feet)
+:<math>\,T</math> = Slab thickness (feet)
+:<math>\,V</math> = Volume of concrete (cubic yards/hour)
+:<math>\,L</math> (two span) = Length of longest alternate "A" pour (feet)
+:<math>\,L</math> (more than two span) = Length of longest span (feet)
-===941.7.3 Effect of Grades on Stopping Sight Distance===
+(*)  Case II sequence is used for all prestressed structures, except if slab area of one span is greater than 3,000 square feet, use Case I.
-The amount of grade near the proposed driveway has an effect on the minimum Stopping Sight Distance that is required in order to write a permit for an entrance. Downgrades increase the amount of SSD required, while less distance is necessary for SSD on upgrades. In order to determine the grade, it is recommended to review plan sheets and take some field measurements.
+Minimum rate of pour per hour for alternate pours (reduce V by 25% for precast prestressed panels).
-The MoDOT representantive shall use good judgment when determining the location where the grade measurement should be taken. It is recommended to verify the roadway grade if the SSD measured is close to the minimum shown in the [[Media:941 SSD.pdf|Stopping Sight Distance Table]], particularly if there is a downgrade.
-If Stopping Sight Distances for grades other than the ones listed below need to be determined, the [[media:941.19 Effect of Grade on SSD.xlsx|Effect of Grade on SSD spreadsheet]] will assist in calculations.
+{| border="0" cellpadding="5" cellspacing="0" align="center" style="textalign:left"
-{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
+!colspan="2" align="left"|Without Retarder:
-|+
-!style="background:#BEBEBE" colspan="8"|Effect of Downgrade on Stopping Sight Distance
 |-
-! style="background:#BEBEBE" |Speed (mph)!! style="background:#BEBEBE"|'''<sup>_</sup>'''3% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''4% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''5% Grade SSD (ft) !!style="background:#BEBEBE"| '''<sup>_</sup>'''6% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''7% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''8% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''9% Grade SSD (ft)
+|width="175px"|<math>V = \left( \frac {LWT}{27} \right).5</math>||Not less than <math>\,25 cy/hr.</math>
 |-
-|'''30|| 205|| 208|| 211|| 215|| 219|| 223|| 227
+!colspan="2" align="left" colspan="2"|With Retarder:
 |-
-|'''35|| 258|| 262|| 266|| 271|| 276|| 282|| 288
+|width="175px"|<math>V = \left( \frac {LWT}{27} \right).3</math>||Not less than <math>\,25 cy/hr.</math>
 |-
-|'''40|| 315|| 321|| 327|| 333|| 339|| 347|| 354
+!colspan="2" align="left" colspan="2"|Simple Span:
 |-
-|'''45|| 378|| 385|| 393|| 400|| 409|| 418|| 428
+|width="175px"|<math>V = \left( \frac {LWT}{27} \right)</math>||Not less than <math>\,25 cy/hr.</math>
+|}
+Extra long spans or extra wide bridges that indicate a basic rate greater than 25 cubic yards per hour are to be checked with the Structural Project Manager.
+The minimum rate of pour for solid slab or voided slabs is 20 linear feet of bridge per hour and not less than 25 cubic yards per hour. Check pouring rates with Structural Project Manager if it is indicated necessary to exceed the basic minimum rate of 25 cubic yards per hour.
+The largest minimum rate of pour for alternate pours is 50 cubic yards per hour in rural areas or 65 cubic yards per hour in urban areas.
+'''Slab Pouring Sequence Transverse Construction Joints'''
+'''Slab Pouring Sequence - Bridges on Grade'''
+All bridges on straight grades shall be poured up grade.
+All bridges on vertical curves with both negative and positive grades may be poured either up or down grade.
+'''Transverse Construction Joint'''
+On occasion, it will be necessary to off-set the transverse construction joint.  For example, on bridges with large skews, wide roadways or short spans, the transverse construction joint could extend across the intermediate bent.  Should this occur, the off-set or sawtooth construction joint shall be used.
+It is desirable to relocate construction joint within reason (6 inches±) should it cross additional negative slab reinforcement.  However, this shall not be considered critical.
+Since the off-set construction joint creates construction problems, the designer shall avoid its use, if possible.  Consult the Structural Project Manager for possible variations.  See illustrations below for clarification.
+{| border="0" cellpadding="5" cellspacing="0" align="center"
+|-valign="top"
+!align="left"|Situation I:
+|Square structures and small skew.<br/>Joint normal to Bridge Centerline (Square) or Square Joint.
 |-
-|'''50|| 446|| 455|| 464|| 474|| 484|| 495|| 507
+|colspan="2" align="center"|[[Image:751.10 transverse construction joint - situation 1.gif]]
 |-
-|'''55|| 520|| 530|| 541|| 553|| 566|| 579|| 594
+|colspan="2"| &nbsp;
 |-
-|'''60|| 599|| 611|| 624|| 638|| 653|| 669|| 686
+|-valign="top"
+!align="left"|Situation II:
+|Large skew <math>\,(> 45^\circ)</math>, wide roadways, short spans<br/>Joint Parallel to skew (skewed) or skewed joints.
 |-
-|'''65|| 682|| 697|| 712|| 729|| 746|| 765|| 786
+|colspan="2" align="center"|[[Image:751.10 transverse construction joint - situation 2.gif]]
 |-
-|'''70|| 772|| 788|| 806|| 825|| 846|| 868|| 891
+|colspan="2" align="center"|Note: Skews <math>\,> 30^\circ</math>,  could require this type of joint
 |-
-|align="left" colspan="8"|'''Note:''' The values in the above table were calculated using Eqns. 3-2 & 3-3 (AASHTO Green Book), with a brake reaction time of 2.5 sec and a deceleration rate of 11.2 ft/s<sup>2</sup>.
+|colspan="2"| &nbsp;
+|-
+|-valign="top"
+!align="left"|Situation III:
+|Small skew when number of sawtooth is not excessive (off-set or sawtooth joint.)
+|-
+|colspan="2" align="center"|[[Image:751.10 transverse construction joint - situation 3.gif]]
 |}
-{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
+'''Longitudinal Construction Joints'''
-|+
-!style="background:#BEBEBE" colspan="8"|Effect of Upgrade on Stopping Sight Distance
+'''Wide Flange Beam, Plate Girder and Prestressed Girder'''
+Normally, the maximum finishing width is 54 feet.  Larger widths require longitudinal construction joints.  Normally, the widest section of slab shall be poured first.  During construction, the engineer may opt to eliminate this construction joint.  Include note (H6.18) on roadways with
+longitudinal construction joints to address this option.
+The finishing width shall be adjusted to finish the surface approximately parallel to the skew (i.e., skewed transverse construction joints) if the angle of skew exceeds 45° or if the angle of skew exceeds 30° and the ratio of placement width divided by span lengths equals or exceeds 0.8.
+{| border="0" cellpadding="5" cellspacing="0" align="center" style="textalign:center"
+|-
+|[[Image:751.10 longintudinal joint for wide flange or plate girder.gif]]
+|-
+!Wide Flange Beam or Plate Girder
+|-
+| &nbsp;
+|-
+|[[Image:751.10 longintudinal joint for prestressed girder.gif]]
+|-
+!Prestressed Girder
 |-
-! style="background:#BEBEBE" |Speed (mph)!! style="background:#BEBEBE"|+3% Grade SSD (ft)!! style="background:#BEBEBE"| +4% Grade SSD (ft)!! style="background:#BEBEBE"| +5% Grade SSD (ft) !!style="background:#BEBEBE"| +6% Grade SSD (ft)!! style="background:#BEBEBE"| +7% Grade SSD (ft)!! style="background:#BEBEBE"| +8% Grade SSD (ft)!! style="background:#BEBEBE"| +9% Grade SSD (ft)
+| &nbsp;
 |-
-|'''30|| 190|| 188|| 186|| 184|| 183|| 181|| 179
+|[[Image:751.10 longintudinal joint for voided slab.gif]]
 |-
-|'''35|| 237|| 234|| 232|| 229|| 227|| 225|| 222
+!Voided Slab
 |-
-|'''40|| 289|| 285|| 282|| 278|| 275|| 272|| 269
+|align="center"|(*) See Lap Splices of Tension Reinforcement - [[751.5 Standard Details|EPG 751.5 Standard Details]]
+|}
+'''Construction Joint Details for Full Depth CIP Bridge Deck Slabs Using Conventional or SIP Corrugated Steel Forms'''
+The following transverse joint details shall be shown on the plans, preferably near the slab pouring sequence details.
+{| border="0" cellpadding="10" cellspacing="1" align="center" style="textalign:center"
+|[[Image:751.10.1.12 full depth.jpg|450px]]
+|-
+!Slab Construction Joint Details
+|}
+{| border="0" cellpadding="10" cellspacing="1" align="center" style="textalign:center"
+|width="850"|(1) Use “Key to extend full width and length of deck” when a longitudinal joint is also required (primarily with stage construction or wide bridges).
+|}
+'''Construction Joint Details for Partial Depth Precast Prestressed Panel Bridge Deck Slabs '''
+The following transverse joint details shall be shown on the plans, preferably near the slab pouring sequence details.
+{| border="0" cellpadding="10" cellspacing="1" align="center" style="textalign:center"
+|[[Image:751.10.1.12 partial depth.jpg|850px]]
+|-
+!Slab Construction Joint Details
+|}
+{| border="0" cellpadding="10" cellspacing="1" align="center" style="textalign:center"
+|width="850"|(1) Use “Key to extend full width and length of full depth slab” when a longitudinal joint is also required in a girder bay without precast prestressed panels (primarily with stage construction).<br/>
+(2) Use “Const. joint to extend full width and length of slab” when a longitudinal joint is also required in a girder bay with precast prestressed panels (primarily with wide bridges).<br/>
+|}
+'''Pouring and Finishing Concrete Bridge Deck Slabs'''
+{| border="1" cellpadding="5" align="center" style="text-align:center"
+!colspan="14"|Span Ratio n
 |-
-|'''45|| 345|| 340|| 336|| 331|| 327|| 324|| 320
+!Spans||Coef.||1.0||1.1||1.2||1.25||1.3||1.4||1.5||1.6||1.7||1.8||1.9||2.0
 |-
-|'''50|| 405|| 399|| 394|| 389|| 384|| 379|| 375
+|2||a||.4||--||--||--||--||--||--||--||--||--||--||--
 |-
-|'''55|| 470|| 463|| 456|| 450|| 444|| 438|| 433
+|3||a||.4||.35||.30||.28||.25||.22||.20||.19||.18||.17||.16||.15
 |-
-|'''60|| 539|| 530|| 523|| 515|| 508|| 501|| 495
+|3||b||.15||.18||.21||.25||.30||.33||.35||.36||.37||.38||.39||.40
 |-
-|'''65|| 612|| 603|| 593|| 585|| 576|| 569|| 561
+|4 & 5||a||.4||.35||.30||.28||.25||.22||.20||.19||.18||.17||.16||.15
 |-
-|'''70|| 690|| 679|| 668|| 658|| 649|| 640|| 631
+|4 & 5||b||.15||.18||.21||.25||.30||.33||.35||.36||.37||.38||.39||.40
 |-
-|align="left" colspan="8"|'''Note:''' The values in the above table were calculated using Eqns. 3-2 & 3-3 (AASHTO Green Book), with a brake reaction time of 2.5 sec and a deceleration rate of 11.2 ft/s<sup>2</sup>.
+|4 & 5||c||.15||.18||.21||.25||.30||.33||.35||.36||.37||.38||.39||.40
 |}
-===941.7.4 Additional Information===
+Use adjacent spans for ratio n.
+Span lengths to be used are center to center of bearing.
+Modify the dimensions produced by the coefficients on wide roadways and large skews if they produce construction joints that are within 6 inches of the [[#additional negative slab reinforcement|additional negative slab reinforcement]].
+Dimensions, except for terminal lengths of end spans, shall be to the nearest foot.
+For 6 & 7 spans, use same coefficients for a, b, & c as for 4 and 5 spans.
+'''SLAB POURING SEQUENCE'''
-:* The district may perform speed studies to verify the speed of the vehicles travelling the roadway when evaluating a potential entrance. It is recommended to complete a speed study when the measured sight distances are near the minimum required values.
+The pouring sequences given in the tables below may not be applicable for bridges with multiple units (i.e, bridges with intermediate expansion joints) - see Structural Project Manager or Liaison.
-:* Generally trucks, especially the larger and heavier units, need longer stopping distances for a given speed than passenger vehicles. However, separate stopping sight distances for trucks and passenger cars are not generally used because the higher position of the truck driver enables them to see substantially farther beyond vertical sight obstructions. Although, where horizontal sight restrictions occur on downgrades, particularly at the ends of long downgrades where truck speeds closely approach or exceed those of passenger cars, the greater eye height of the driver is of little value, therefore every effort should be made to provide greater stopping sight distances for this particular instance.
+Slab pours shown are to be reversed for bridges on a minus grade.
-:* Grading on the right of way to improve sight distance is to be considered and included in the permit for entrance construction.
+For prestressed structures, "aL" and "bnL" may be made shorter than that indicated by the coefficients to balance pours.
-:* There are some cases where the horizontal alignment of the roadway prevents the minimum sight distance requirements to be met within the limits of right of way. To achieve the required sight distance, the sight line crosses onto the private property owner’s land. If this is the safest location on this property for an entrance, it is acceptable for the District to make the decision to allow the property owner to deed MHTC the land located between MHTC’s right of way line and the required sight line on the property (an easement is not sufficient). MoDOT’s maintenance forces will be ultimately responsible for ensuring the right of way remains clear to meet the recommended sight distances, so therefore, this decision should be discussed with the appropriate parties within the district.
-:* Posted speed at horizontal curves may be combined with engineering judgment and a speed study to determine required sight distance for entrances within the limits of a horizontal curve.
+<center>'''CASE I CONTINUOUS SPANS I-BEAM,<br/>PLATE GIRDER AND PRESTRESSED CONCRETE: (2-SPAN)'''</center>
-:* The district may allow the widening of a driveway with limited sight distance or may allow the relocation of a driveway with limited sight distance to a location on the property frontage with better sight distance without [http://sharepoint/systemdelivery/tr/Pages/default.aspx Highway Safety and Traffic Division’s] approval. This will be allowed on routes with normal right of way, provided there is no change in driveway usage. The following responsibility clause must be added to the permit:
+<center>[[Image:751.10 slab pouring sequence - case 1 - 2 span.gif]]</center>
-::''“Applicant understands the existing sight distance for this driveway is less than current design standards and the driveway modification, while beneficial to the property owner, will not remedy the sight distance limitation.”''
+<center>[[Image:751.10 slab pouring sequence - case 1 - 2 span table.gif]]</center>
+<center>'''*''' Remove this column when Case I is used for prestressed girders (retarder is required).</center>
-===941.7.5 Appeals Process===
-If the guidance from EPG 941.7 Sight Distance for Entrances has been followed and the request for the permit was denied by the Permit staff and the District Engineer, there are two levels of administrative appeal provided within MoDOT.  These levels of appeal are:
-:Step 1 – State Highway Safety and Traffic Engineer
+<center>'''CASE I CONTINUOUS SPANS (CONT.)I-BEAM,<br/>PLATE GIRDER AND PRESTRESSED CONCRETE: (3-SPAN)'''</center>
-:Step 2 – Chief Safety and Operations Officer.
+<center>[[Image:751.10 slab pouring sequence - case 1 - 3 span.gif]]</center>
-In each step of the appeals process, the burden of proof will be on the applicant to show:
+<center>[[Image:751.10 slab pouring sequence - case 1 - 3 span table.gif]]</center>
+<center>'''*''' Remove this column when Case I is used for prestressed girders (retarder is required).</center>
-:* How the denial will result in a situation where there is not reasonable access to properties or businesses are affected.
-:* How the denial of an access permit or other feature will impose an undue financial hardship on the applicant.
+<center>'''CASE I CONTINUOUS SPANS (CONT.),<br/>I-BEAM, PLATE GIRDER AND PRESTRESSED CONCRETE: (4-SPAN)'''</center>
-:* How the applicant’s proposal for access will result in conditions safe for the motoring public.
+<center>[[Image:751.10 slab pouring sequence - case 1 - 4 span.gif]]</center>
-Other tests may also be imposed on appeal applications to ensure they are reasonable.   Applicants may seek legal remedies after this appeals process is exhausted.
+<center>[[Image:751.10 slab pouring sequence - case 1 - 4 span table.gif]]</center>
+<center>'''*''' Remove this column when Case I is used for prestressed girders (retarder is required).</center>
-==941.8 Traffic Impact Study Requirements==
-[[image:941.5 Traffic Impact Study Requirements.jpg|right|575px]]
+<center>'''CASE I CONTINUOUS SPANS (CONT.),<br/>I-BEAM, PLATE GIRDER AND PRESTRESSED CONCRETE: (5-SPAN)'''</center>
-The policy of the Missouri Highways and Transportation Commission and MoDOT is to discourage the proliferation of access points and conflict points within the state highway system.  For larger developments where the access point requested will meet the guidelines for spacing, a traffic study will be required.  To ensure operations on our roadway are not negatively impacted by the additional access, the developer will provide the required roadway improvements.
-{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="310px" align="right"
+<center>[[Image:751.10 slab pouring sequence - case 1 - 5 span.gif]]</center>
+<center>[[Image:751.10 slab pouring sequence - case 1 - 5 span table.gif]]</center>
+<center>'''*''' Remove this column when Case I is used for prestressed girders (retarder is required).</center>
+<center>'''CASE II CONTINUOUS SPANS,<br/>PRESTRESSED CONCRETE: (2-SPAN)'''</center>
+<center>[[Image:751.10 slab pouring sequence - case 2 - 2 span.gif]]</center>
+<center>[[Image:751.10 slab pouring sequence - case 2 - 2 span table.gif]]</center>
+<center>'''CASE II CONTINUOUS SPANS (CONT.),<br/>PRESTRESSED CONCRETE: (3-SPAN)'''</center>
+<center>[[Image:751.10 slab pouring sequence - case 2 - 3 span.gif]]</center>
+<center>[[Image:751.10 slab pouring sequence - case 2 - 3 span table.gif]]</center>
+<center>'''CASE II CONTINUOUS SPANS (CONT.),<br/>PRESTRESSED CONCRETE: (4-SPAN)'''</center>
+<center>[[Image:751.10 slab pouring sequence - case 2 - 4 span.gif]]</center>
+<center>[[Image:751.10 slab pouring sequence - case 2 - 4 span table.gif]]</center>
+<center>'''CASE II CONTINUOUS SPANS (CONT.),<br/>PRESTRESSED CONCRETE: (5-SPAN)'''</center>
+<center>[[Image:751.10 slab pouring sequence - case 2 - 5 span.gif]]</center>
+<center>[[Image:751.10 slab pouring sequence - case 2 - 5 span table.gif]]</center>
+{| border="0" cellpadding="5" align="center"
+| align="right" valign="top"| (1)
+| align="left" | “End of Slab” when at an end bent with no expansion joint system (including sliding slabs). When there is an expansion joint system at an end bent or intermediate bent, identify the exposed face of the joint system (i.e., “Exposed Face of Armor” for strip seal, “Exposed Face of Angle” for compression seal, “Exposed Face of W14x43 Web” for finger plate, etc.).
+|-
+| align="right" valign="top" | (2)
+| align="left" | Minimum pour rates.
+|}
+=== 751.10.1.13 Drip Groove ===
+[[Image:751.10.1.13 drip groves.jpg|center|850px]]
+=== 751.10.1.14 Girder and Beam Haunch Reinforcement===
+'''General'''
+:'''Steel Beams and Girders '''
+:Haunch reinforcement consisting of #4 hairpin bars shall be provided where the embedment of existing studs into a new slab is less than 2 inches or for an excessive haunch where at centerline of beam or girder exceeds 3 inches.
+:'''Prestressed Beams or Girders with Full Depth CIP Decks (Conventional or SIP forms)'''
+:Haunch reinforcement consisting of #4 hairpin bars shall be provided when haunch at centerline of beam or girder exceeds:
+:::3 inches for Type 2, 3, 4 girders
+:::4 inches for Type 6, 7 and 8 girders (bulb-tee), NU girders and spread beams
+:'''Prestressed Beams or Girders and Partial Depth CIP Decks (Prestressed Panels)'''
+:Haunch reinforcement should not be required with precast prestressed panel decks due to joint filler limits.
+'''Details'''
+When possible, hairpin bars and tie bars shall be clearly shown on the section thru slab; otherwise, a part section showing hairpins shall be provided. Include these bars in the slab reinforcing steel quantities.
+[[image:751.10.1.14-part_section-Feb-23.jpg|center|500px]]
+<center>'''Part Section Showing Hairpins'''</center>
+:(1) Top of slab to bottom of longitudinal bars.
+:(2) Haunch limit specified above.
+:(3) Use tie bars at the discretion of the Structural Project Manager or the Structural Liaison Engineer.
+:(4) The bottom longitudinal bars should be shown to be used as tie bars or add a note allowing adjustment.
+:(5) Add asterisked note when there is insufficient clearance or hairpins with varying vertical heights may be used.
+Hairpin bars and tie bars shall be shown on the plan of slab. Splice lengths of the tie bars shall also be specified if required. For deck replacements without a plan of slab the hairpin bars and tie bars shall be shown either on a part plan detail or in a table. Include these bars in the slab reinforcing steel quantities.
+[[image:751.10.1.14 example.jpg|center|950px]]
+<center>'''Example'''</center>
+Hairpin bars and tie bars shall be included in the bill of reinforcing. Include these bars in the slab reinforcing steel quantities.
+{|border="1" cellpadding="5" align="center"
+|+
+|[[image:751.10.1.14 shape 10.jpg|center|250px]] ||width="550"|“C” is based on the top horizontal legs located above the longitudinal bars of the bottom mat at the location of the maximum haunch.
+|}
+===751.10.1.15 Deck Concrete Finishing===
+Bridge decks are normally finished with an approved mechanical finishing machine per [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 703.3.5].  The use of a vibratory screed in place of a finishing machine is allowed if the guidance below is satisfied or with approval of the SPM, SLE or owner’s representative for a particular bridge.  Although vibratory screeds may contribute to an overworked concrete surface where durability of the deck may be reduced, there are applications where the weight and bulk of the finishing machine may not be practical.  For instance, most re-decks consist of steel wide flange beams where the contractor may have to heavily brace the exterior beams for the finishing machine.  Using a vibratory screed may allow the contractor to use less bracing and finish with much lighter equipment. In addition, a vibratory screed is useful when the finishing machine framework is too wide and would interfere with traffic or adjacent physical obstacles.    If a vibratory screed is allowed for deck finishing, add note B3.25 (A2.14 for box culverts) on the bridge plans.
+Guidance for allowing a vibratory screed:
+:(1) Bridges with exterior steel beams with the web depth 30 inches or less and all of the following are met:
+::Bridge is located on a minor road.
+::Bridge width not greater than 32 feet.
+:(2) Re-decks on thru trusses with roadway width less than 26 feet and limited horizontal clearance between truss members and edge of deck.
+:(3) Bridges with staged pours less than 12 feet and limited available horizontal clearance. Modify note B3.25 to indicate applicable stage(s).
+:(4) New box culverts with top slab used as the riding surface.
+:(5) Widenings less than 12 feet wide or with limited available horizontal clearance.
+===751.10.1.16 Plan of Slab Details===
+Details of plan of slab and part plan of slab (showing top and bottom slab reinforcing, slab pouring sequence, slab drains, etc.) shall include:
+:*	When there is no expansion joint system at the end bent (including sliding slabs), the end of slab shall be identified.
+:*	When there is an expansion joint system at the end bent, the concrete on top of the backwall shall not be shown on the plan of slab. Show end of slab in other details.
+:*	When there is an expansion joint system at an end bent or intermediate bent, identify the exposed face of the joint system (i.e., “Exposed Face of Armor” for strip seal, “Exposed Face of Angle” for compression seal, “Exposed Face of W14x43 Web” for finger plate, etc.).
+The calculation of quantities for bridge slabs shall be in accordance with [[751.6 General Quantities#751.6.2.10 Bridge Slabs|EPG 751.6.2.10 Bridge Slabs]].
+== 751.10.2 Stay-in-Place Bridge Deck Forms ==
+[[image:751.10.2.jpg|right|450px|thumb|<center>''' Workers weld [[#751.10.2.3 Corrugated Steel Forms|stay-in-place corrugated steel forms]] in preparation for the slab pour. '''</center>]]
+===751.10.2.1 Precast Prestressed (P/C P/S) Concrete Panel Forms - Design ===
+'''General Guidelines'''
+Use of precast prestressed panel forms shall be based on the approval of the Structural Project Manager, Structural Liaison Engineer or owner’s representative. A partial depth cast-in-place deck shall consist of three-inch precast prestressed panel forms with a 5 1/2-inch minimum cast-in-place concrete topping.
+Precast prestressed panels may be used on horizontally curved steel and concrete structures based upon the approval of the Structural Project Manager or Structural Liaison Engineer.  Consideration shall be given to the superelevation magnitude and its effects related to joint filler thickness and width requirements, top flange width requirements for setting panels, increased slab dead load, and any curvature effects on the design and details of the panels related to stability of the panels during a slab pour ensuring that sliding or shifting of the panels isn’t possible and related to cutting of the panels on skew. (Fabricating “wedge” shaped panel is dependent upon end strand cover and strand spacing requirements and therefore limited.)
+:'''For MoDOT Standard Girders Type 2, 3 and 4, and Steel Girders:''' Panels shall be set on joint filler using optionally (by contractor) either preformed fiber joint material in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1057 of Missouri Standard Specifications] or polystyrene bedding material in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1073 of Missouri Standard Specifications]. Joint filler thickness shall be a minimum of 1 in. and a maximum of 2 inches. Joint filler width shall be 1 1/2 in. except at splice plates where 3/4 in. shall be used to clear splice bolts. Joint filler thickness may be reduced to a minimum of 1/4 in. over splice plates on steel structures, however, the width of joint filler shall match the width of the panel on the splice plate when the joint thickness is less than 1/2 inch. For concrete structures the joint filler thickness may be varied within these limits to offset girder camber and account for deck cross-slope or at the contractor’s option a uniform 1 in. thickness may be used throughout. For steel structures the joint filler thickness shall be varied within these limits to account for deck cross-slope and varying top flange thicknesses.
+:'''For MoDOT Standard Girders Type 6, 7 and 8, and NU Standard Girders, and Spread Voided Slab and Box Beams:''' Exceptions are made for these larger girders, where it is allowed to use up to a maximum joint filler thickness of 4 inches in order to reduce the likelihood of adding steps on long span girders because of camber and to meet minimum haunch and deck cross-slope criteria. Joint filler width shall be 3 inches. Setting the width of the joint filler to 3 inches allows for an increased bearing area on the thin flange tips in the case of NU and Bulb-Tee girders, simplifies manufacturing by eliminating the need to produce panels of multiple widths, eliminates joint filler width variability based on joint filler height, and provides a means for addressing girder sweep on long spans.
+For both concrete and steel structures the same joint filler thickness shall be used under any one edge of any panel. The maximum change in thickness between adjacent panels shall be 1/4 inch for steel spans and 1/2 inch for concrete spans.
+As per the above criteria, the following shall control the panel width, measured parallel to the prestressing strands:
+:* Maximum Panel Width = 9’-6”
+:* Minimum Panel Width = 4’-0”
+Precast prestressed panels shall be used in at least two adjacent bays for each stage of construction.  Panels are not designed for simple span (single bay) composite live loading.
+When a barrier (railing or median) is permanently required on the structure other than at the edge of the deck or where panels are not used for other reasons, panels shall not be used in the bay underneath the barrier.
+'''Design Stresses'''
+Concrete for precast prestressed panels shall be Class A-1 with <math>\,f'_c</math> = 6.0 ksi and <math>\,f'_{ci}</math> = 4.0 ksi.  Concrete for the cast-in-place portion of the deck shall be Class B-2 with <math>\,f'_c</math> = 4.0 ksi.  The panels are considered as beams for analysis and design.
+Prestressing steel shall be AASHTO M 203 (ASTM A 416) – Uncoated Seven-Wire, Low-Relaxation Strands.  The strands will be Grade 270, have a nominal diameter of 3/8 in., area of 0.085 square inches, and be spaced at 4 1/2 inches in the panels.
+:{|
+|<math>\,f_{pu}</math>|| = ultimate strength of strands = 270 ksi
+|-
+|<math>\,f_y</math>|| = yield strength of strands = 0.9<math>f_{pu}</math> = 243 ksi
+|-
+|<math>\,E_p</math>|| = modulus of elasticity of strands = 28,500 ksi
 |-
-|'''Additional Information'''
+|colspan="2"|Area of Strand = Astra = 0.085 sq. in./strand
 |-
-|[http://sharepoint/systemdelivery/TR/mo/arterialmgmt/accessmgmt/Shared%20Documents/Tips%20for%20Reviewing%20Traffic%20Impact%20Studies.docx Tips for Reviewing Traffic Impact Studies]
+|colspan="2"|Initial prestressing stress = fsi = (0.75)(270 ksi) = 202.5 ksi
+|-
+|colspan="2"|Initial prestressing force = Astra x fsi
+|-
+| ||= (0.085 sq. in./strand)(202.5 ksi) = 17.2 kips/strand
 |}
-The amount of traffic generated by a proposed development seeking new or modified access to the MoDOT system is the basis for determining the contents of a traffic impact study.  The specific content of a traffic impact study will vary depending on the site and prevailing conditions.  At a minimum, contents of a traffic impact study are to include the following major sections, taken from the current Institute of Transportation Engineers (ITE) publication entitled Transportation and Land Development:
+'''Load Definitions'''
+Non-Composite Loading – This is the loading that occurs before the cast-in-place concrete slab hardens and acts compositely with the precast prestressed panels.  The contributions to the Non-Composite Loading are as follows:
+* Precast Prestressed Panel, ''DC''
+* Cast-In-Place Slab, ''DC''
+* Additional Slab Weight due to excess haunch, ''DC''
+* Construction Load of 50 lb/ft<sup>2</sup>
+Composite Loading – This is the loading that occurs after the cast-in-place concrete slab hardens and acts compositely with the precast prestressed panels.  The contributions to Composite Loading are as follows:
+* Future Wearing Surface, ''DW''
+* Barrier, ''DC''
+* Design Live Load, ''LL''
+'''Prestress Losses'''
+Refined estimates of time-dependent losses are used, based on LRFD 5.9.5.4, as opposed to approximate lump sum estimate of losses in LRFD 5.9.5.3.
+The prestress losses shall be calculated to investigate concrete stresses at two different stages.
+# Temporary stresses immediately after transfer:
+# Final stresses
-.	A description of existing conditions.
-.	Estimated trip volume generated by the development and design hour volume for effected driveway(s).  These volumes will be based on a method determined acceptable by the district.  When ITE trip generation numbers are not appropriate, traffic counts at existing similar locations or other recognized methods can be required.
+'''Load Combinations for Stress Checks'''
-.	Trip distribution and traffic assignment.
+Note:  Units of  stress are in ksi.
-.	Existing versus projected volumes.
+Construction Loading = DC + 0.050 ksf with Effective Prestressing Force
-.	Capacity analysis for adjacent roadway facilities and for any proposed or existing driveways.
+:Allowable Concrete Tensile Stress = <math>\, -0.19 \sqrt f'_c</math>
+:Allowable Concrete Compressive Stress = <math>\, 0.6 f'_c</math>
-.	Traffic crash analysis for adjacent roadway facilities.
-.	Proposed traffic improvements and driveway/access points.
+Service I = Permanent Loads with Effective Prestressing Force
-.	Main findings of the study.
+:Allowable Concrete Compressive Stress = <math>\, 0.45 f'_c</math>
-.	Summary of findings and recommendations.
-For small developments generating fewer than 100 vehicles during the peak hour, or roughly 1000 additional vehicles per day, a traffic impact study is normally not required. However, a review of access location and design is necessary and is to include an analysis of existing conditions, evaluation of sight distance, access design, queuing and site circulation.  For any development with access that would qualify as a Hazard Elimination Program location, a traffic study is required to ensure safety is improved along the roadway in conjunction with any access improvements.
+Service I = Live Load + Half the Sum of Permanent Loads and Effective Prestressing Force
-For developments generating between 100-500 peak trips, a traffic impact study is required and is to include an analysis of existing conditions at nearby driveways and intersections, crash experience near the site, trip generation, and an evaluation of the number, location and spacing of access points as a minimum.
+:Allowable Concrete Compressive Stress = <math>\, 0.40 f'_c</math>
-Developments generating between 500-1,000 peak trips are expected to impact greater distances from the site.  In addition to the required information for smaller scale development discussed above, the traffic impact studies for these developments are to consider the future of the roadway, background traffic growth and an analysis of future conditions of nearby intersections or interchanges.
+Service I = 1.0DC + 1.0DW + 1.0LL with Effective Prestressing Force
+:Allowable Concrete Compressive Stress = <math>\, 0.6 f'_c</math>
+Service III = 1.0DC + 1.0DW + 0.8LL with Effective Prestressing Force
+:Allowable Concrete Tensile Stress = <math>\, -0.19 \sqrt f'_c</math>
+Strength I = 1.25*DC + 1.5*DW + 1.75LL with Effective Prestressing Force
+:Factored Moment Resistance = <math>\, \phi M_n = A_{ps} f_{ps} (d_p - a/2)</math>
+:Where:
+:<math>\, \phi</math> = as calculated in LRFD 5.5.4.2.1
+Reinforcement Check
+:Minimum Requirement = <math>\, \phi M_n \ge Min. \big[ 1.2M_{cr}, 1.33M_u \big]</math>
+===751.10.2.2 Precast Prestressed (P/C P/S) Concrete Panel Forms - Details ===
+<center>
+{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
+|+
+| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''
+|-
+|align="center"|[http://www.modot.org/business/standard_drawings2/precast_panel_new_title_block.htm Prestressed Panels]
+|}
+</center>
+=== 751.10.2.3 Corrugated Steel Forms ===
+'''General Guidelines'''
+Corrugated steel forms may be used on horizontally curved steel structures and prestressed girder, voided slab, and box girder beam structures.
+Use of corrugated steel forms shall be based on the approval of the Structural Project Manager, Structural Liaison Engineer or owner's representative.
+Use of corrugated steel forms should be based on the final expected conditions of operation and expected in-service performance which should include reviewing the type of crossing, AADT under, salt spray under, surrounding bridge structure conditions, staged construction, etc.
+Use of corrugated steel forms should be considered as an alternate method of slab forming where use of precast prestressed concrete panel forms is not practical or not allowed.
+Design loading for bridge design shall include an allowance for the dead weight of the steel forms.  Use 4 psf dead loading for form spans up to 10 feet beyond which either sagging of the form spans and the additional dead weight of the concrete may need to be considered in accordance with LRFD 9.7.4 or a greater dead loading for form spans may need to be considered.
+Design of corrugated steel forms is the responsibility of the contractor in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 703].
+<center>[[Image:751.10.2.3 2020.jpg|600px]]</center>
+<center>'''Steel Girders'''</center>
+<center>[[Image:751.10.2.3 sec a-a.jpg|500px]]</center>
+<center>'''Section A-A'''</center>
+=== 751.10.2.4 Transparent Forms ===
+'''General Guidelines'''
+Transparent forms may be used on steel and prestressed girder, voided slab, and box girder beam structures.
+Transparent forms are preferred to corrugated steel forms for bridges that carry a minimum of 10,000 AADT. Transparent forms should also be considered for bridges spanning railroads, rivers, or roadways with traffic volumes greater than 10,000 AADT.
+Use of transparent forms shall be based on the approval of the Structural Project Manager, Structural Liaison Engineer or owner’s representative.
+Use of transparent forms should be based on the final expected conditions of operation and expected in-service performance which should include reviewing the type of crossing, AADT under, salt spray under, surrounding bridge structure conditions, staged construction, etc.
+When a barrier is permanently required over a girder bay, Stay-in-place transparent forms are preferred in the bay underneath the barrier to allow for inspection of the bottom of deck after barrier collisions.
+Design loading for bridge design shall include an allowance for the dead weight of the transparent forms. Use 5 psf dead loading for form spans up to 8 feet. The maximum form span for transparent forms is 8 feet.
+Design of transparent forms is the responsibility of the contractor in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 703].
+<center>[[Image:751.10.2.4_01.png|600px]]</center>
+<center>'''Steel Girders'''</center>
+== 751.10.3 Bridge Deck Drainage - Slab Drains ==
+=== 751.10.3.1 Type, Alignment and Spacing ===
+'''Type'''
+Steel Slab Drains:
+:*	8" x 4" x 1/4" steel tubing.
+:*	Standard steel slab drain made optional with standard polymer slab drain.
+:* 	Galvanized (shall not be color coated)
+:* 	No restrictions on use where slab drains are allowed.
+Fiberglass Reinforced Polymer (FRP) Slab Drains:
+:*	8" x 4" x 1/4" (Nominal O.D.)
+:*	Standard polymer slab drain made optional with standard steel drain.
+:*	Restricted use could include stream crossings with moderate to heavy debris flow. Consult Structural Project Manager or Structural Liaison Engineer.
+:*	Restricted use for new or existing bridges with wearing surfaces and rehabilitation, surfacing and widening jobs involving slab drain work and are subject to approval by Structural Project Manager or Structural Liaison Engineer.
+:* The standard color shall be Gray (Federal Standard #26373). Optional colors which are the same colors allowed for steel superstructures include Brown (Federal Standard #30045), Black (Federal Standard #17038), Dark Blue (Federal Standard #25052) and Bright Blue (Federal Standard #25095). Consult with FRP drain manufacturer/supplier to verify optional color availability and cost.
+'''Alignment'''
-Large-scale development will generally impact the roadway system over a more regional area.  A comprehensive analysis is warranted for large developments producing over 1,000 peak trips.  Additional information such as mitigation identification and evaluation, gap analysis for unsignalized intersections, analysis of the effect on signal progression and proposed signal locations are included.
+All standard crown roadways shall have the 8" x 4" steel tubing or 8” x 4” FRP placed with the 8" side perpendicular to the barrier whenever possible.
+All super-elevated roadways shall have the 8" x 4" steel tubing or 8” x 4” FRP placed with the 8" side parallel to the barrier.
-At the pre-application meeting, the study limits of the traffic impact study are to include any adjacent intersections that could be impacted.  Other specific parameters are set for the traffic impact study, including cycle lengths and operating speeds.  A freeway analysis is included with any developments impacting existing or proposed interchanges.  Consideration is given to what modeling software can be used for the analysis.  The selected modeling software is to be capable of analyzing the systems effects of all impacted intersections and interchanges within the chosen study limits.
+'''Slab Drain Spacing'''
-A summary of findings and recommendations is part of any traffic study.  Developers are responsible for mitigating any unacceptable impacts to the roadway system by the construction of any needed roadway improvements, as indicated by the approved traffic impact study.
+Slab drain spacing shall be designed according to the 1986 FHWA report FHWA/RD-87/014 "Bridge Deck Drainage Guidelines" along with information acquired from the 1995 University of Missouri Rolla report "Scupper Interception Efficiency." The following general guidelines may be refined if justified by appropriate calculations by other methods of design such as the procedure for Flat Bridges in FHWA “HEC 21, Design of Bridge Deck Drainage”. The variations to the design and general requirements listed below should be discussed with the appropriate Liaison or Project Manager on a project by project basis before being incorporated into the final design.
-Traffic studies may be required by local government organizations.  In such situations, MoDOT is to coordinate with the local government and the applicant to ensure one study can meet the needs of all entities.
-==941.9 Additional Information for Design, Construction and Maintenance of Entrances==
+<div id="General Requirements for Location and Spacing of Slab Drains"></div>
+'''General Requirements for Location and Spacing of Slab Drains'''
-===941.9.1 Joint Use Driveways===
+.	Drains shall be spaced no closer than 8 ft. center to center.
-Joint usage of driveways is considered in locations with driveway density/spacing problems.  Joint usage is also considered as a remedy for restricted sight distance locations.  Both property owners must provide overlapping access easements to one another so both property owners have a right to use the entire driveway.  A Joint Use Driveway Agreement (TR13) will be provided for the property owner's use.
+.	Drains shall be omitted on high side of super-elevation bridges.
-This agreement must be recorded, in the office of the county recorder, to ensure  subsequent property owners are bound by the same agreement.  In these situations, a copy of the recorded agreement is filed with the permit as justification why the joint driveway was permitted.  Both property owners must sign the driveway permit.
+.	Drains shall not be located over unprotected fill. If drains are needed, fill should be protected with use of rock blanket with Permanent Erosion Control Geotextile, or concrete slope protection. (See General Requirement #9a for bridge abutments with MSE walls.)
-If there is a request from one property owner to alter the surface of a joint use driveway, the entire driveway surface must be changed in order to maintain a continuous driveway surface.  It is up to the applicant to secure any agreements of construction responsibilities with the adjacent property owner.
+.	Drains shall be omitted in areas where water can fall on the roadway or shoulder on all grade separations.
-Typically, joint use driveways will be accessible to two adjacent properties. If additional properties are considered to be used with this driveway, it may change the characteristics and requirements of the driveway to that of a local street. This determination can be made by district Traffic staff.
+.	Drains shall be omitted on railroad overpasses when water will fall on or drain on to railroad right of way.
-===941.9.2 Cross Access Driveways===
+.	For Bridges with slopes less than 0.5%, space drains at about 10 ft. centers where possible.
-In some instances, it may not be possible to have a joint use driveway for two properties. This could be due possibly to driveway spacing requirements, sight distance requirements, or geometric constraints of the properties.  If this issue arises, MoDOT will require the access be placed on one property and deeded cross access granted to the adjacent property owner.  The location of the access shall be in the best location for driveway spacing, sight distance and   geometric conditions for both properties, and with ease of access to the adjacent property.  If one property already has an access point that meets driveway spacing requirements, sight distance requirements, or geometric constraints then this access should be considered for use of the access and cross access granted to the adjacent property. This deed must be recorded, in the office of the county recorder, to ensure subsequent property owners are bound to the cross access. In these situations, when possible, it may require the local county or city government get involved to help with the process as the cross access will not be within MoDOT right of way.
+.	Use consistent spacing for drains when possible.
-===941.9.3 Surface Drainage===
+.	Drains shall be placed at least 5 ft. from the face of substructure beam.
-Drainage design is kept simple and is to provide adequate drainage.  Crown driveways are always utilized if the opportunity exists.  Many applicants are not aware of the simplicity and savings of crown driveway construction.  If there is a crown location near the applicants desired driveway location, the advantages of the crown driveway are offered to the applicant.  Consideration is also given to adjusting a ditch grade to facilitate a crown driveway providing the modification is feasible.
+a.	Drains shall be placed at least 10 ft. from front of MSE wall and should be discharge on stone riprap or rock blanket. Deck drainage shall not be allowed to be discharged near MSE wall toe or over MSE wall backfill area in order to prevent external soil erosion and front face wall staining ([http://www.fhwa.dot.gov/engineering/geotech/pubs/nhi10024/nhi10024.pdf FHWA NHI-10-024]). In special cases, where deck drainage is required within 10 ft. from MSE wall in order to meet the required number of drains, vertical drains deflected away from wall face, geotextile lined riprap stone or other means should be used to prevent external soil erosion. Free falling water exceeding 25 ft. will sufficiently disperse water. Riprap or splash blocks could be considered for lesser heights ([http://www.fhwa.dot.gov/engineering/hydraulics/library_arc.cfm?pub_number=21&id=46 FHWA-SA-92-010]).
-It is acceptable to modify a ditch block or levee for driveway usage provided final grades are suitable for both the driveway and the levee and approval of the levee district is obtained.
+b. Drains shall not be placed directly over MSE wall backfill area. See [[751.24 LFD Retaining Walls#751.24.2.1 Design|EPG 751.24.2.1 Design]].
-[[image:941.21 mowing.jpg|left|175px|thumb|<center>'''Mowing'''</center>]]
-Surface water is to enter the right of way at points other than via driveway surfaces.  Side ditches along both sides of a driveway are common.  These ditches may vary in depth as necessary to carry the volume of water.  The back slope is  graded adequately (no steeper than 1V:3H) to promote mowing ease.  Weep holes in parallel curbing, paved ditches or storm sewers may also be used.
-Large developments often create considerable runoff, which may affect the roadway drainage system.  Safety must be the first concern.  Allowing water on the roadway may jeopardize that safety.  These types of drainage problems are resolved prior to issuing any permits for access.
+.	 Drains shall be dimensioned along centerline of exterior girder to facilitate placement of coil inserts or holes in girders.
-Plans for proposed developments are to reflect original as well as finished grades.  The amount of runoff is reviewed to ensure no more than the original area is discharged onto the right of way.  If volumes indicate the existing system may be overloaded, the developer is to revise the plans to decrease or slow the runoff.
+.	For all sag vertical curves, locate the points at which the slope is 0.5% on either side of the low point, and space drains on 10 ft. centers between them where possible. Use equations in this section for spacing drains for the remainder of the curve.
-[[image:941.21 Drop Inlet.jpg|left|thumb|<center>'''Drop Inlet'''</center>]]
-Pipes and ditches within the development's frontage may be sized for storage if downstream pipes cannot facilitate the increased runoff.  Storm sewer or driveway pipes longer than 100 ft. and 24 in. or less in diameter will require a drop inlet or other suitable box for clean out and/or maintenance purposes.  Drop inlets are sized as necessary to facilitate drainage and maintenance operations.  Grading by the developer, either on the right of way or the improved property, to increase storage may be necessary.  A preferred solution to increased speeds of  runoff may be to construct storage or retention areas on private property and thereby reduce the speed of runoff through gauged outlets into the roadway system.  Storage areas within swags in parking lot surfaces or within the limits of landscaped areas are usually best received by applicants.
-===941.9.4 Pipe Extensions for Widening Existing Type I, II, III, IV, or V Driveways===
+.	If location restrictions apply, the same number of drains as calculated by equations in this section shall be placed on the bridge when possible. The designer is responsible for relocating drains. Additional drains may be added to meet design spread requirements.
-Property owners desiring to widen an existing driveway wider than the appropriate width shown in the access management guidelines may do so by adding the desired length of similar pipe to the existing driveway.  This length  includes enough pipe to construct the minimum side slope on the side of the driveway being extended.  If the property owner desires to widen both sides of the driveway, then both side slopes are reconstructed.  Corrugated pipe must be connected by a connecting band.  The existing pipe is inspected prior to extending to determine if it is in acceptable condition.
+.	The length of the approach slab shall be included in the length of the bridge for spacing or design spread computations. Do not place slab drains on the approach slab.
-If the existing pipe is not acceptable for extension, the department will replace the existing pipe length plus one side slope.  The property owner is to then widen the driveway to the width desired plus one side slope.  Other arrangements may be considered on an individual basis.
+.	All gutter flow should be intercepted above transition points and expansion devices.
-[[image:941.33 Sidewalks.jpg|right|250px]]
-===941.9.5 Sidewalks===
-Existing sidewalks within the limits of a new driveway must be removed to provide minimum thickness for concrete construction.  Refer to [[642.8 Sidewalk Design Criteria|EPG 642.8 Sidewalk Design Criteria]] for more information on sidewalks.
+.	For all crest vertical curves, where the slope is less than 0.5%, consideration should be given to spacing drains at 10 ft. centers for long flattened curves, small shoulders, high speed, high AADT, or superelevation with approval of the Structural Project Manager or Structural Liaison Engineer.
-===941.9.6 Driveway Lighting===
+.	For round drains, location of drains shall follow same requirements as for rectangular drains. Spacing shall be determined using the same method except as modified by adjusting the number of round drains in order to achieve a total cross sectional area of round drains approximately equal to that of rectangular drains. (Use 8” dimension parallel to barrier.)
-Driveway lighting such as flood lights or delineator type lights shall not be allowed on the right of way since they hamper routine maintenance of the right of way, block the utility corridor, and may be abandoned, leaving an obstruction to others working in the area.
-===941.9.7 Barrier Materials===
+'''Calculation of spacing to first slab drain'''
-[[image:941.35 Barrier Materials.jpg|right|400px]]
+The first slab drain either side from the high point of the bridge shall be calculated according the following equation. If the value of L1 is greater than the bridge length, slab drains are not required.
-Barrier material or curbing is normally required between the commercially developed property and the right of way.
-Barrier material on the right of way shall consist of Type S barrier curb, curb and gutter section or asphalt curb on asphalt surface.  This barrier material must be used along both sides of Type III and Type IV driveways and may be used on Type V driveways.  This same type of curbing is preferred along the right of way line throughout the areas of adjacent improvement.  Concrete or asphalt curbing is normally placed within the outside 6 in. (150 mm) of right of way.  In this manner, the curbing becomes a part of commission property and therefore cannot be removed without a permit.
+:<math>\, L_1 = \frac {24,393.6 (S_x)^{1.67} (S)^{0.5} (T)^{2.67}}{CnIW}</math>
-Barrier material off the right of way may consist of continuous wooden fences, guard cable, guardrail, retaining walls and decorative walls.  These devices may be used on an individual basis but must be a permanent structure.  The Commission will not maintain these features.
-===941.9.8 Material Specifications===
+* <math>\, L_1</math> = Distance from high point to first slab drain (ft.)
+* <math>\, S_x</math> = Cross slope of slab (ft./ft.)
+* <math>\, S</math> = Longitudinal slope of bridge (ft./ft.). For vertical curve bridges, "S" is the longitudinal slope at the location of the drain being analyzed. A linear approximation can be used to simplify the calculations.
+* <math>\, T</math> = Design spread (ft.). The spread is the width of gutter flow. The criteria in the following table shall be used to determine the design spread.
-====941.9.8.1 Aggregate for Granual Surfacing and Base====
+{|border="1" cellpadding="5" align="center"
+|+'''Design Spread Guide'''
+!Roadway Classification!!	Design Speed!!	Maximum Spread
+|-
+|Interstate||	All	||Up to the shoulder width, with a 10’ max.
+|-
+|rowspan="2"|Major||	≥ 45 mph	||Up to the shoulder width, with a 10’ max.
+|-
+|	< 45 mph||	Shoulder + 3 ft. (10’ max.)
+|-
+|Minor||	All||	Shoulder + 3 ft. (10’ max.)
+|}
-Aggregate for granular surfacing and bases shall be of good quality and be graded in accordance with MoDOT requirements.  The aggregate may be accepted on the basis of visual inspection by MoDOT’s representative or on the basis of certification by the supplier stating the material complies with MoDOT requirements.  MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.
-====941.9.8.2 Bituminous Mixtures for Base and Surface Courses====
+* <math>\, C</math> = Ratio of impervious to pervious drain area. On a bridge deck, most rainfall runs off, except at the beginning of a storm when rain wets the bridge deck and fills small depression areas. Design of slab drain spacing assumes the bridge deck is wetted, therefore a "<math>\, C</math>" value of 1.0 is recommended.
+* <math>\, n</math> = Manning's coefficient of friction. For typical pavements, "<math>\, n</math>" equal to 0.016 is used.
+* <math>\, I</math>  = Design rainfall intensity (in./hr.). The "Rational Method" as outlined in "Hydraulic Engineering Circular-12, (HEC-12)" with a 10 year frequency for a 10 minute time period shall be used to calculate the design rainfall. For bridges with sag curves or with wide deck drainage areas where the design speed is > 45 mph. (i.e., multi-lane super-elevated deck) 10 year frequency for a 5 minute time period may be used to calculate the design rainfall. Missouri's intensity varies across the state for these frequency and time period combinations. Therefore an "<math>\, I</math>" value of 6.50 in./hr. is recommended to determine slab drain spacing in most cases. An "<math>\, I</math>" value of 9.00 in./hr. is recommended for bridges with sag curves or with wide deck drainage areas where the design speed is > 45 mph.
-Bituminous mixtures for base and surface courses may be a commercial mixture from a plant that has furnished such material for MoDOT work, and which material has performed satisfactorily.  MoDOT’s representative may accept the mixture on the basis of visual inspection, or on the basis of certification by the supplier stating the mixture has been used satisfactorily on MoDOT work.  MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.
+:For details regarding roadway design frequency only, see [[640.1 Pavement Drainage#640.1.2.1 Design Frequency|EPG 640.1.2.1 Design Frequency]].
-[[image:941.36.3.jpg|right|275px]]
+* <math>\, W</math> = Width of deck drainage area (ft.). For crowned roadways use distance from top of crown to barrier face and for super-elevated bridges use distance from face of barrier to face of barrier.
-====941.9.8.3 Portland Cement Concrete====
-[[:Category:502 Portland Cement Concrete Base and Pavement|Portland cement concrete]] may be a commercial mixture containing no fewer than 564 pounds per cubic yard (305 kg. per cubic meter) Type I cement.  The aggregate shall be graded in accordance with MoDOT requirements and specifically [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1005 Gradation D] for coarse aggregate and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1005.3] for sand.  Portland cement concrete may be accepted on the basis of visual inspection by the department's representative, or on the basis of certification by the supplier stating the components of the mixture complies with MoDOT requirements and including or having attached the mix proportions.  MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.
+'''Calculation of Additional Slab Drain Spacing'''
-====941.9.8.4 Culvert Pipe====
+Once the first slab drain has been located, slab drain efficiency  "Es" is required to determine the location of additional slab drains. Given the efficiency of the slab drain, the amount of flow intercepted by the first slab drain (q)i is determined by (q)i =Es(QT)i where (QT) is the flow at which the gutter is filled to the design spread (T) at slab drain #1 and is determined by the equation:
-Corrugated metallic-coated steel culvert pipe shall be a commercially available new pipe so long as the pipe is fabricated by riveting, continuous welding, resistance spot welding or lock seam, and so long as the metal carries a brand designating a 2-ounce (600 g/m<sup>2</sup>) zinc coating or 1 ounce (300 g/m<sup>2</sup>)  aluminum coating and the name of the sheet manufacturer.  The metal thickness shall not be less than 16 gage (0.064 in., 1.63 mm).  MoDOT’s representative may accept corrugated steel culvert pipe on the basis of visual inspection, or on the basis of a certification by the supplier stating the pipe complies with MoDOT requirements.  MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.  Reinforced concrete culvert pipe shall be a commercially available new pipe from a source that has furnished pipe for MoDOT work.  MoDOT’s representative may accept the pipe on the basis of visual inspection, or on the basis of a certification by the supplier stating the pipe conforms to MoDOT requirements.  MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.
-Thermoplastic culvert pipe shall be a commercially available new pipe which is marked with the manufacturer's name or trademark, nominal size, the appropriate AASHTO designation, plant designation code, the date of manufacture or an appropriate code, and meets all requirements specified in the latest edition of the MoDOT standard specifications.  MoDOT’s representative may accept thermoplastic culvert pipe on the basis of visual inspection, or on the basis of a certification by the supplier stating the pipe complies with all requirements of MoDOT Standard Specifications 730. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.
+:<math>\, Q_T = \frac {CIWL}{43,560}</math> (cu. ft./second)
-====941.9.8.5 Guardrail====
-[[606.1 Guardrail|Guardrail]], appurtenances, and installation shall comply with MoDOT specifications.  Acceptance will be based on MoDOT's procedures.
+Interception flow decreases the flow in the gutter by q (intercepted). This flow must be replaced before another slab drain is required. Flow in the gutter at the second slab drain is given by the equation:
-====941.9.8.6 Chain Link Fence====
-[[:Category:607 Fencing|Chain link fence]], appurtenances and installation shall comply with MoDOT specifications.  Acceptance will be based on MoDOT's procedures.
+:<math>\, (Q_T)_{i+1} = \frac {CIW(L)_{i+1}} {43,560} - \textstyle \sum_{j=1}^i (q)_j</math> (cu. ft./second)
-====941.9.8.7 Reinforcing Steel====
-Reinforcing steel, appurtenances and installation shall comply with MoDOT specifications. Acceptance will be based on MoDOT’s procedures.
+Another slab drain is located when runoff minus intercepted flow equals flow in the gutter filled to the design spread <math>\, (T)</math> at length <math>\, (L)_{i+1}</math> where <math>\, (L)_{i+1}</math> is the total length of bridge to <math>\, (slab drain)_{i+1}</math>.
-====941.9.8.8 Welded Steel Wire Fabric====
+For tangent sections the additional theoretical slab drain spacing are constant. For vertical curve sections the theoretical slab drain spacing are variable and require the designer to repeat the process till the end of the bridge. Theoretical spacing should be revised to consider ease of spacing.
-Welded steel wire fabric, appurtenances and installation shall comply with MoDOT specifications. Acceptance will be based on MoDOT’s procedures.
-====941.9.8.9 Grates and Bearing Plates====
+'''Calculation of Slab Drain Interception Efficiency'''
+Slab drain interception efficiency <math>\, (E_S)</math> is that fraction of gutter flow removed by the slab drain.  FHWA's report called "Bridge Deck Drainage Guidelines" gives an approximation for <math>\, (E_S)</math> for small grates and low gutter velocities,
+<math>\, E_S = 1- \big[1-(w/T) \big]^{2.67}</math> which is a fraction of triangular gutter flow passing over a slab drain located next to the barrier.
+* <math>\, w</math> = width of slab drain normal to the flow (ft).
+* <math>\, T</math> = Design spread.
+In UMR's report "Scupper Interception Efficiency" emperical data is used to determine a more precise efficiency coefficient. They state that the slab drain efficiency <math>\, (E_S)</math> can be closely approximated by the equation <math>\, E_s = aS^b</math>, where <math>\, E_S</math> is a percent (%) and must be divided by 100 for use in the flow equations.
+* <math>\, S</math> = Longitudinal slope of bridge at slab drain location.
+* <math>\, a</math> and <math>\, b</math> = Emperical coefficients dependent on the bridge cross-slope. The following tables can be used to determine <math>\, a</math> and <math>\, b</math>.
+The UMR method shall be used whenever possible because of its ability to account for increased velocities with increased slopes in its efficiency coefficient. When the design spread "<math>\, T</math>" is other than 6 feet, the FHWA method must be used.
+{|border="1" style="text-align:center" cellpadding="5" align="center"
+|+'''Empirical Coefficients for 6-Foot Design Spread'''
+!colspan="3" width="300px"|8-Inch Dimension Perpendicular to Barrier||width="20"| ||colspan="3" width="300px"|8-Inch Dimension Parallel to Barrier
+|-
+!Cross-Slope!!	a!!	b !! !!	Cross-Slope!!	a!!	b
+|-
+|0.010||14.580||	-0.180||  ||0.010||	9.170||	-0.230
+|-
+|0.016||6.670||	-0.340||  ||0.016||7.060||	-0.280
+|-
+|0.020||	3.550||	-0.450 || ||0.020||	5.620||	-0.320
+|-
+|0.030||	2.080||	-0.500 || ||0.030||	4.670||	-0.320
+|-
+|0.040||	2.080||	-0.440|| ||0.040||	3.060||	-0.370
+|-
+|0.050||	3.680||	-0.280 || ||0.050||	3.660||	-0.300
+|-
+|0.060||	5.510||	-0.140 	|| ||0.060||	4.560||	-0.210
+|-
+|0.070||	4.550||	-0.160|| ||0.070||	5.500||	-0.130
+|-
+|0.080||	5.420||	-0.110|| ||0.080||	5.420||	-0.110
+|}
-[[:Category:614 Drainage Fittings (Grate Inlets)|Grates]] and bearing plates shall comply with MoDOT specifications and shall be of a design approved by MoDOT's representative.  Acceptance will be based on MoDOT procedures.
-====941.9.8.10 Guidelines for Review of Requests for Overweight Crossings of State Highways====
+=== 751.10.3.2 Details ===
+====751.10.3.2.1 New Structure Without Wearing Surface Slab Drains - Details====
-{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
+<center>
+{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
 |+
-! style="background:#BEBEBE"|Route Type!!style="background:#BEBEBE"|Grade Requirements!! style="background:#BEBEBE"|Remarks
+| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''
+|-
+|align="center"|[http://www.modot.org/business/standard_drawings2/drains_new_title_block.htm Slab Drains]
+|}
+[[image:751.10.3.2.1 straight 2020.jpg|700px]]
+{|border="1" style="text-align:center" cellpadding="5" align="center"
+|+
+!Prestressed Member Type!!	Dimension A!!	Dimension B!!	Standard Drawing
 |-
-| align="center"|Interstate|| align="center"|	N/A|| align="center"|	No at-grade crossing permitted.  No new grade separations considered.  Grade separations considered during design stage of highway.
+|Type 2, 3 & 4 I-Girders	||2’-9½“	||2’-5½“	||S_DRA05
 |-
-| align="center"|Principal Arterial|| align="center"|N/A|| align="center"|No at-grade crossing permitted. Grade separations crossings will be considered.
+|Type 6 I-Girder	||3’-3”	||2’-11”	||S_DRA05
 |-
-| align="center"|Secondary and Recreational|| align="center"|Crossing guard and signals required if sight distance is less than 1,000 ft.||''AADT over 3,000'' - No at-grade crossing permitted.  ''AADT 1,000 - 3,000'' -- Crossing permitted during period gap study shows adequate gaps 75% of the time. ''AADT under 1,000'' - Crossings permitted.  Grade separation crossings will be considered.
+|Type 7 & 8 Bulb-Tees	||4’-0”||	3’-8”	||S_DRA01
 |-
-| align="center"|Principal Arterial|| align="center"|N/A|| align="center"|No at-grade crossing permitted. Grade separations crossings will be considered.
+|NU Girders||	4’-3⅛”||	3’-11⅛“	||S_DRA06
 |-
-| align="center"|All others|| align="center"|Crossing guard and signals not required provided minimum sight distance from crossing is greater than prevailing speed in ft. per sec. multiplied by 8 but not less than 500 ft..
+|Box Beams||	4’-3”||	3’-11”||	S_DRA08
+|}
-- 40 mph   = 500 ft.
-mph   = 586 ft.
-mph   = 704 ft.
-mph   = 823 ft.
+[[image:751.10.3.2.1 angled 2020.jpg|700px]]
-|| ''AADT over 3,000'' -- no at-grade crossing permitted.
+{|border="1" style="text-align:center" cellpadding="5" align="center"
+|+
+!Prestressed Member Type!!	Dimension C!!	Dimension D!!	Standard Drawing
+|-
+|Type 2, 3 & 4 I-Girders||	2’-3⅞“||	22⅛“||	N/A
+|-
+|Type 6 I-Girder||	2’-9⅜”||	2’-3⅝”||	N/A
+|-
+|Type 7 & 8 Bulb-Tees||	3’-6⅜”||	3’0⅝”||	S_DRA02
+|-
+|NU Girders||	3’-9½”||	3’-3¾“||	S_DRA07
+|-
+|Box Beams||	3’-9⅜”||	3’-3⅝”||	S_DRA09
+|}
-''AADT 1,000  - 3000'' -- Crossing permitted during period gap study shows adequate gaps 75% of the time.
-''AADT under 1,000'' -- Crossings permitted.  Grade separation crossings will be considered.
+{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"
+|+'''Prestressed Double-Tee Structure - No Wearing Surface'''
+|[[Image:751.10 part section of slab drain double-tee.gif]]
+|[[Image:751.10 part plan of slab drain block out double-tee.gif]]
+|-
+!Part Section of Slab at Drain
+!Part Plan of Drain Blockout
+|-
+|rowspan="3"|[[Image:751.10 elevation of drain double-tee.gif]]
+|[[Image:751.10 part section a-a double-tee drain.gif]]
+|-
+!Part Section A-A
+|-
+|[[Image:751.10 section b-b double-tee drain.gif]]
+|-
+!Elevation of Drain
+!Section B-B
+|-
+|colspan="2"|[[Image:751.10 plan of drian double-tee.gif]]
+|-
+!colspan="2"|Plan of Drain
+|}
+{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"
+|-
+|[[Image:751.10.3.2.1 optional.jpg|center|400px]]
+|}
+</center>
+====751.10.3.2.2 Structure with Wearing Surface Slab Drains – Details====
+See [[751.40 LFD Widening and Repair#751.40.5.1 Structure with Wearing Surface Slab Drains - Details|EPG 751.40.5.1 Structure with Wearing Surface Slab Drains -  Details]]. The details shown in this article are sufficient for new structures with a wearing surface.
+=== 751.10.3.3 General Requirements for Location of Slab Drains ===
+{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"
+|+'''Example Elevations Showing Possible Slab Drain Locations'''
+|[[Image:751.10 stream crossing with no slope protection.gif]]
+|-
+!Elevation of Stream Crossing with no Slope Protection
+|-
+| &nbsp;
+|-
+|[[Image:751.10 stream crossing with slope protection.gif]]
+|-
+!Elevation of Stream Crossing with Slope Protection
+|-
+| &nbsp;
+|-
+|[[Image:751.10 grade separation with paved slope protection.gif]]
+|-
+|'''Elevation of Grade Separation with Paved Slope Protection'''<br/>(*) See Design Layout for maximum slope of spill fill.
 |}
-All requests for overweight crossings, after a thorough review in the district for compliance with these guidelines, shall be submitted to [http://sp/sites/ts/Pages/default.aspx Traffic] with the district's recommendation.
-All at-grade crossings approved will require improvement of the roadway and shoulders to an extent sufficient to withstand the increased weights and usage.
+[[image:751.10.3.3 Part Elev of Integral 2020.jpg|800px|center]]
+<center>
+'''Part Elevation of Integral End Bent with MSE Wall'''</center>
+:::Notes:
+::::'''*'''  Slab drains spaced in accordance with above figures.
+For Drainage Guidance, see [[751.24 LFD Retaining Walls#751.24.2.1 Design|EPG 751.24.2.1 Design]].
-When guards are required, they shall be positioned in a manner to provide adequate sight distance as determined by route type and prevailing speed.
+[[image:751.10.3.3 Part Elev of Nonintegral 2020.jpg|800px|center]]
+<center>
+'''Part Elevation of Non-Integral End Bent with MSE Wall'''</center>
+:::Notes:
+::::'''*'''  Slab drains spaced in accordance with above figures
+::::'''**''' For closed expansion joint, collect water at end and discharge to drainage system using conduit.
+::::::For open expansion joint, provide drain trough with positive slope; collect water at lower end and discharge into drainage system using conduit.
-If required, signals shall be installed by applicant and positioned to face haul road traffic.  These signals shall consist of a red lens and shall be remotely controlled by the guard.  The signal shall display a flashing red indication until such time as a haul truck approaches and there is sufficient gap upon the highway to ensure safe crossing at which time it shall be extinguished.  The signal heads shall be located in such a manner they are not visible from the highway.  Standard yield signs shall be installed facing the haul road.
+For Drainage Guidance, see [[751.24 LFD Retaining Walls#751.24.2.1 Design|EPG 751.24.2.1 Design]].
-If guards are not required, standard stop signs shall be installed facing haul road traffic.  Haul trucks will stop prior to every crossing and wait for an adequate gap before proceeding.
+== 751.10.4 Conduit Systems ==
-At the applicant's option, they may provide a guard and signal instead of stop sign requirements as above.
+'''General'''
-If the crossing is used during hours of darkness, the applicant shall provide [[:Category:901 Lighting|basic lighting]].
+Conduit systems shall be provided on structures when specified on the Design Layout.
-Warning lights or signs other than provided for by a standard Contract for Signs at Truck Crossing (TR12) will not be permitted facing highway traffic.
+All conduits shall be rigid, nonmetallic, Schedule 40, heavy wall polyvinyl chloride
+(PVC) and in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1060].
-The applicant shall provide liability insurance protecting persons and property using the highway.  Such insurance is to provide liability for property damage for any one accident in a minimum amount of $2,000,000 and for injury to persons of at least $2,000,000 for any one accident.
+All conduit fittings for PVC conduits shall be in accordance with Sec 1060.
-If a grade separation is proposed (underpass or overpass), detailed plans prepared by a Missouri-registered Professional Engineer shall be submitted for review.
+All conduit clamps, if required, shall be commercially available, nonmetallic conduit clamps and approved by the engineer.
-An agreement will be required for all overweight crossings.  To facilitate the review of requests for these crossings, the following information is provided to Traffic:
+Drainage shall be provided at low points or other critical locations of all conduits and all
+junction boxes in accordance with  [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 707]. All conduits shall be sloped to drain where possible.
-:1.	Name of applicant to be used in agreement.
+Junction boxes shall be NEMA 4 or NEMA 4X enclosures and in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1062] except as shown on plans.
-:2.	AADT and prevailing speeds at the proposed crossing.
+Deflection couplings at the end of the wings shall be required for probable thermal movements of the structure and ground movements.
-:3.	Exact location by station number and distance from nearest intersection.
+'''Conduit Sizing and Placement Guidelines'''
-:4.	Location by range, township, and section.
+Conduit sizes shall be determined realistically and practically by the core team based on the project need and shall be specified on the Design Layout.
-:5.	Sketch of location.
+Conduit should be placed internal to the structure encased in concrete unless the number of conduits required will not allow or there is no new concrete construction required and conduit must be placed external to the structure.
-:6.	Available sight distance in both directions along highway.
+Single or multiple conduits may be used.
-:7.	Make, model, gross weight (loaded) and axle spacing of equipment used for hauling.
+Minimum clearance to single or multiple conduits encased in concrete shall be 3 in., unless otherwise shown.
-:8.	Number of loaded and empty crossings per hour.
+For single conduit placement, 3-inch round conduit is the maximum size preferred and shall be placed in the barrier.
-:9.	Sketch and description of proposed roadway construction including details of      bypass detour if necessary.
+:Single 4-inch round conduit may be used based on core team agreement that single 4-inch round conduit is absolutely required to meet the project need. Single 4-inch round conduit shall be placed in the barrier. (Practical difficulties in placing single 4-inch round conduit in the barrier could include sweeping from the outside face to the roadway face for junction box connections, increased interference with reinforcement, and less assurance for consolidated concrete under the conduit.)
-:10.	Hours of operation.
+:Single 2-inch round conduit may be placed in the slab when necessary, for example, when using barrier, either concrete or steel, that cannot accept conduit, or when surplus conduit must be run and placement in the barrier has been exhausted. Minimum clearance may be less than 3 inches.
-===941.9.9 Maintenance of Residential, Commercial, and Public Road Entrances===
+For multiple conduit placement, three 2-inch round conduits, two 3-inch round conduits, or 2-inch plus 3-inch round conduit in combination may be used and shall be placed in the barrier.
-{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="190px" align="right"
+:4-inch round conduit shall not be combined with 2-inch round conduit or 3-inch round conduit where multiple conduits are to be placed in the barrier.
+:Minimum clearance between conduits placed in the barrier shall be one inch.
+:Placement method of multiple conduits shall be determined on a case-by-case basis. Other options include placing conduits on hangers or placing conduits in a deepened slab. Hangers and supports may be designed in accordance to a manufacturer’s specifications or they can be designed by a manufacturer for all external and internal loads. This depends on the number of conduits to be supported by hangers and the complexity of the design. Supporting connections like concrete anchors into the bridge must also be designed. Spacing of hangers may be made by the manufacturer and if necessary as shown on the plans. Resin anchors are not allowed for overhead installations. Special provisions may be required to instruct the contractor for this work.
+All conduits shall be placed near the outside face of the barrier. For junction
+box placements at the roadway face of the barrier, conduit bends or sweeps shall be required for connecting the conduit to the junction boxes. Refer to [[751.10 General Superstructure#Junction Boxes and Placement|Junction Boxes and Placement Guidelines]].
+Shift reinforcing steel in the field where necessary to clear all conduits and junction
+boxes.
+For placement of single or multiple conduits in barrier other than as shown, sizing and placement shall similarly follow these guidelines. Review for applicability and special detailing.
+Conduit placed external to the structure should be placed to the underside to avoid collecting dirt, debris and corroding moisture.
+:* May be attached to outside face of barrier if necessary.
+:* May be attached between girders.
+:* May be attached to underside of deck cantilevers but may not be attached near slab edge and not on slab bridge due to clearance issues.
+:* May not be attached to prestressed panels.
+{| cellpadding=10
+|-
+| || <center>'''Conduit Systems Placement'''</center> ||
 |-
-|'''Additional Information on Design of Driveway Pavement'''
+| [[image:751.10.4-Single_Conduit_in_Slab-Feb-23.jpg|center|x175px]]
+| [[image:751.10.4-Single_Conduit_in_Barrier-Feb-23.jpg|center|x175px]]
+| [[image:751.10.4-Multiple_Conduits_in_Safety_Barrier-Feb-23.jpg|center|x175px]]
+|- style="text-align: center; vertical-align: top;"
+| <b>Section of Single Conduit in Slab</b>
+| <b>Section Showing Single Conduit in Barrier</b>
+| <b>Section of Multiple Conduits in Safety Barrier Curb</b>
+|- style="vertical-align: top;"
+|
+| * Single 4-inch round conduit if absolutely required</br>to meet the project need and based on core team agreement.</br>** 3 ½-inch clear provides approximately 1” clearance</br>between the conduit and vertical reinforcing steel.
+| * One-inch minimum.</br>** Single four-inch round conduit if absolutely</br>required to meet the project need and based on</br>core team agreement.</br>*** 3 ½-inch clear provides approximately 1”</br>clearance between the conduit and vertical</br>reinforcing steel.
+|-
+|
+|-
+| [[image:751.10.4-Multiple_Conduits_in_Deepened_Slab-Feb-23.jpg|center|x250px]]
+| [[image:751.10.4-Section_Suspended_Conduit-Feb-23.jpg|center|x250px]]
+| [[image:751.10.4-Section_Suspended_Conduit_DetailA-Feb-23.jpg|center|x200px]]
+|- style="text-align: center; vertical-align: top;"
+| <b>Section of Multiple Conduits in Deepened Slab</b>
+| <b>Part Section of Suspended Conduit (on Hanger) at Drain</b>
+| <b>Detail A (Hanger)</b>
+|- style="vertical-align: top;"
+| * Permissible combination may include 4-inch round</br>conduit. More than two conduits may be used.
+|
+|
 |-
-|[[233.2 At-Grade Intersections with Stop and Yield Control#233.2.10 Driveway and Approach Pavement Design Criteria|EPG 233.2.10 Driveway and Approach Pavement Design Criteria]]
 |}
-The maintenance of entrances will be handled on a routine basis and is not a priority over any other roadway maintenance operation. Property owners must apply for a permit prior to the property owner upgrading or improving the surface type.
-====941.9.9.1 Residential Entrances====
-MoDOT shall maintain residential entrances with an aggregate surface from the edge of the travelway to the right of way line (property line). Any other surface type shall be maintained by MoDOT from the edge of the travelway to the outside edge of the shoulder of normal shoulder width not exceeding 10 ft. unless prior or subsequent agreements state otherwise; the driveway outside of the shoulder width  should be maintained by the landowner. This applies whether the entrance was constructed by MoDOT or by the property owner under a permit.
-====941.9.9.2 Commercial Entrances====
+'''Expansion Fittings and Setting'''
-MoDOT will maintain commercial entrances from the edge of the travelway to the outside edge of the shoulder or normal shoulder width not exceeding 10 ft. unless prior or subsequent agreements state otherwise. This applies whether the entrance was constructed by MoDOT or by the property owner under a permit regardless of pavement type. The remainder of the driveway outside of the shoulder width shall be maintained by the commercial business.
-====941.9.9.3 Public Entrances====
+Expansion fittings shall be required where expected ''bridge movements'' or ''conduit movements'' could cause distress in either conduits or structural supports of conduits.
-Public roads are to be maintained to the right of way line unless prior or subsequent agreements state otherwise.
-====941.9.9.4 Drainage Structures====
+''Bridge movements'' of primary concern are thermal expansion and contraction, and live load deflections. Both types of movement can occur in structures with or without expansion devices and gaps. Thermal movements are typically predominant.
-[[image:941.29.jpg|right|475px]]
-All entrance drainage and drainage structures within the limits of the right of way will be maintained by MoDOT forces even when constructed by permit.  When the maintenance of drainage structures causes removal of or damage to the entrance surface, the surface will be replaced in kind and thickness by MoDOT’s forces. MoDOT forces will replace an existing drainage pipe that fails. It is not intended to require upgrading the entrance to new standards or specify the type of replacement pipe to be used.  Other items, such as curbed islands, gutters, culverts, culvert pipes, posts, etc., shall be maintained by MoDOT if they were constructed by MoDOT.  Maintenance of curbed islands, landscaping and other special features constructed under permit by the property owner will be maintained by the property owner unless prior or subsequent agreements state otherwise.
-Where residential, commercial, and public entrances intersect MoDOT-owned and -maintained roadways, vegetation management shall be according to [[:Category:800 ROADSIDE DEVELOPMENT|EPG 800 Roadside Development articles]].
+''Conduit movements'' of primary concern are thermal expansion and contraction. Conduit placed internally to the structure, for example, is encased in concrete, and movement is considered restrained and coincident with the superstructure for which expansion fittings are required only where there is a gap in the concrete. Conduit placed externally to the structure is considered unrestrained for which expansion fittings shall be required.
-==941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras==
+For expansion fittings of conduit to be encased in concrete:
-{|style="padding: 0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="310px" align="right"
+:Expansion fittings shall be specified on the bridge plans where conduit expansion and contraction will coincide with the expansion and contraction of the bridge superstructure, for example at expansion devices or gaps, i.e. open, closed or filled joints, including filled joints in the barrier where conduit is placed in the barrier.
+:Estimated total expansion movement shall be specified on the bridge plans for each location where an expansion fitting is specified and based on the coefficient of thermal expansion for either a steel or concrete superstructure.
+:Expansion fittings shall be designed to accommodate a movement of one and a half times the estimated total expansion movement at an open or closed joint, or 4 times the joint filler thickness rounded to the nearest half inch at a filled joint.
+:Expansion fittings shall be placed and set in accordance with the manufacturer’s requirements and based on the air temperature at the time of setting given an estimated total expansion movement using a maximum temperature range of 150°F for steel or 120°F if concrete and a maximum temperature of 120°F for steel or 110°F for concrete.
+For expansion fittings of conduit not to be encased in concrete:
+:Conduit expansion and contraction should be allowed to occur independently of the bridge superstructure movement since the coefficient of thermal expansion for PVC conduit is three times greater than that for steel and concrete.
+:The quantity and placement of additional expansion fittings shall be determined by the contractor and in accordance with the conduit manufacturer’s recommendations and specified on the bridge plans except:
+::Expansion fittings shall be specified on the bridge plans at all superstructure open, closed or filled joints, and
+::Expansion fittings shall be specified on the bridge plans for bridges without open or closed joints near where known conduit restraint will be imposed, for example, where conduits will be rigidly attached at bends or where conduit goes into the ground.
+:Estimated total expansion movement shall be specified on the bridge plans for each location where an expansion fitting is specified and based on the thermal movement of PVC conduit for clamped, suspended or conduit otherwise externally supported to or from the superstructure using a coefficient of thermal expansion of 3.38 x 10<sup>-5</sup> in./in./°F for PVC conduit.
+:Expansion fittings shall be placed and set in accordance with the manufacturer’s requirements based on the air temperature at the time of setting given an estimated total conduit expansion movement using a maximum temperature range of 120°F and a maximum temperature of 110°F. For conduit exposed to direct sunlight, 30°F is added typically to the temperature range for design purposes only.
+:Nonmetallic conduit clamps shall be specified to allow the conduit to move freely during expansion and contraction while properly securing it. Expansion fitting barrels should be clamped securely whereas conduit should be mounted loosely so that it can slide freely.
+:'''Example 1''' – Conduit encased in concrete. Plate Girder superstructure with expansion length of 300 ft.
+:Δ (Steel) = (0.0000065)(150)(300)(12) = 3.51 in.
+:Δ (Fitting) total = 1.5 x 3.51 = 5.27 in.
+:'''Use 5 1/4 in. total expansion movement.'''
+:'''Example 2''' – Conduit encased in concrete. Expansion at 1/4 in. joint filler in barrier.
+:Δ (Fitting) total = 4 x 0.25 = 1.0 in.
+:'''Use 1 in. total expansion movement.'''
+:'''Example 3''' – Conduit not encased in concrete and not exposed to direct sunlight. Integral Abutment Bridge with expansion length of 150 ft.
+:Δ (Conduit) = (0.0000338)(120)(150)(12) = 7.30 in.
+:Δ (Fitting) total = 1.0 x 7.30 = 7.30 in.
+:'''Use 7 1/2 in. total expansion movement for each expansion fitting placed at end of the bridge.'''
+Deflection Coupling (Fitting) and Expansion Fitting:
+:Deflection Coupling shall be specified on the  bridge plans where conduit exits from the structure. Based on estimated total expansion movement of steel or concrete bridge structure determine how many Deflection Couplings are required. Deflection Coupling shall accommodate axial or parallel movement up to 3/4" and angular movement of up to 30° from normal position.
+:When total movement is less than or equal to 1 1/2", provide deflection coupling without expansion fitting. When total movement is greater than 1 1/2", provide two deflection couplings or one deflection coupling and one expansion fitting.
+:'''Example 1 -''' Conduit encased in concrete. Plate Girder superstructure with expansion length of 280 ft., and 150° temperature range.
+:Δ (Steel) = (0.0000065)(150)(280)(12) = 3.28 in.
+:Δ (Factored) total = 1.00 x 3.28 = 3.28 in.
+:Δ (Fitting) movement for temp rise or fall = 3.28/2 = 1.64 in.
+:'''Provide two deflection couplings or one deflection coupling and one expansion fitting.'''
+:'''Example 2 -''' Conduit encased in concrete. Prestressed beam superstructure with expansion length of 173 feet, and 120° temperature range.
+:Δ (Concrete)= (0.000006)(120)(173)(12) = 1.50 in.
+:Δ (Factored) total = 1.00 x 1.50 = 1.50 in.
+:Δ (Fitting) movement for temp rise or fall = 1.50/2 = 0.75 in.
+:'''Provide one deflection coupling.'''
+'''Junction Boxes and Placement'''
+Size and location of junction boxes shall be specified on the bridge plans when a conduit system is required.
+Maximum spacing between junction boxes shall be approximately 250 feet.
+Junction boxes shall be required at each end of the bridge when conduit is required.
+All junction boxes shall be placed in the wings at the outside face at each end of the bridge when spacing between the end bent junction boxes is less than 250 feet and district Traffic does not require an additional junction box on the bridge.
+When spacing between the end bent junction boxes exceeds 250 feet, additional junction boxes shall be required and all junction boxes shall be placed in and at the roadway face of the barrier. (Junction box placement at the roadway face is preferred for easier accessibility for utility maintenance.)
+Placement of junction boxes and covers complete-in-place shall be flush with the roadway face of the barrier. Junction boxes and covers may be recessed up to 1/4 inch.
+Junction boxes should not be placed within 5 feet of an open, closed or filled joint in the barrier. Shift reinforcing steel in the field where necessary to clear all junction boxes.
+Perimeter steel shall be required at all junction box placements at the roadway face of the barrier.
+When 2-inch round conduit is placed in the slab, preferred placement of junction boxes shall be in the slab and in areas accessible from underneath the bridge.
+{| border="1" class="wikitable" style="margin: 1em auto 1em auto" align="center" style="text-align:center"
+|+
+! colspan="3" style="background:#BEBEBE"|Junction Box Size Requirements
 |-
-|'''Additional Resources'''
+!rowspan="2" style="background:#BEBEBE"|Junction Box Placement!!rowspan="2" style="background:#BEBEBE" |Entering Conduit Size(s) !! style="background:#BEBEBE"|Junction Box Size<sup>1</sup>
 |-
-|[https://modotgov.sharepoint.com/sites/ts/Contracts/Forms/AllItems.aspx?id=%2Fsites%2Fts%2FContracts%2FPermits%2FLicense%20Plate%20Readers&viewid=ceba12c3%2De3d0%2D48f3%2Da440%2De3c44ed8bf10 License Plate Readers SharePoint Site]
+! style="background:#BEBEBE"|H x D x L<sup>2</sup>, inches
 |-
-|[[media:941.10-LPR Installations_06-23.pdf|LPR Flowchart and Installation Locations]]
+|rowspan="6"|Concrete Barrier Type D</br>Or</br>Type H</br>Or</br>Abutment Wing || Single 2” Round Conduit || rowspan="6" | 12 x 10 x 12
 |-
-|[[media:941.10.1-LPR_Independent_Installation_Typical_Application_V05.pdf|LPR Independent Installation Typical Application]]
+|Single 3” Round Conduit
 |-
-| [https://epg.modot.org/forms/general_files/TS/Flock_Safety_Breakaway_TA.pdf Flock Safety Breakaway Typical Application].
+|Single 4” Round Conduit<sup>'''3'''</sup>
 |-
+|Three 2” Round Conduit
+|-
+|Two 3” Round Conduit
+|-
+|2” plus 3” Round Conduit
+|-
+| 8 1/2 inch Slab || 2” Round Conduit || 12 x 4 x 12
+|-
+|colspan="3" align=left|<sup>'''1'''</sup> Note on the plan that Junction box size shown on plan may require special order. Smaller junction box may be substituted if junction box meets conduit installation, clearance and project requirements.
+|-
+|colspan="3" align=left|<sup>'''2'''</sup> Length may be increased, if required. Coordinate with core team or district traffic. For junction box longer than 12”, an additional transverse bar pair should be spaced at 4 inch in addition to shown transverse bar pairs in “Part Elevation of Barrier over Slab Showing Perimeter Steel” on both sides of junction box.
+|-
+|colspan="3" align=left|<sup>'''3'''</sup> Single 4-inch round conduit may be used based on core team agreement that single 4-inch round conduit is absolutely required to meet the project need. Single 4-inch round conduit shall be placed in the barrier and abutment wing.
 |}
-Automated License Plate Readers (LPRs) and Pan-Tilt-Zoom cameras (PTZs) are an increasingly popular way for law enforcement to better locate vehicles associated with criminal activity. These high-tech devices allow law enforcement agencies to compare plate numbers against those of stolen vehicles and vehicles driven by individuals with expired licenses, an active warrant, or involved with terrorist activities.
-The deployment of these devices on Commission right of way shall not create a safety risk for the traveling public or interfere with MoDOT’s ability to maintain and operate the transportation system. All costs associated with the installation and maintenance of the LPRs and PTZs will be the responsibility of the applicant. The following guidance applies to any LPR or PTZ installed on Commission right of way.
+<center>'''Details of Junction Box Placements'''</center>
+{| cellpadding=2 style="margin-left: auto; margin-right: auto;"
+|-
+| [[image:751.10.4-Junction_Box-Feb-23.jpg|center|x200px]]
+| [[image:751.10.4-Barrier_Curb-Feb-23.jpg|center|x225px]]
+|- style="text-align: center; vertical-align: top;"
+| <b>Section of Junction Box in Slab</b>
+| <b>Part Plan of Barrier Showing Delineated Conduit System Placement Only</b><center>(Use where junction boxes are in wing only)</center>Single conduit shown, multiple conduits similar.</br>Expansion fittings or deflection couplings are not shown for clarity.</br>Drawing is not to scale.</br>
+|-
+|}
-===941.10.1 Approval Process===
-The general process for LPR and PTZ requests are outlined in the [[media:941.10-LPR Installations_06-23.pdf|LPR Flowchart]].  Law enforcement agencies must request approval, in writing, for deploying LPRs and PTZs from the [https://dps.mo.gov/dir/ Director of the Department of Public Safety].  Requests are to be on the law enforcement agency letterhead and emailed to the Department of Public Safety at [mailto:dpsinfo@dps.mo.gov dpsinfo@dps.mo.gov].
-The Department of Public Safety (DPS) provides approval for the use of LPR and PTZ devices. MoDOT only facilitates the administration of work by others on Commission right of way. [[#941.6 Request for a Permit to Perform Work on MHTC’S Right of Way|MoDOT’s permitting process]] will be followed for the constructability and maintenance of the devices to ensure the safety of the traveling public. If an issue is identified through our normal permitting process and cannot be resolved, a permit for this work will not be issued.
+{| cellpadding=2 style="margin-left: auto; margin-right: auto;"
+|-
+| colspan=2 | <b><center>Select Detail A or B based on total movement and show on plan.</center></b>
+|-
+| [[image:751.10.4-Barrier_Curb_Detail_A-Feb-23.jpg|center|x250px]]
+| [[image:751.10.4-Barrier_Curb_Detail_B-Feb-23.jpg|center|x250px]]
+|- style="text-align: center; vertical-align: top;"
+| <b>Detail A</b>
+| <b>Detail B</b>
+|- style="text-align: center; vertical-align: top;"
+| (Use where total movement is not greater than 1½ inches.)
+| (Use where total movement is greater than 1½ inches.)
+|}
+{| cellpadding=2 style="margin-left: auto; margin-right: auto;"
+|-
+| [[image:751.10.4-Junction_Box_in_Wing-Feb-23.jpg|center|x300px]]
+| [[image:751.10.4-Wing_Section_AA-Feb-23.jpg|center|x250px]]
+|- style="text-align: center; vertical-align: top;"
+| <b>Part Elevation Showing Junction Box in Wing</b>
+| <b>Section A-A</b>
+|- style="text-align: center; vertical-align: top;"
+| (Use where junction box is in wing only)<br>(Single conduit shown, multiple conduits similar.)
+| (Single conduit shown, multiple conduits similar.)
+|}
-It is the requesting law enforcement agency’s responsibility to contact MoDOT’s local permit specialist to initiate the permitting process, after approval from DPS has been received. Contact information for MoDOT’s local permit specialists can be found using the District Permit Maps.
+{| cellpadding=2 style="margin-left: auto; margin-right: auto;"
+|-
+| [[image:751.10.4-Junction_Box_in_Barrier-Feb-23.jpg|center|x300px]]<center>'''*''' Minimize length of sweep in order to lessen the number of #5-R1 bars necessary to bend in field.</center>
+| [[image:751.10.4-Barrier_Curb_Section_BB-Feb-23.jpg|center|x250px]]
+|- style="text-align: center; vertical-align: top;"
+| <b>Part Plan of Barrier Showing Delineated Conduit System Placement Only</b>
+| <b>Section B-B</b>
+|- style="text-align: center; vertical-align: top;"
+| (Use where junction boxes are in barrier only.)</br>Single conduit shown, multiple conduits similar.</br>Expansion fittings or deflection couplings are not shown for clarity.</br>Drawing is not to scale.
+| (Single conduit shown, multiple conduits similar.)
+|}
-The local district representative will work with the applicant through the permitting process. The permit request submittal must include:
-:*An aerial image, or map, depicting all the individual LPR locations included in the submittal.
-:*An aerial image for each LPR location included in the submittal clearly showing where the proposed installation with respect to the roadway and other structures on the right of way.
-:*A set of drawings, or plans, showing the hardware and their installation details proposed on the right of way, which must be signed and sealed by a Missouri Professional Engineer (P.E.).
-::*This applies to stand alone installations as well as installations on approved existing structures on right of way, such as signal and sign truss uprights.
-:*Executing a Roles and Responsibilities document to specifically address the expectations of maintaining the devices being installed.
-:*A plan to provide electricity to the equipment as well as retrieving data from the equipment.
-:*A traffic control plan for any proposed work on the right of way to notify and guide motorists safely through the activity area.
-:*A surety deposit or performance bond to insure satisfactory work, accepted by MoDOT.
-A separate permit may be provided for the applicant, or their consultant, to access the right of way to collect information needed to develop a set of plans for installing the devices.
+{| cellpadding=2 style="margin-left: auto; margin-right: auto;"
+|-
+| [[image:751.10.4-Barrier_Curb_over_Slab-Feb-23.jpg|center|x200px]]
+|- style="text-align: center; vertical-align: top;"
+| <b>Part Elevation of Barrier over Slab Showing Perimeter Steel</b>
+|- style="text-align: center; vertical-align: top;"
+| (Use where junction boxes are in barrier only.)</br>Show extra R1, R2, R3 and #5-R Perimeter Bar 6’-0” long with the barrier details and include in the Bill of Reinforcing Steel.</br>Perimeter bar (#5-R) is not required at end bent junction boxes. Spacing of K bars is more condensed at end bents. Extra K bars may be used and shown with the barrier details and included in the Bill of Reinforcing Steel.
+|}
-===941.10.2 Location===
-When receiving a request, the district will work with the law enforcement agency to determine if there are acceptable locations for the proposed installations off MoDOT right of way. If there are no appropriate locations off of right of way, the district will work with the agency to determine if the LPRs and PTZs requested can be deployed on Commission right of way.
-LPR and PTZ installations on Commission right of way shall only monitor traffic on MoDOT roadways and shall not be used to monitor off system roadways, such as county, city, or private facilities.
+{| cellpadding=2 style="margin-left: auto; margin-right: auto;"
+|-
+| [[image:751.10.4-Barrier_Curb_Section_Single_Conduit-Feb-23.jpg|center|x300px]]<center>* Single 4-inch round conduit if absolutely required.</center>
+| [[image:751.10.4-Barrier_Curb_Section_Multiple_Conduit-Feb-23.jpg|center|x300px]]
+|- style="text-align: center; vertical-align: top;"
+| <b>Section through Barrier Showing Junction Box</b>
+| <b>Section through Barrier Showing Junction Box</b>
+|- style="text-align: center; vertical-align: top;"
+| (Single Conduit near Roadway Face)
+| (Multiple Conduits near Roadway Face)
+|-
+|}
+{| cellpadding=2 style="margin-left: auto; margin-right: auto;"
-====941.10.2.1 LPR and PTZ Non-Permanent Installations - Speed Enforcement Trailers====
+|-
-The only form of non-permanent structure that LPR and PTZ devices may be deployed on, when placed on Commission right of way, are speed trailers. However, speed trailers shall only be deployed for the primary purpose of speed enforcement and not for the primary purpose of deploying LPR and PTZ devices. When speed trailers are deployed, the electronic speed message must be active and the unit deployed and delineated in accordance with [[907.8 Speed Trailers Deployed by Others|EPG 907.8 Speed Trailers Deployed by Others]].
+| <b>Note: 3½” inch clear provides approximately 1½” clearance between the conduit and vertical</br>reinforcing steel on roadway face. This clearance is excessive, but is recommended</br>to keep the clearances to front and back face of barrier similar for ease of construction.</b>
+|-
+|}
-====941.10.2.2 LPR and PTZ Permanent Installations====
+==751.10.5 Approach Slab==
-To assure LPR and PTZ devices do not represent an added risk to the traveling public, there are defined installation locations which are acceptable on Commission right of way.
-Acceptable installation locations include:
-:* Only deployed on the right side of the roadway outside of the shoulder.
-:* On MoDOT traffic signal upright poles, except in instances where deployment will interfere with other devices already attached to the pole.
-:* On MoDOT overhead sign truss upright poles.
-:* On independent signal pedestal base poles behind barrier (installed and maintained by requesting agency or their LPR vendor) in accordance with the [[media:941.10.1_LPR_Independent_Installation.pdf|LPR Independent Installation Typical Application]].
-:* On independent breakaway support that has been crash tested and approved by MoDOT. The following is a list of approved systems(s).
-::* [https://epg.modot.org/forms/general_files/TS/Flock_Safety_Breakaway_TA.pdf Flock Safety Breakaway TA].
-:* On any non-breakaway structure owned by a third party, with the written permission of the third party.
-Locations where LPR and PTZ devices <u>shall not</u> be installed include, but are not limited to:
+Refer to [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]] for general guidance.
-:* Any installation in the median / left side of a divided highway.
-:* Any overhead location.
-:* On any existing structure on right of way which has a breakaway design, whether it is owned by the Commission or a third party.
-:* Any bridge structure.
-:* Any location that already has a device installed.
-:* Any location that may interfere with MoDOT's ability to manage the transportation system.
-MoDOT does not allow the deployment of LPR and PTZ devices overhead or in the median as these locations would result in increased impact on the safety and mobility of the traveling public when performing installation and maintenance activities. LPR and PTZ devices are not permitted on any existing structure which is designed as a breakaway device on Commission right of way, regardless of ownership, as the addition of these devices could negatively impact the performance and safety of the breakaway structure.
+===751.10.5.1 Timber Header===
-There are three methods identified for deploying LPR and PTZ devices on Commission right of way, all of which must be approved by MoDOT and installed under a MoDOT permit:
+{|border="0" cellpadding="5" cellspacing="1" align="center" style="text-align:center"
-:*LPRs and PTZs installed on MoDOT structures.
+|-
-:*LPRs and PTZs installed on new stand-alone structures - installed and maintained by the requesting agency or their vendor in accordance with the [[media:941.10.1_LPR_Independent_Installation.pdf|LPR Independent Installation Typical Application]] or [https://epg.modot.org/forms/general_files/TS/Flock_Safety_Breakaway_TA.pdf Flock Safety Breakaway TA].
+|colspan="2"|[[Image:751.10 typical view of timber header.gif]]
-:*LPRs and PTZs installed on non-MoDOT structures - with the written permission of the structure owner.
+|-
+!colspan="2"|TYPICAL VIEW OF TIMBER HEADER (Not for Plans)
+|-
+|[[Image:751.10 section a-a timber header.gif]]
+|[[Image:751.10 part elevation timber header.gif]]
+|-
+!SECTION A-A
+!PART ELEVATION
+|-
+!colspan="2"|DETAILS OF TIMBER HEADER
+|-
+|colspan="2"|Note: Remove timber header when concrete pavement is placed.
+|-
+|colspan="2"|Note: Cost of timber headers complete in place shall be included in price bid for Bridge Approach Slab (Bridge).
+|}
-=====941.10.2.2.1 LPRs and PTZs Installed on MoDOT Structures=====
-LPRs and PTZs can be attached to MoDOT’s existing traffic signal upright poles and existing sign truss upright poles upon review and approval by MoDOT.
-<div style="text-align: center;">
-<li style="display: inline-block; vertical-align: middle;"> [[image:941.10.2.2.1.1.jpg|frame|<center>'''Green Box Indicates Acceptable Mounting Location on a<br/>Traffic Signal, Red Boxes are Unacceptable Mounting Locations'''</center>]] </li>
-<li style="display: inline-block; vertical-align: middle;"> [[image:941.10.2.2.1.2.jpg|frame|<center>'''Green Box Indicates Acceptable Mounting Location on an Overhead Sign Truss,<br/>Red Boxes are Unacceptable Mounting Locations'''</center>]] </li>
-</div>
-=====941.10.2.2.2 LPRs and PTZs Installed on non-MoDOT Structures=====
-There are some structures that have been permitted on Commission right of way which are owned by other entities, such as structures for weigh station bypass equipment or utility poles. Law enforcement agencies have the option to acquire approval from the owners of the structures to utilize them as supports for their LPR and PTZ devices if they meet the following criteria:
-:*The structure must be reviewed and approved by MoDOT for use.
-:*Written permission from the owner of the structure must be acquired and supplied to MoDOT.
-:*Any structure which is of a breakaway design, such as roadway lighting poles or highway signs, are not acceptable support structures.
-:*Installation location criteria listed in [[#941.10.2.2 LPR and PTZ Permanent Installations|EPG 941.10.2.2]] also apply to these structures.
-=====941.10.2.2.3 LPRs and PTZs Installed on New Stand-Alone Structures=====
-To limit the number of structures on Commission right of way, opportunities to locate the LPRs and PTZs off of right of way is the preferred option, followed by an installation location on an existing structure already on right of way. If it is determined a new stand-alone structure is required to facilitate the LPR and PTZ deployment, the following guidance shall be followed:
-:*The district shall work with the local agency to find a location which meets the requirements outlined on the [[media:941.10.1_LPR_Independent_Installation.pdf|MoDOT License Plate Reader Independent Installation Typical Application]] or [https://epg.modot.org/forms/general_files/TS/Flock_Safety_Breakaway_TA.pdf Flock Safety Breakaway TA].
-:*Stand-Alone LPR and PTZ structures shall be properly spaced away from other traffic control devices, which can include but are not limited to highway signs, traffic signal, roadway lighting poles, etc.:
-::*No closer than 200 feet upstream of a traffic control device.
-::*No closer than 50 feet downstream of a traffic control device.
-:*Installation and maintenance access should be via adjacent private property or secondary roadways for divided highway, unless physically impossible.
-===941.10.3 Additional Deployment Criteria===
-A Roles and Responsibilities document shall be executed by the applicant, acknowledging they understand their duties for the installation, maintenance, and any other activity associated with the devices. This document will remain active as long as the LPR and PTZ system is in place, even after the permit for the installation has been released. This document will serve as a record of the terms.
-In addition to our typical permitting criteria, there are some supplementary requirements for a proposal to be eligible for consideration.
+[[Category:751 LRFD Bridge Design Guidelines]]
-:* '''Power/Electricity –''' The applicant shall identify the method used to power the device. Power should be provided by an independent power source separate from any MoDOT power source.
-:* '''Network Connectivity –''' The applicant shall identify the method used to retrieve the data from these devices. MoDOT’s data network should not be used to transmit LPR and PTZ data. Wiring or other electrical connections to MoDOT services, devices, or other installations should not be allowed.
-:* '''Maintenance –''' All LPR and PTZ devices as well as any new associated structures will be maintained by and at the expense of the applicant to assure that these structures will be kept in accordance with Commission standards and in good condition as to its safety, use and appearance. Maintenance activities will not cause an unreasonable interference with the use of or access to the Commission's state highway system. A new permit shall be required to perform future maintenance activities associated with the LPR and PTZ system.
-:* '''Relocation/Removal –''' In the event the Commission deems it necessary to request the relocation or removal of these devices and their accompanying structures, the relocation or removal shall be accomplished by the applicant, in a manner prescribed by the Commission, with all costs and expenses associated with this task paid by the applicant. Should the applicant fail to remove the device in a timely matter, the Commission reserves the right to remove the devices from the right of way.

Difference between pages "Category:941 Permits and Access Requests" and "751.10 General Superstructure"

Latest revision as of 14:53, 10 October 2024

Contents

751.10.1 Slab on Girder

751.10.1.1 Material Properties

751.10.1.2 Limit States and Load Factors

751.10.1.3 Loads

751.10.1.4 Design and Analysis Methods

751.10.1.5 Interior Section Design

751.10.1.6 Slab Overhang Section Design

751.10.1.7 Standard Bridge Deck Details

751.10.1.7.1 Standard Full Depth CIP Bridge Deck Slabs Using Conventional Forms, SIP Corrugated Steel Forms, or SIP Transparent Forms

751.10.1.7.2 Standard Partial Depth Precast Prestressed Panel Bridge Deck Slabs Using SIP P/C P/S Panel Forms

751.10.1.8 Epoxy Coated Reinforcement

751.10.1.9 Standard Parabolic Crown

751.10.1.10 Slab Offsets for Curved Bridges

751.10.1.11 Slab Elevations

751.10.1.12 Slab Pouring Sequences and Construction Joints

751.10.1.13 Drip Groove

751.10.1.14 Girder and Beam Haunch Reinforcement

751.10.1.15 Deck Concrete Finishing

751.10.1.16 Plan of Slab Details

751.10.2 Stay-in-Place Bridge Deck Forms

751.10.2.1 Precast Prestressed (P/C P/S) Concrete Panel Forms - Design

751.10.2.2 Precast Prestressed (P/C P/S) Concrete Panel Forms - Details

751.10.2.3 Corrugated Steel Forms

751.10.2.4 Transparent Forms

751.10.3 Bridge Deck Drainage - Slab Drains

751.10.3.1 Type, Alignment and Spacing

751.10.3.2 Details

751.10.3.2.1 New Structure Without Wearing Surface Slab Drains - Details

751.10.3.2.2 Structure with Wearing Surface Slab Drains – Details

751.10.3.3 General Requirements for Location of Slab Drains

751.10.4 Conduit Systems

751.10.5 Approach Slab

751.10.5.1 Timber Header

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