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Road & Bridge Design Publications

Monthly Update – February 2018

1

Revisions for the month of February are listed and displayed below. New special details will be included in projects submitted for the June letting as is stated on the special detail index sheets. E-mail Road related questions on these changes to [email protected]. E-mail Bridge related questions to [email protected]. Special Details R-54-I: In the note section, revised a note for the qualifications for “fill” material (placed behind the barrier) to be according to the current specifications. Road Design Manual

1.02.01C & 1.02.01D: Title Sheet: Updated the “Project Identification” and “Length & Type of Work” blocks to be displayed on the title sheet. Specifically, removed the federal project and item columns as well as the signature block for the Engineer of Development.

1.02.18: Pavement Marking Plans: Revised the pay item “Witness, Log, Layout” to “Witness, Log, $1000.00”.

7.04.06: Plan Sheet, Standards Referencing, and Witness, Log, $1000.00: Revised the pay item “Witness, Log, Layout” to “Witness, Log, $1000.00”. 7.04.08: Longitudinal Pavement Markings in Work Zones outside of Project Limits: Added a new section and requirements to re-stripe the longitudinal pavement markings outside of the project limits that are not accessible to the annual Region-wide pavement marking contracts. 9.02.04B: Including Utility Work in Contracts, Procedures: Revised “TransPort” to “AP Preconstruction” and “MPINS” to “JobNet”. 14.02: Design Package Evaluations (DPE): Eliminated the section except for a statement that the DPE system has been retired with no replacement. 14.03.01, 14.03.02, 14.06, 14.07, 14.08, 14.10, 14.15, 14.30, 14.31.01, 14.31.02, 14.41.01, 14.41.03, 14.52, 14.60.02, 14.60.04, 14.60.05: Revised “TransPort” to “AP Preconstruction”, “MPINS” to “JobNet”, and “MFOS” to “Phase Initiator”. 14.71: Contract Modifications: In the second paragraph, revised “Tier 1 Contract Modifications” to “Contract Modifications”.



2

14.72: Post-Construction Review Meeting: Revised the link to the MDOT Construction Wiki. Appendix D: Acronyms: Removed four obsolete acronyms from the appendix. (MFOS, MPINS, THE, & TRNSPORT). Bridge Design Manual 7.03.04 (LFD & LRFD), 7.03.08 D.1. (LFD & LRFD), 7.03.09 A.2. (LFD only), 7.03.09 A.3. (LFD & LRFD), 7.03.09 A.4. (LRFD only), 7.03.09 B. (LFD & LRFD), 7.06.04 B.1. (LFD & LRFD), 7.06.04 C. 9. & 10. (LFD & LRFD): Updated Geotechnical Services Section. The section is now part of the Bureau of Bridges and Structures. 7.01.17 (LFD & LRFD): Added minimum distance for temporary sheeting with respect to substructure saw cut line (removal). 7.03.08 C. (LFD & LRFD): Added requirements for temporary steel sheet piling left in place. 7.03.08 D.1. (LFD & LRFD): Designers must verify domestic production and availability of steel sheet piling sections. 7.03.09 B. (LRFD only): Use 350 kips as a starting point for nominal pile resistance for design of substructures. 7.03.09 B. 4. (LRFD only): Criteria for specifying nominal pile resistance on the plans. 7.03.12 (LFD & LRFD): Permanent and temporary MSE walls shall be according to Load and Resistance Factor Design (LRFD). 7.03.12 A. 2. (LFD & LRFD): Added criteria for global stability check for MSE walls. 7.03.12 C. 4. (LFD & LRFD): Deleted 5’sliding slab comment as sliding slabs vary in length. 8.06.02 B. (LFD & LRFD), 8.06.03 B. (LFD & LRFD), 8.06.08 B. & C. (LFD & LRFD), 8.07.04 R.& S. (LFD & LRFD), 8.09.02 S. (LFD & LRFD): Specified AMS-STD-595 color and number criteria for concrete surface coating.



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Updates to MDOT Cell Library, Bridge Auto Draw Program, etc., may be required in tandem with some of this month's updates. Until such updates to automated tools can be made, it is the designer's/detailer's responsibility to manually incorporate any necessary revisions to notes and plan details to reflect these revisions.

Index to Special Details

2-26-2018

SPECIAL DETAIL

NUMBER

NUMBER

OF SHEETS

TITLE

CURRENT

DATE

21

2 GUARDRAIL AT INTERSECTIONS 3-14-16

24

8

GUARDRAIL ANCHORED IN BACKSLOPE TYPES 4B, 4T, & 4MGS-8 4-25-16

99

2

CHAIN LINK FENCE WITH WIRE ROPE 9-22-14

R-1-G 9

DRAINAGE STRUCTURES 6-15-16

R-28-J 7

SIDEWALK RAMP AND DETECTABLE WARNING DETAILS 12-11-17

R-39-K 5 TRANSVERSE PAVEMENT JOINTS 9-25-17

R-49-G 9

CONCRETE BARRIER 2-24-17

R-50-G 6

LIGHT STANDARD FOUNDATION 4-21-17

R-51-E 6

SIGN SUPPORT FOUNDATION 4-21-17

R-53-A 22

TEMPORARY CONCRETE BARRIER LIMITED DEFLECTION 8-14-15

*R-54-I 4

CONCRETE BARRIER, SINGLE FACE 1-4-18

R-56-F 8

GUARDRAIL MEDIAN OBJECT PROTECTION 9-8-16

R-60-J 17

GUARDRAIL TYPES A, B, BD, T, TD, MGS-8, & MGS-8D 7-26-17

R-61-H 15

GUARDRAIL APPROACH TERMINAL TYPES 1B & 1T (SRT & FLEAT) 1-24-18

R-62-H 9

GUARDRAIL APPROACH TERMINAL TYPES 2B & 2T (SKT & ET-Plus) 1-24-18

R-63-C 16

GUARDRAIL APPROACH TERMINAL TYPES 3B & 3T 3-15-16

R-66-E 4

GUARDRAIL DEPARTING TERMINAL TYPES B, T, & MGS 4-27-16

R-67-G 7

GUARDRAIL ANCHORAGE, BRIDGE, DETAILS 8-9-17

R-71-C 1

GUARDRAIL ANCHORAGE, MEDIAN 3-22-17

R-72-D 11

W-BEAM BACKED GUARDRAIL & GUARDRAIL LONG SPAN INSTALLATIONS 5-11-16

R-73-F 6

GUARDRAIL OVER BOX OR SLAB CULVERTS 3-15-16

R-76-E 3

CONCRETE GLARE SCREEN 3-22-17

R-112-I 9 SHOULDER AND CENTER LINE CORRUGATIONS 12-12-16

R-126-I 5

PLACEMENT OF TEMPORARY CONCRETE & STEEL BARRIER 8-25-15

R-127-F 8

DELINEATOR INSTALLATIONS 8-8-17

* Denotes New or Revised Special Detail to be included in projects for (beginning with) the June letting.

Note: Former Standard Plans IV-87, IV-89, IV-90, and IV-91 Series, used for building cast-in-place concrete head walls for elliptical and circular pipe culverts, are now being replaced with plans that detail each specific size. The Special Structures Unit will provide these full sized special details for inclusion in construction plans for MDOT jobs. To assure prompt delivery, requests must be made in advance.

Former Standard Plans IV-93 and IV-94 series have been replaced with precast concrete box & three-sided culverts as per the 2012 Standard Specifications for Construction.

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Index to Bridge Detail Sheets

2-26-2018

DETAIL NUMBER

NUMBER

OF SHEETS

TITLE

CURRENT

DATE

B-22-E

4 BRIDGE RAILING, THRIE BEAM RETROFIT (R4 TYPE RAILING) 3-15-16

B-23-F

4 BRIDGE RAILING, THRIE BEAM RETROFIT (OPEN PARAPET RAILING) 3-15-16

B-101-G

2 DRAIN CASTING ASSEMBLEY DETAILS 2-8-16

EJ3AB

1 or 2

EXPANSION JOINT DETAILS 2-10-16

EJ4O

1 or 2

EXPANSION JOINT DETAILS 2-10-16

PC-1M

1

PRESTRESSED CONCRETE I-BEAM DETAILS 8-23-17

PC-2H

1

70" PRESTRESSED CONCRETE I-BEAM DETAILS 8-23-17

PC-4F

1

PRESTRESSED CONCRETE 1800 BEAM DETAILS 8-23-17

* Denotes New or Revised Special Detail to be included in projects for

(beginning with) the June letting. Note: Details EJ3AA & EJ4N are interactive, i.e. designers and detailers choose details

based upon railing type and angle of crossing. Place all details appropriate for the project, structure specific information, and the Expansion Joint Device quantity on the sheet. The sheet shall then be added to the plans as a normal plan sheet.

Detail PC-1L, PC-2G and PC-4E shall have structure specific information and quantities added to the sheet. The sheet shall then be added to the plans as a normal plan sheet.

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CONCRETE BARRIER, SINGLE FACE

SECTION B - B SECTION C - C

A

A

BC

C

(AT CIRCULAR COLUMN)


(AT SQUARE COLUMN OR ABUTMENT)


B

CONCRETE BARRIER, SINGLE FACE, TYPE A

(IN LINE WITH BRIDGE COLUMNS OR ABUTMENT)

SECTION A - A

R-54-IB.L.T.

W.K.P. 1 4

2'-4"

< 1"

2'-4"

< 1"

2'-4"

< 1"

3'-6"

8"

*

VARIES

3'-6"

*

ON PLANS

SPECIFIED

SLOPE AS

STANDARD SPECIFICATIONS

MARKER SEE CURRENT

BARRIER REFLECTOR

FILLER WALL

3"

NA

RR

OW

SH

OU

LD

ER


(NORMAL SECTION)

CONTRACTION JOINT

CONCRETE BARRIER, SINGLE FACE, TYPE A

EDGE OF TRAVELED LANE (PAINT LINE)

1

12'-0" TRANSITION SECTION

(L

ES

S

TH

AN 12'-0")

1" EXPANSION JOINT

12'-0" TRANSITION SECTION

*3'-6"

OR ABUTMENT

BRIDGE COLUMN

8"1'-4"

2'-0"

(SEE PLANS)

SLOPE PAVING

GROUND SURFACE

ORIGINAL

OR ABUTMENT

COLUMN

BRIDGE

FOR MAXIMUM FLARE RATE

SEE CHART

FILLER WALL

COLUMN

BRIDGE

1" EXPANSION JOINT


MARKER SEE CURRENT

BARRIER REFLECTOR

(SEE NOTES)

UNDERDRAIN

(SEE NOTES)

UNDERDRAIN

(SEE NOTES)

UNDERDRAIN E5 JOINT

E5 JOINT E5 JOINT

DEPARTMENT DIRECTOR MICHIGAN DEPARTMENT OF TRANSPORTATION

OF

SHEET

PLAN DATEF.H.W.A. APPROVALCHECKED BY:

DRAWN BY:

Michigan Department of Transportation

BUREAU OF DEVELOPMENT STANDARD PLAN FOR

APPROVED BY:

APPROVED BY:

Kirk T. Steudle

BY

PREPARED

DESIGN DIVISION

DIRECTOR, BUREAU OF FIELD SERVICES

DIRECTOR, BUREAU OF DEVELOPMENT

1'-4"VARIES 8" 16" 8"

32"

1" RADIUS (TYP)

•" BEVEL OR

3" WHICHEVER IS GREATER

VALLEY GUTTER/SHOULDER OR

* THICKNESS OF ADJACENT

ON PLANS

SPECIFIED

SLOPE AS


MARKER SEE CURRENT

BARRIER REFLECTOR

BARRIER FACE TO VERTICAL

UNIFORMLY TRANSITION

1-4-2018

CONCRETE BARRIER, SINGLE FACE, TYPE B


(IN FRONT OF BRIDGE COLUMNS OR ABUTMENTS)

D

D

E

E

PLAN VIEW

SECTION E - ESECTION D - D

CONCRETE BARRIER, SINGLE FACE, TYPE B (SHOWN)


2 4

* EPOXY COATED DOWEL BAR

BRIDGE COLUMNS

TOE OF SLOPE



1

12'-0"

MA

X.

8'-0"

MI

N.

TO

E

OF

SL

OP

E

7'-0" FOR 1:2 SLOPE

FOR MAXIMUM FLARE RATE

SEE CHART

NONREINFORCED CONCRETE SHOULDER (AS SPECIFIED ON PLANS)

8"

9"

3'-6"

(AS SPECIFIED ON PLANS)

8'-0" MIN. 12'-0" MAX.

OR ABUTMENT

BRIDGE COLUMN

OR ABUTMENT AND BARRIER

BETWEEN BRIDGE COLUMN

1" FIBER JOINT FILLER

2'-4"

+ 1"

DOWEL BAR

* EPOXY COATED

AVOID ANY CONFLICT.

FROM ANY TRANSVERSE JOINT: SPACING MAY BE ADJUSTED TO

OF THE BARRIER. SPACING SHALL BE NO CLOSER THAN 1'-6"

CONCRETE SHOULDER STARTING AT 1'-6" FROM THE BEGINNING

LONG SPACED AT 1'-6" WITH 6" EMBEDMENT IN FOOTING OR

EPOXY COATED DOWEL BARS SHALL BE #6 DEFORMED BARS 1'-3"

* NOTE:

(SEE NOTES)

UNDERDRAIN

BD JOINT

14'-0"

LA

NE

SH

OW

N

(P

AI

NT

LI

NE)

ED

GE

OF

TR

AV

EL

ED

LA

NE

12'-0"

LA

NE

SH

OW

N

(P

AI

NT

LI

NE)

ED

GE

OF

TR

AV

EL

ED

LA

NE

BD JOINT

9"

3"

E5 JOINT

E5 JOINT

R-54-I

MICHIGAN DEPARTMENT OF TRANSPORTATION

OF

SHEET

PLAN DATEF.H.W.A. APPROVAL


2'-4"

< 1"

3'-6"

ON PLANS

SPECIFIED

SLOPE AS


MARKER SEE CURRENT

BARRIER REFLECTOR

8" 16" 8"

32"

1" RADIUS (TYP)

•" BEVEL OR

SPECIFI

ED ON

PLANS

1:2

OR AS

16" 8"

32"

SPECIFICATIONS

CURRENT STANDARD

MARKER SEE

BARRIER REFLECTOR

3"3"

16" 16"

32"

1-4-2018

CONCRETE BARRIER, SINGLE FACE, TYPE C


FLARE CHART


(WITH GUARDRAIL ENDING)

ELEVATION VIEW

CROSS SECTION VIEW

POST FOOTING

SECTION F - F


F F

3'-0" MINIMUM8'-0" CENTERS (TYP.)

POST FOOTING (TYP.)

1'-0" DIAMETER CONCRETE

GUARDRAIL ANCHORAGE, BRIDGE, DETAIL T2 WITH GUARDRAIL APPROACH TERMINAL TYPE 1B

* GUARDRAIL ANCHORAGE, BRIDGE, DETAIL T1 WITH GUARDRAIL APPROACH TERMINAL TYPE 1T OR

1:20

1:18

1:16MAXIMUM 15' OFFSET.

DESIGN SPEED. THE FLARE RATE OF THE CONCRETE BARRIER IS LIMITED BY ITS LENGTH AND

THE MAXIMUM FLARE RATE IS THE LARGEST ALLOWABLE DEPARTURE ANGLE FOR THE SPECIFIED

TRANSITION CONCRETE BARRIER, SINGLE FACE TO MATCH SHAPE OF BRIDGE BARRIER RAILING.

SH

OU

LD

ER

1

EXPANSION JOINT

SEE CHART

FOR MAXIMUM FLARE RATE,


(SEE STANDARD PLAN R-61-SERIES)

* GUARDRAIL APPROACH TERMINAL


* GUARDRAIL ANCHORAGE, BRIDGE



FLARE RATE SAME AS


BRIDGE APPROACH CURB & GUTTER DETAIL 1, 2, OR 3

(115' MINIMUM)

15'

MA

X.

RAILING

BRIDGE

< 1"

2'-4"

SHOULDER

TOP OF

JOINT SEE NOTES

DIA.

1'-0" DIA.

6‚"

(6) #3 TIE BARS

(5) #6 BARS

SEE CURRENT STANDARD SPECIFICATIONS

BARRIER REFLECTOR MARKER

1" RADIUS (TYP.)

•" BEVEL OR

8"

(P

AI

NT

LI

NE)

ED

GE

OF

TR

AV

EL

ED

LA

NE

3"

6"

5"

(5) #6 BARS 7'-0" LONG

SEE SECTION F - F

EQUALLY SPACED

(6) #3 TIE BARS

OR AS SPECIFIED ON PLANS

1:2 SLOPE


MARKER SEE CURRENT

BARRIER REFLECTOR

1:14

1:12

1:10

1:8

FLARE

MAXIMUM

(MPH)

DESIGN SPEED

70

60

55

50

45

40

30

3 4

DISTANCE AS SPECIFIED ON PLANS

R-54-I


OF

SHEET



8" 16"

2'-4"

< 1"

3'-6"

ON 8'-0" CENTERS FILLED WITH CONCRETE

1'-0" DIAMETER HOLE x 6'-0" DEEP

1-4-2018

CURVES, AND SHALL BE FREE OF HUMPS, SAGS, AND OTHER IRREGULARITIES.

WHEN CHECKED WITH A 10' STRAIGHTEDGE, EXCEPT AT GRADE CHANGES AND

THE TOP AND FACES OF THE BARRIER SHALL NOT VARY MORE THAN •" IN 10'

IN THE SIDE SLOPE.

IN A CUT SECTION, THE CONCRETE BARRIER SHALL BE ENDED BY BURYING IT

2•" DEEP AND SHALL BE EDGED.

PLANE OF WEAKNESS JOINTS IN THE CONCRETE BARRIER SHALL BE AT LEAST

THE CONCRETE BARRIER.

JOINTS IN THE CONCRETE FOOTING SHALL COINCIDE WITH THE JOINTS IN

R-32-SERIES.

SPECIFIED ON THE PLANS AND CONSTRUCTED ACCORDING TO STANDARD PLAN

APPROACH CURB & GUTTER WILL BE EITHER DETAIL 1, 2, OR 3, AS

BE BUILT ACCORDING TO STANDARD PLAN R-61-SERIES. THE BRIDGE

TO STANDARD PLAN R-67-SERIES. THE GUARDRAIL APPROACH TERMINAL SHALL

TERMINAL TYPE 1B. THE GUARDRAIL ANCHORAGES SHALL BE BUILT ACCORDING

OR GUARDRAIL ANCHORAGE, BRIDGE, DETAIL T2 AND GUARDRAIL APPROACH

ANCHORAGE, BRIDGE, DETAIL T1 AND GUARDRAIL APPROACH TERMINAL TYPE 1T

IN FILL SECTIONS, THE CONCRETE BARRIER SHALL BE ENDED WITH GUARDRAIL


BARRIER REFLECTOR MARKERS SHALL MATCH COLOR OF EDGE LINE.

THE SHOULDER.

OF WEAKNESS JOINT SPACING SHALL COINCIDE WITH CONTRACTION JOINTS IN

MINIMUM, EXCEPT WHEN THE BARRIER IS ON A CONCRETE SHOULDER. PLANE

PLANE OF WEAKNESS JOINT SPACING SHALL BE 20' MAXIMUM AND 10'

SHOULD BE ADJUSTED TO MATCH EXPANSION JOINTS IN THE SHOULDER.

OR ANY STRUCTURE WITH A FOUNDATION). LOCATION OF EXPANSION JOINTS

(INCLUDING SIGN SUPPORTS, LIGHT STANDARD FOUNDATIONS, BRIDGE PIERS,

400' INTERVALS. ALSO PLACE 1" EXPANSION JOINTS AT STRUCTURES

PLACE 1" EXPANSION JOINTS IN THE CONCRETE BARRIER AT APPROXIMATELY

44R-54-I

SLOPE SHAPE AS SPECIFIED ON STANDARD PLAN R-49-SERIES.

THE SIDE CONFIGURATION SPECIFIED ON THIS PLAN CONFORMS TO THE SINGLE

NOTES:

2) 25'-0" ON CURVES WITH A RADIUS LESS THAN 1150'.

OR MORE.

1) 5O'-0" ON TANGENT SECTIONS AND CURVES WITH A RADIUS OF 1150'

INTERVALS:

BARRIER REFLECTOR MARKERS ARE TO BE SPACED AT THE FOLLOWING

INCLUDED IN THE PAY ITEM "CONC BARRIER, SINGLE FACE, TYPE A".

THE DOWELS, EXTRA WIDTH OF BASE, OR ANY EXTRA WORK REQUIRED WILL BE

BASE AS SPECIFIED FOR THE "CONCRETE BARRIER, SINGLE FACE, TYPE B".

PLANS, THE BARRIER MAY BE CONSTRUCTED USING DOWELS AND A WIDENED

WHEN "CONCRETE BARRIER, SINGLE FACE, TYPE A" IS DESIGNATED ON THE

THE ROAD PLANS.

FOR DETAILS OF THE SHOULDER SECTION, SEE TYPICAL CROSS-SECTIONS IN

NO BACKFILL TO SUPPORT THE BACK SIDE OF THE BARRIER WALL.

TYPE C IS CONCRETE BARRIER PLACED ON CONCRETE POST FOOTINGS, WITH

DOWELED TO NONREINFORCED CONCRETE SHOULDERS OR TO A SEPARATE BASE;

MONOLITHIC WITH CONCRETE FOOTINGS; TYPE B IS CONCRETE BARRIER

"CONCRETE BARRIER, SINGLE FACE, TYPE A" IS CONCRETE BARRIER CAST


OF

SHEET



1"

1"

RUBBER-ASPHALT

HOT POURED

JOINT FILLER

1" FIBER

E5 JOINT DETAIL

SPECIFICATIONS.

IT. THE REMAINDER OF THE FILL WILL BE ACCORDING TO CURRENT

MATERIAL MUST BE PLACED AROUND THE UNDERDRAIN AND AT LEAST 12" ABOVE

FOUNDATION UNDERDRAIN WRAPPED WITH GEOTEXTILE. CLASS IIAA GRANULAR

ELEVATION OF THE TOP OF SHOULDER, IS A MINIMUM 4" DIAMETER

THE UNDERDRAIN, LOCATED BEHIND THE CONCRETE BARRIER AND AT THE

1-4-2018

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MICHIGAN DESIGN MANUAL

ROAD DESIGN

CHAPTER 1

PLAN PREPARATION 1.01 DEVELOPMENT METHODS 1.01.01 (revised 11-28-2011) References A. Geometric Design Guides - Design

Division B. Guidelines for Plan Preparation – Design

Division C. Michigan Manual of Uniform Traffic

Control Devices, Current Edition D. Standard Plans and Special Details –

Design Division E. Standard Specifications for

Construction, Current Edition Existing plans for a recent project, similar in nature to the proposed project, are an excellent reference. 1.01.02 (revised 11-28-2011) General This chapter provides the information and details necessary to prepare a set of plans. The plans should contain all the information essential for bidding and constructing the project. Although innovation and creativity are encouraged in the preparation of plans, the importance of general uniformity must be emphasized. Plans should be adaptable to the diverse requirements of the Design Division and Construction Field Services Division. At the same time the plans should be a functional reference, familiar to the users. A general format should be followed by all Designers.

1.01.03 (revised 10-22-2012) Survey and Mapping Methods The choice between a ground survey, an aerial survey, a laser scanning survey, or a combination depends in part on the type and length of project, the information required, and the time schedule. Some projects may not require a survey or may require only a minor pick up survey. Old plans are valuable sources of information on these projects. Refer to Chapter 14, Procedures for Plan Preparation, for more information on surveys and mapping. 1.02 PLAN SHEETS 1.02.01 (revised 2-26-2018) Title Sheet The location map shown on the title sheet will generally be obtained from either county or city maps which are available in ProjectWise in the Reference Documents. For a particular project, a suitable map or section of one is chosen and incorporated on a standard title sheet cell. Because first impressions often sell the product, the title sheet should be neat in appearance and layout


ROAD DESIGN

1.02.01 (continued) Title Sheet A. Project Location The project should be located on the map and the limits (P.O.B. Stationing and P.O.E. Stationing) outlined to clearly show and stand out from the rest of the map. The map should be oriented with north to the top of the sheet and with a north arrow shown near the map. The map must show the entire project limits and other features that will easily identify the location. Preferably, at least two trunklines, names of major cross roads, and an incorporated city or village, township, and county should be shown on the location map. The town, range and section numbers should also be shown on the map. The point of beginning and the point of ending should be identified by control section, physical reference, job number, stationing, and control section mileposts. Station equations and stationing of major cross roads should also be shown. The location map should also show bridge numbers, railroad crossing numbers, and railroad companies within the project limits for both existing and proposed crossings.

1.02.01 (continued) B. Traffic Data Existing year traffic data and projected 20 year traffic data should be located on the upper left part of the title sheet. Pertinent counts including ADT, DHV, percent commercial, and the year taken are shown in tabular form. For freeway projects, the commercial DDHV should also be listed. These counts are usually present counts and projected counts. Counts are obtained from the Bureau of Transportation Planning (see Chapter 14 of this manual). The design speed and posted speed should also be shown. If the design speed changes within a project, show the various limits by stationing, cross roads, or mile points. C. Project Identification The following format should be used for identifying projects:

For filing and reference purposes, both the control section and job numbers should be shown in the appropriate blocks in the bottom margin. If the project has multiple job numbers, show them in the title block. Projects with multiple control sections should show the major control section (as programmed) first with others following in parentheses.

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ROAD DESIGN

1.02.01 (continued) Title Sheet D. Length and Type of Work The length of the project, in hundredths of a mile, and the type of work should be shown in the bottom of the approval block. Example:

1.02.01 (continued) E. Consultant Identification If plans are being prepared by a consulting firm (prime consultant), their logo and professional engineer’s seal and signature should appear in a block above the approval block in the lower right corner. The length and type of work would then be shown above the consultant information. Sub-consultants must have their logo on the sheets they are responsible for, however, signatures are not required. If plans are being designed primarily by MDOT, but with some consultant work, the consultant must sign each sheet they are responsible for when their extent of work on the project is ten sheets or less. If the work is greater than ten sheets, the consultant must sign the first sheet and state that they are responsible for sheet #’s __ through __.

CONTRACT FOR:

DRAWING SHEET

SECT

MILES:

DEPARTMENT OF TRANSPORTATION

MICHIGAN

APPROVALSRECOMMENDED FOR APPROVAL BY:

KIRK T. STEUDLE, P.E. - DIRECTOR

, P.E. - CONSTRUCTION ENGINEER

, P.E. - PROJECT MANAGER

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ROAD DESIGN

1.02.17 (revised 11-28-2011) Signing Plans Occasionally, as part of the contract, construction projects will include permanent signing along a relocated highway or upgraded signing along an existing highway. The Design Division - Traffic Sign Unit is responsible for preparing permanent signing plans. Working together, the designer and a representative from the Traffic Sign Unit, will determine sign types (ground mount, cantilever, truss, etc.), size, location, legend, and other details. These details will be shown on base plan sheets, usually prepared as strip plans on a small scale, i.e., such as a 200 scale. Standard signing plans from Traffic and Safety are then added to the plans. The signing standards show the details necessary to fabricate and construct the permanent signing. 1.02.18 (revised 2-26-2018) Pavement Marking Plans Pavement marking plans show the details of the permanent markings for lane lines, edge lines, and special markings such as: stop bars, directional arrows, turning guide lines, and cross hatching. Pavement marking plans are prepared at a suitable scale that will show individual longitudinal lines and special markings. All markings shall be drawn representative of their patterns and shapes. There must also be a clear differentiation between existing and proposed markings through line styles and/or labeling. A callout should be shown for each non-continuous section of a longitudinal line. Callouts for longitudinal lines consist of the following format: PAVT MRKG, [material], [width], [color] [pattern], [cycle]

1.02.18 (continued) Patterns include: solid, double solid, broken, solid and broken, and dotted. Cycle is indicated for broken, solid and broken, and dotted lines in the form: [length]’ mark, [length]’ gap Callouts for special markings are shown in the following format: PAVT MRKG, [material], [pay item name or similar description] When a special marking type appears on the same plan sheet multiple times, it is acceptable to label a single instance of each type and add “(TYP)” at the end of the callout rather than label each instance separately. Recessing of longitudinal lines or special markings must be indicated in the callouts or via a general note on each plan sheet. Quantities are to be shown per plan sheet. If there are no pavement marking plan sheets or the plan sheets do not cover all markings, such as when using Witness, Log, $1000.00, place the quantities not associated with a pavement marking plan sheet on the Miscellaneous Quantities plan sheet under the heading “Permanent Pavement Markings”. Again, close coordination with the Design Division – Pavement Markings Unit is needed to prepare detailed and complete pavement marking plans. The Michigan Manual of Uniform Traffic Control Devices and the current PAVE series of standard plans gives details for pavement markings. Also see Section 7.04 Pavement Markings.


ROAD DESIGN

CHAPTER 7 APPURTENANCES INDEX (continued) 7.04 PAVEMENT MARKINGS 7.04.01 General 7.04.02 Temporary Pavement Markings 7.04.03 Section Deleted 7.04.04 Removing Permanent Pavement Markings 7.04.05 Statutory Participating Cities 7.04.06 Plan Sheets, Standards Referencing, and Witness, Log, $1000.00 7.04.07 Recessing Permanent Pavement Markings 7.04.08 Longitudinal Pavement Markings in Work Zones Outside of Project Limits 7.05 TRAFFIC SIGNS AND ROADWAY DELINEATORS 7.05.01 Traffic Signs 7.05.02 Delineators 7.06 FENCING 7.06.01 References 7.06.02 Purpose of Fence 7.06.03 Types of Fence A. Woven Wire Fence B. Chain Link Fence C. High Tensile Eight Wire Fence 7.06.04 Location of Fence 7.06.05 Use of Barbed Wire 7.06.06 Chain Link Fence 7.06.07 Gates in Chain Link Fence 7.06.08 Fencing Clear Vision Areas 7.06.09 Fencing Scenic Strips 7.06.10 Fencing Borrow Area Lakes and Retention Basins

ROAD DESIGN MANUAL

ROAD DESIGN 7.04.04 Removing Permanent Pavement Markings Inappropriate permanent pavement markings must be removed before making any changes in the traffic pattern that will last longer than 3 days. This may be done using air or water blasting, or grinding. Painting over is not considered to meet the requirements for removal. Covering existing markings with black Type R tape is allowable when specified in the contract documents or as directed by the Engineer. Payment for removing pavement markings, when necessary, will only be made for Type NR markings. 7.04.05 Statutory Participating Cities Statutory participating cities are exempt from participating in the cost of permanent pavement markings.

7.04.06 (revised 2-26-2018) Plan Sheets, Standards Referencing, and Witness, Log, $1000.00 Most projects call for the placement and/or replacement of permanent pavement markings. To ensure the markings are laid out properly the Designer must include information in the plans or proposal to allow a Contractor to do so. Markings are placed or replaced using one or a combination of the following methods:

A log of previously witnessed markings

Reference to standard plans (only if the standard can be placed in the field)

Pavement marking plan sheets When the roadway will not be geometrically or functionally altered by construction (no addition or removal of turn lanes, no change in passing and no passing zones, no addition or removal of signals, etc.) and the markings should be returned to their pre-construction configuration, marking layout can be addressed through the use of the pay item Witness, Log, $1000.00. Use of Witness, Log, $1000.00 requires the Contractor to witness and log any existing pavement markings prior to the markings or pavement being removed, and to lay the markings back out after construction. The Engineer should have the opportunity to review the pavement marking layout prior to placement and make any necessary changes, however if changes are anticipated plan sheets should be included in the project documents.

ROAD DESIGN MANUAL

ROAD DESIGN 7.04.06 (continued) While the applicable pavement marking standard plans should be listed in all contracts with markings, use of solely the standards for pavement marking establishment is only acceptable in a few situations. The standards do not address lane and shoulder widths, turn lane storage lengths, precise stop bar setbacks, and many other variables needed for marking layout, so virtually all projects should include either plan sheets or Witness, Log, S1000.00. Some of the exceptions to this where referencing the standards would be sufficient are bridge-specific projects (deck and/or approach work) and pavement patching projects, where the Contractor is only being asked to reconnect lines that they can see both ends of. Plan sheets should be included if neither of the above options will adequately address the pavement marking layout needs of a project. When only a portion of a project will require changes from the existing pavement marking configuration (addition of a turn lane, correcting a section of markings that do not meet standards, etc.) it is acceptable to include plan sheets for only the portion requiring changes and utilize Witness, Log, S1000.00 for the remainder of the project.

7.04.07 (added 1-19-2016) Recessing Permanent Pavement Markings To increase life expectancy pavement markings can be placed in a recess (groove) rather than on the pavement surface. Recessing provides protection from snowplow blades and also resistance to shearing forces from traffic passing over the markings. All longitudinal permanent pavement markings placed with 3R/4R construction projects must be recessed, regardless of the pavement marking material used. Areas of exception are bridge decks, markings placed in a rumble strip, roadway sections that are candidates for road diets, and where markings are placed in pilot configurations (e.g. – where a road diet is installed but may be reversed). Recessing for special markings and on project types other than 3R/4R is at the discretion of the Engineer. While recessing does aid the durability of all marking types, careful consideration must be given when recessing many styles of special markings. The groove created for the material can trap water and debris, resulting in potential hazards where motorcycles, bicycles, and pedestrians cross over the markings. As a result recessing is generally not recommended for symbols and legends, and when considering recessing for stop bars and crosswalks the Engineer should evaluate marking durability concerns against user types and volumes. Recessing for lane lines, edge lines, centerlines, and gore markings falls under the longitudinal recessing pay item. All special markings, including line-style markings such as stop bars, crosswalks, and cross hatching, utilize the transverse recessing pay item. Turning guide lines (also referred to as lane line extensions, “blips”, or “chicken tracks”) have a separate recessing pay item due to the work and machinery involved.

ROAD DESIGN MANUAL

ROAD DESIGN 7.04.08 (added 2-26-2018) Longitudinal Pavement Markings in Work Zones Outside of Project Limits Projects with long term lane closures often have traffic control devices outside of the project limits that interfere with the annual restriping of longitudinal pavement markings. Designers should include quantities in these projects for the purpose of restriping the longitudinal pavement markings outside of the project limits that are not accessible to the annual Region-wide contracts. Designers should work closely with the Region Traffic & Safety Engineer to determine pavement marking materials and coordinate quantities to ensure there are no gaps or overlapping in annual restriping. Projects that are not required to include pavement markings per Section 7.04.01, are not required to include pavement markings for work outside of the project limits for annual restriping purposes. Also see Section 1.02.18 Pavement Marking Plans


ROAD DESIGN

9.02.04 (revised 2-26-2018) Including Utility Work in Contracts The Utilities Coordination & Permits Section of the Development Services Division established a procedure for billing utility companies for expenses incurred as part of a construction project. The Designer should be aware of this procedure as it includes information on which items may be reimbursable. A. General Utility companies occupying trunkline right-of-way by virtue of Act 368, P.A. 1925, and the Michigan Department of Transportation's Utility Accommodation Policy are subject to relocating their facilities at their expense if a conflict exists due to a Department project. If during the preliminary design and utility coordination meetings it is determined that the Department can make adjustments to its plans which would allow either the utility company’s facilities to remain in place or reduce their relocation cost, efforts should be made to do so if the overall Department project is not affected. If the utility company is located in MDOT right-of-way by permit, costs incurred by the Department to revise its plans in order to accommodate a utility company are billable to that utility company. Such adjustments will require coordination and concurrence with the Utilities Coordination and Permits Section of the Development Services Division.

9.02.04A (continued) Utility companies with facilities that have manholes within the roadway are responsible for adjusting these manholes if required by the project. Most utility companies will adjust their own manholes during the course of the project which will require a Notice to Bidders - Utility Coordination in the proposal. However, provisions may be made at the utility company's request to include adjustment of their manholes in the work items of the project. Including manhole adjustments or any other utility work or project re-design costs, will be charged to the utility. Municipal utilities shall not be charged any relocation costs due to project conflicts within their corporate limits except as provided for in the water main relocation policy. (See Section 9.02.01B) If they are operating outside their corporate limits, relocation costs would be at their expense and any chargeable project expenses are to be administered through the Governmental Coordination Engineer. The Governmental Coordination Engineer is to be contacted if a project involves relocation of municipal utilities or chargeable expenses are incurred and the municipal utility is operating outside the corporate limits of the municipality.

An agreement shall be required in the event chargeable expenses are involved.


ROAD DESIGN

9.02.04B (continued) Including Utility Work in Contracts 6. Develop a special provision that covers all

work for the utility, except for asbestos removal and disposal as noted below. Refer to the Special Provision for Utility Coordination and Utility Work Example, (Exhibit 1802.06c). The pay item shall be established as a lump sum pay item, with an established maximum based on the line titled as “Maximum Contract Bid Amount (125% of Subtotal)” from Form 0223.

Note: The maximum contract bid amount

is not the “Total Maximum Charge to the Utility.”

Note: Lump sum pay item(s) for utility

work are the preferred method. However, per unit pay item(s) can be considered for items of work that are not suitable as lump sum.

Note: When the utility work involves

asbestos removal and disposal, use the frequently used Special Provision for asbestos removal and disposal, (Document 12SP-204A-02). Asbestos related work will be paid as a dollar amount and not as a lump sum. The Special Provision for Utility Coordination and Utility Work is not needed for this work.

7. Establish a separate non-federally

participating category in AP Preconstruction for each utility.

8. Ensure JobNet reflects the utility funding.


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CHAPTER 14

INDEX

PROCEDURES FOR PLAN PREPARATION

14.01 GENERAL 14.02 DESIGN PACKAGE EVALUATIONS 14.03 ESTIMATES 14.03.01 Definitions 14.03.02 Program Estimates 14.03.03 Preliminary Estimates 14.03.04 Engineer’s Estimate 14.04 Section Deleted 14.05 PROJECT STUDY TEAM 14.06 PROJECT ASSIGNMENT 14.07 PROJECT NUMBERS 14.07.01 Work Type Codes and Descriptions 14.08 ACTIVATION OF “C” PHASE 14.09 MDOT OVERSIGHT / FHWA OVERSIGHT


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CHAPTER 14 PROCEDURES FOR PLAN PREPARATION INDEX (continued) 14.49 CRITICAL PATH NETWORKS 14.50 FINAL CONSTRUCTABILITY REVIEW 14.51 INCENTIVE AND LIQUIDATED DAMAGES CLAUSES 14.51.01 Guidelines 14.51.02 Applications 14.51.03 Procedure 14.52 REVIEW OF PROJECT SCOPE, COST AND SCHEDULE 14.53 Section Deleted 14.54 OMISSIONS / ERRORS / CHECK (OEC) MEETING 14.54.01 Attendees 14.54.02 OEC Package Material 14.55 CONTRACT SELECTION TEAM (DBE PROGRAM) 14.56 PACKAGING OR CONSOLIDATING PROJECTS 14.57 CERTIFICATION ACCEPTANCE 14.58 APPROVAL OF SPECIAL PROVISION 14.59 SHELF PROJECTS 14.60 SUBMISSION OF COMPLETED PLANS 14.60.01 General 14.60.02 Requirements 14.60.03 Exceptions 14.60.04 QA/QC Review 14.60.05 AP Preconstruction Files 14.61 PRE-LETTING BRIEFING 14.61.01 Procedure


ROAD DESIGN

CHAPTER 14

PROCEDURES FOR PLAN PREPARATION

14.01 (revised 3-26-2012) GENERAL The following list is a basic outline of the road design plan development process. The sequence is not intended to be a rigid format that must be adhered to, but instead, a guide that is flexible enough to apply to all projects. Small projects may not require all the steps, whereas, large projects may require additional meetings, reviews, etc. to properly develop a complete plan/proposal package with input from all the appropriate disciplines. Project Managers should consider value added versus resources expended when omitting, revising, or adding steps to the process. Numbers in parentheses after a heading refer to a corresponding or similar PPMS Task Number and/or Milestone Number. For additional information, reference to the PPMS Manual and individual task descriptions is encouraged. 14.02 (revised 2-26-2018) DESIGN PACKAGE EVALUATIONS The Design Package Evaluation (DPE) system has been retired and no longer exists. There is no replacement system at this time.

14.03 ESTIMATES 14.03.01 (revised 2-26-2018) Definitions AASHTOWare Project (AP) Preconstruction - AP Preconstruction is an AASHTO software system used for managing transportation programs and is a series of computer program modules. It is used to record and analyze data from the design, estimating, letting, award, and construction processes. MDOT has adopted the following modules at this time.

a. Construction and Administration System (CAS) - Is used by construction and utilizes Field Manager to track pay items and quantities in construction.

b. Decision and Support System (DSS) -

Is used by the Specifications and Estimates Unit to analyze bid data and to determine average unit prices (bid-based prices) when generating detailed cost estimates.


ROAD DESIGN

14.03.01 (continued) Definitions Program Estimates - Cost estimates made prior to the assignment of a project for preliminary and final design. Preliminary Cost Estimates - Cost estimates made at any time during plan development but prior to plan completion. Engineers Estimate - Cost estimate based on final quantities reviewed by the Specifications and Estimates Unit of the Design Division. Pay Item - The name used to describe an item of work for a project. Unit Price - The price estimated as the cost to complete one unit of a pay item. Pay Item Number - A standard pay item number assigned to a pay item for use in AP Preconstruction and other automated systems. Method of Measurement - The method used to measure material or work used on a project. Measurement can be by unit, lump sum, or at times included in the measurement for other items.

14.03.02 (revised 2-26-2018) Program Estimates Program estimates are usually made by Region/TSC personnel during the "Call-For-Projects" stage. These early estimates are broken down by major work items, such as; grading, pavement and shoulders, safety items, utilities, drainage, and so forth. Program estimates should be as complete and accurate as possible using such data as type of project, length, historical data, special features, etc. The program estimate is used by the Bureau of Transportation Planning to budget money for the project. AP Preconstruction is available for use by Region System Managers and Region/TSC Design Engineers when preparing cost estimates. These program estimates are sent to Lansing with the Call-For-Projects submittals. When preparing these program estimates, only major pay item quantities would be estimated and inserted into the program under the proper code number. The resulting construction cost could then be adjusted to include miscellaneous unnamed pay items and for inflation. Use of AP Preconstruction would ensure that uniform and current unit prices would be used by all Region/TSCs for program cost estimates. Program estimates should be reviewed by the Design Unit upon project assignment and during scope verification. This review should determine any obvious errors or omissions and/or if the estimate is reasonable. If the estimate is not reasonable, the Region/TSC or the author of the scope needs to obtain an approved cost increase or decrease, or re-scope the project. This needs to be completed before beginning the design.


ROAD DESIGN

14.06 (revised 2-26-2018) PROJECT ASSIGNMENT MDOT projects that are ready to be designed are sent to the Region System Manager, who determines whether the project is to be designed by a Region/TSC design unit or by a consultant. The project is then assigned and authority transmitted through JobNet to the appropriate Design Unit. The Design Unit should check the Design Division correspondence files for any pertinent documents that may impact the design of the project. Also, the Design Unit should check to see that all information in both JobNet and Phase Initiator is complete and correct on the electronic data screens for the project.

14.07 (revised 2-26-2018) PROJECT NUMBERS A project identification system is used to identify projects. A typical project identification would be: NH50022-05675C. Funding Identity: “NH” Identifies the funding category to which the project is being charged. See the Financial Systems Codes for a list of funds. (MDOT only, consultants contact your Project Manager) Control Section: “50022" The first two digits identify the county (50-Macomb) and, in conjunction with the last three digits, define a specific section of trunkline, as shown in the Control Section Atlas-Report No. 42. Job Number: “05675" A number assigned sequentially by Phase Initiator. The digits in the number have no significance. Phase: A phase letter, or lack of one (blank), identifies the stage of the project development process. Additional information 1. A job number cannot be charged against

until Phase Initiator indicates the “C” phase has been authorized with a chargeable account number.

2. Time spent developing ROW plans is

charged against the “B” phase. 3. FHWA has agreed that the “C” phase can

be charged against up to one month after the letting date.

4. Charges occurring after the

Pre-Construction Meeting should be made against the “A” phase.

The proper use of phases is outlined in the following table.


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14.07 (continued) PROJECT NUMBERS

Phase Letter Phase Name Description Examples / Notes

Blank Early Preliminary Engineering

Work related to environmental clearance and classification of the project.

Or Work related to study type projects.

Or Work related to the design survey of the project.

Or Work related to the scoping of the project.

Or Work related to the operation of a transportation system component.

Or

Work that does not readily fit other phase definitions.

Note: design survey work can also be included in the C or D Phase. Traffic Operations Center (TOC) operations or maintenance.

A Construction Work related to the physical building of transportation system component.

B Real Estate

Work related to the appraisal and acquisition of right-of-way necessary to construct a project, including planning and condemnation activities, and the relocation of displaced persons and personal property.

Or Work related to the demolition of or preparation of property to construct the project.

C Road Preliminary Design

Work related to the construction design of the road (non-structure) portion of the project.

D Structure Preliminary Design

Work related to the construction design of the structure portion of the project.

Note: JobNet requires a structure number.

Z Utility – Reimbursable Relocations

Work related to the project’s reimbursable utility relocations.


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14.07.01 (continued) Work Type Codes and Descriptions Miscellaneous 410 Warning Signs Replacement 412 Signals Support Replacement 421 Lighting Standard Replacement 423 Guardrail Repair 430 Expansion Joint Replacement 431 Deck Waterproofing 433 Spot Painting 437 Superstructure Correction (Repair) 440 Seal Coat 441 Slurry Seal 442 Hot Mix Patches 443 Thin HMA Overlay (<150 lb/yd2) 444 Pavement Grinding 450 Concrete Joint Repair 451 3' HMA Shoulders 452 Culvert Replacement 453 Ditch Clean out 454 Slurry Seal-Shoulders Only 455 Seal Coat-Shoulders Only 456 Crack Sealing 457 Concrete Joint Resealing 459 Miscellaneous Rehabilitation 481 Sidewalk Repairs – Rest Areas/ Welcome Centers 482 Sewer Alterations – Minor –

Rest Areas/Welcome Centers 483 Building Alterations-Minor- Rest Areas/Welcome Centers 484 Fence Repair – In Kind 485 Parking Area Resurface – Thin Only 489 Miscellaneous Roadside 491 Resurface Carpool Lots 492 Resurface Non-Motorized Path-Patching 493 Grinding Tipped Joints 499 Miscellaneous

14.08 (revised 2-26-2018) ACTIVATION OF “C” PHASE (PPMS Task Description #2560) Once an assignment is made, the Project Manager must activate funding for that project prior to charging any costs to the project. This is done by accessing Phase Initiator and entering additional information and/or revising existing information previously entered into the system. Information that may be added/revised includes: Job Location Character of Work Type of Job City County Urban Area Type of Highway Type of Improvement Length Highway System


ROAD DESIGN

14.10 (revised 2-26-2018) SCOPE VERIFICATION MEETING (PPMS Task Description 3130) (PPMS Milestone 312M) Once a project is assigned, the Project Manager should request from the office that scoped the project, a copy of the scoping documents. These documents may include such items as a completed copy of the appropriate scoping forms and checklists, the project concept statement, pavement coring information, a cost estimate a sketch of the proposed typical cross section(s) and a preliminary survey. The initial PPMS Network should also be available. The Project Manager will then gather the necessary old plans, utility information, traffic data and other useful background information and develop a preliminary cost estimate and compare it to the programmed cost. When sufficient information is available, the Project Manager will request the Region/System Manager to schedule the Scope Verification Meeting. If this preliminary estimate differs significantly from the programmed cost, the Project Manager should discuss increasing the programmed cost, changing the scope of work and/or reducing the project limits at the Scope Verification Meeting. Consensus should be reached at, or as soon as possible after, this meeting to minimize lost design time and to avoid a possible delay of the project Prior to or at the Scope Verification Meeting the Project Manager should verify that the “Pavement Design and Selection Policy” has been followed as described in Section 6.01.06. Depending on the type of fix and estimated paving cost, a Life Cycle Cost Analysis (LCCA) may also be required. If the procedure has not been followed, the Project Manager should contact the Pavement Design Engineer or Region/TSC Soils Engineer to initiate adherence to the policy.

14.10 (continued) In order to insure that everyone understands and agrees with the proposed scope of work, it is essential that all the disciplines and work centers that will be involved in the development of the project be invited to this meeting. This will minimize possible “scope creep” and reduce the number of redesigns by verifying and documenting the scope of work as early as possible in the design process. Recommended attendees include:

Project Manager Unit Leader(s) Environmental - Project Planning Division (BTP)

Geometrics Unit Construction Field Services Division

FHWA (FHWA Oversight) System Manager Region/TSC Design/Development / Engineer Operations Engineer Soils/Materials Utilities/Permits Construction Engineer Maintenance Development Services Division

(if applicable) Survey (if Right of Way is to be acquired or as otherwise applicable)

The Project Manager will write and distribute the meeting minutes. Copies should be sent to the Region/TSC System Manager, the Environmental Section in the Bureau of Transportation Planning and all attendees to the meeting. If this meeting results in a revised scope of work and/or an increase in the project cost, it is the responsibility of the office that originally scoped the project to revise the project scope and/or schedule and request reprogramming of the project.


ROAD DESIGN

14.10 (continued) SCOPE VERIFICATION MEETING NOTE: At this stage, the Project Manager should check to see if the project is required to be on the STIP (Statewide Transportation Improvement Plan). This may be done by accessing: JobNet Job Locator Job (type in job number) Road/Bridge Info [ I ] If the STIP Req. indicates yes, the project is required to be on the STIP. If the STIP Ind. has 1417 or 1720,etc. The project has been placed on the 3 year STIP indicated. If the STIP Ind. is blank, but the STIP Proposed indicates yes, the project has been proposed for placement on the latest STIP. Project Managers needing clarification concerning the status of the STIP should contact Statewide Planning Section of the Statewide Transportation Planning Division in the Bureau of Transportation Planning. 14.11 (revised 4-17-2017) DESIGN EXCEPTIONS / VARIANCES After the scope verification meeting is held and the project scope has been agreed upon, the Project Manager should identify any Design Exceptions or Variances (DE or DV) to MDOT standards that will be utilized in the design of the project (See Section 3.08.01E). Exceptions and Variances to MDOT design standards should be identified, and, ideally, completed during the scoping process. However, if this has not been done, a Design Exception Request (Form DE26) or Design Variance (Form DV26) should be completed. The Project Manager should consult with the Geometrics Unit of the Design Division when identifying and developing justification for design exceptions or variances. Previously completed Design Exceptions / Variances should also be reviewed for accuracy and revised at this time.

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


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14.15 (revised 2-26-2018) CHANGE REQUEST (REVIEW OF PROJECT SCOPE, COST AND SCHEDULE) Once the scope has been verified, any changes in cost, limits, work, schedule or funding should be submitted to the appropriate System Manager or Statewide Transportation Planning Division. This change request is done through JobNet.

14.16 (revised 2-19-2013) REQUEST FOR UTILITY INFORMATION (PPMS Task Description 3610) (PPMS Milestone 311M) This process outlines the responsibilities and procedures for gathering utility information early in a project’s design phase. Gathering utility information typically occurs after the project scope verification has been completed. For this procedure, utility is defined as any type of private, public, municipal, or county drain commission facility that is within or near the limits of the proposed construction project. Capital preventive maintenance and pavement marking projects are examples of projects that do not require plan distribution to utilities. The project must not include any guardrail work or any work beyond the outside edge of the shoulder, or require any excavation, trenching, boring, etc., into the aggregate base or subbase material. The Project Manager shall evaluate each project and use discretion on whether plans need to be distributed for utility coordination. Subsurface Utility Engineering (SUE) projects that use a consultant to provide the underground utility information may not need to follow this entire procedure. The Project Manager may need to coordinate this request for utility information with the SUE vender. Procedure Project Manager 1. Contact the TSC Utility Coordinator to

request Letter Requesting Utility Information at Base Plan Stage, (Form 2480). Provide the following information:

Project Location Scope of Work Control Section(s) Job Number(s) Proposed Plan Completion Date Consultant Information


ROAD DESIGN

14.30 (revised 2-18-2010) PRELIMINARY CONSTRUCTABILITY REVIEW (PPMS Task Description 3565) Constructability is taken into account during the scoping and early plan development process (and in conjunction with the Early Project Scoping Constructability Checklist). After the Job Concept Statement has been created in JobNet, the Project Manager/Concept Author should consult with the Region/TSC Delivery Engineer concerning items such as Coordinating with other Agencies, Permits, Staging, Maintaining Traffic, Site Investigation, and Right of Way. Much of the work under this task should occur before the Scope Verification Meeting. On small projects this task may consist of only the transmittal of base plans to the Resident/Delivery Engineer for comment. On large projects with complex staging, one or more meetings with the Resident/Delivery Engineer and Region/TSC Traffic and Safety Engineer may be required throughout this task. In both instances the review and incorporation of any comments must occur prior to Preliminary Plan Development.

14.31 (revised 2-28-2018) ENVIRONMENTAL REVIEW AND CLEARANCE Environmental review and clearance is a two step process: Environmental Classification (PPMS Task 3150) and Environmental Certification (PPMS Task 3155). 14.31.01 (revised 4-18-2016) Environmental Classification (PPMS Task 3150) Environmental Classification is required by the National Environmental Policy Act (NEPA). All projects must be reviewed for potential environmental impacts and classified according to the significance of those impacts. Class I Actions are those projects with significant environmental impacts and require the preparation of an Environmental Impact Statement (EIS). Class II Actions have minor or no environmental impacts and require Categorical Exclusion (CE) documentation (Form 1775). Class III Actions are projects where the significance of the impacts is not known and require the preparation of an Environmental Assessment (EA). Most projects are classified as CEs. However, environmental review is still required to identify non-significant environmental impacts, and establish measures to mitigate those impacts. Measures to mitigate can include avoidance, design changes, protective measures, or replacement. Establishing mitigation measures can be complex and require coordination with state, federal and local resource agencies. Often, mitigation measures can be developed through collaboration between the Project Manager (PM) and MDOT Environmental Staff.


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14.31.01 (continued) Environmental Classification The Environmental Clearance Coordinator (ECC) will contact the PM about one year prior to the Base Plan Date (BPD), or upon notification of project programming (JobNet) for projects of short development duration. The ECC will request information about the scope and location of the project. This information can include the extent of grading and filling, right of way requirements, detour information, etc., and is critical in assessing project environmental impacts. The project description, location, and other pertinent project information are put on the Environmental Classification (Form 1775). MDOT Environmental Staff may contact the PM for more details about the project in order to assess impacts. Once impacts are assessed, collaboration occurs between the PM and MDOT Environmental Staff, to develop mitigation measures. The goal of collaboration is to develop measures that both allow the project to accomplish its transportation goal and minimize impacts to the environment. Once impacts are identified and mitigation measures established the project can be classified as a CE. The PM will be notified and the Environmental Classification (Form 1775) and supporting documentation will be stored in ProjectWise under the Project Job Number. Classification is also recorded in JobNet. Classification is scheduled to occur on or before the completion of Base Plan Review (PPMS Task 3380).

14.31.01 (continued) A. Preliminary Design Activity Prior to completions of the NEPA review process, preliminary engineering and other activities and analyses must not materially affect the objective consideration of alternatives in the NEPA review process. FHWA defines Preliminary Design as activities that define the general project location and design concepts. It includes, but is not limited to, preliminary engineering and other activities and analyses, such as environmental assessments, topographic surveys, metes and bounds surveys, geotechnical investigations, hydrologic analysis, hydraulic analysis, utility engineering, traffic studies, financial plans, revenue estimate, hazardous materials assessments, general estimates of the types and quantities of materials, and other work needed to establish parameters for the final design. If the information required for classification requires engineering work or environmental coordination extending beyond the BPD, the PM must receive approval from the ECC to continue work limited to the following tasks:


ROAD DESIGN

14.31.01C (continued) Environmental Classification It will be the responsibility of the Project Manager and the ECC to ensure that all mitigation measures whether or not highlighted in bold on the Form 1775 are incorporated into the project plans and proposal. The Construction Engineer will be responsible for ensuring that the contractor is made aware of all environmental mitigation measures and the consequences of not meeting them. The environmental section of the Pre-Con Boilerplate has been written to ensure this Memo is read at that meeting.

14.31.02 (revised 2-26-2018) Environmental Certification (PPMS Task 3155) Environmental Certification is the final step in the Environmental Review and Clearance Process. This task takes place during Project Plan Quality Assurance Review (PPMS Task 3865). During Certification, plans and other documents are reviewed to ensure that all areas of concern are avoided, all mitigation measures are in place, and all commitments adhered to. This review is conducted by the ECC and documented (Form 2002). If all mitigation measures are in place and all commitments adhered to, the project will be certified. The PM will be notified and Environmental Certification Form (Form 2002) and supporting documentation will be stored in ProjectWise under the Project Job Number. Certification is also recorded in JobNet.


ROAD DESIGN

14.41 PARTICIPATION AGREEMENTS (PPMS Task Description 3630) 14.41.01 (revised 2-26-2018) General Any questions with respect to the necessity of an agreement, cost participation, cost splits, or negotiation of terms in an agreement should be coordinated with the Governmental Coordination Unit - Development Services Division. Agreements for State trunkline highway projects are prepared by the Governmental and Railroad Coordination Unit in the following categories:

Memos of Understanding (for activities performed by local agencies-PE, CE, ROW acquisition, etc.

Trunkline Transportation Alternatives Program projects

Statutory-Act 51 Participation Extra Width Construction and Resurfacing Non-trunkline Work Municipal Utility (betterment or relocation) Turn back Parking Maintenance and Operation (bike path,

sound walls, pedestrian bridges, etc.) Michigan Institutional Roads Joint Storm Sewers Detour Route Improvements

The Governmental Coordination Unit - Development Services Division is responsible for the negotiation of terms and preparation of agreements. Contact should be made as early as possible in the plan development process to allow adequate time for the proper coordination to process an agreement.

14.41.01 (continued) Any correspondence with a local unit of government that involves participation, whether statutory or special, should be originated by or cleared through the Governmental Coordination Unit - Development Services Division. Particular care should be used when citing cost estimates and federal participation since the agreement cost estimate figures may include higher contingency percentage and lower federal-aid participation ratios. Information on work to be included in a contract at 100% local expense should be submitted to the Governmental Coordination Unit - Development Services Division upon request for the additional work from the local agency. Requests for agreements should be submitted prior to scheduling an OEC Meeting or sooner,if possible. The following information should be submitted for an agreement preparation: Project Agreement Checklist-with any

special conditions included in the project. Engineer’s Estimate-with proper agency

splits (proposal level in AP Preconstruction).

Plans should include the following: 1. Corporate limits and itemized quantity

splits to be participated in by the city for Act 51 work.

2. Itemized quantity splits for any 100% local

work (work not participated in with MDOT funds).

Other agreements such as, non-contract traffic signal (Operational Services), right-of-way (Development Services Division) and general road and bridge maintenance (Maintenance Services) are processed by other areas within MDOT.


ROAD DESIGN

14.41.02 (revised 9-17-2012) Estimates The estimate provided to the Governmental Coordination Unit - Development Services Division for agreement purposes should NOT include contingencies since a contingency factor will be added to the construction cost for agreement purposes. The estimate should be refined to such a degree that it will be within 25% of the final engineer’s estimate. Anything in excess of 25% should be called to the attention of the Governmental Coordination Unit - Development Services Division. The estimate must be split along corporate limits for projects with city participation. Any modifications to the scope should be incorporated in a revised or amended agreement. Upon receipt of the request for involvement, the Governmental Coordination Unit - Development Services Division will contact the Design Unit to request any additional information required and will coordinate the agreement processing procedure. 14.41.03 (revised 2-26-2018) Act 51 Participation Act 51 Public Acts of 1951, as amended (1982), provides that cities having a population of 25,000 or more will participate with the Department in the cost of opening, widening and improving, including construction and reconstruction, of State trunkline highways within said cities. Cities required to participate, based on the 2010 census, are:

14.41.03 (continued)

OVER 50,000 12.5 % Participation

Ann Arbor Pontiac

Battle Creek Rochester Hills

Dearborn Royal Oak

Dearborn Heights Saginaw

Detroit St. Clair Shores

Farmington Hills Southfield

Flint Sterling Heights

Grand Rapids Taylor

Kalamazoo Troy

Lansing Warren

Livonia Westland

Novi * Wyoming

40,000 to 50,000 11.25 % Participation

East Lansing Portage

Kentwood Roseville

Midland

25,000 to 40,000 8.75 % Participation

Allen Park Lincoln Park *

Bay City Madison Heights

Burton Mount Pleasant

Eastpointe Muskegon *

Garden City Oak Park

Holland Port Huron

Inkster Southgate

Jackson Wyandotte

* City has changed participation range. Guidelines for determining types of work which should or should not be included in Act 51 categories in AP Preconstruction for participating Cities and Villages are posted at Act 51 Participation Items.


ROAD DESIGN

14.52 (revised 2-26-2018) REVIEW OF PROJECT SCOPE, COST AND SCHEDULE Once the plans and proposal are completed and quantities have been entered into AP Preconstruction, the Project Manager should compare the estimate with the programmed cost. If a revision to the cost (or schedule) is required, a change request through JobNet should be submitted immediately. This will insure a decision concerning cost is reached prior to the OEC Meeting. If the cost increase is denied a revised scope, change in limits, etc. needed to reduce the cost to within the programmed amount can be incorporated into the plan/proposal package prior to distribution of the material for the OEC Meeting. It is essential that the AP Preconstruction estimate, when submitted to the Specifications and Estimates Section, be within Phase Initiator allowable limits. This eliminates any delays in advertising due to funding.

14.53 Section deleted.


ROAD DESIGN

14.60 SUBMISSION OF COMPLETED PLANS 14.60.01 (revised 5-29-2012) General The final plan/proposal package should be submitted to the Specifications and Estimates Unit on or before the date listed under the heading “_-Week Projects Sent to S & E Unit” included in the calendar year’s schedule of Letting and Board Dates. This date should not be confused with “Plan Completion Date.” Plan completion date occurs before the OEC Meeting and is the date when 100% of the plan should be completed. A copy of the letting schedule is located on the Plan Development Services intranet website. The schedule generally incorporates the following time periods:

Schedule OEC Meeting

28 weeks prior to letting

Hold OEC Meeting


Turn into Specifications and Estimates


Advertisement* 5 or 6 weeks prior to letting

* The Supervisor of the Specifications and

Estimates Unit will determine which projects are candidates for letting with 3 or 4 week advertisements. Projects proposed for 3 week advertisements must have the approval of the Engineer of Design (except for Capital Preventive Maintenance and Pavement Marking projects).

14.60.02 (revised 2-26-2018) Requirements All plan/proposal package submittals should include at least the following, in addition to the plans: 1. Title Sheet 2. Milestone Checklist 3. Proposal level cost summary (AP

Preconstruction) 4. Unique special provisions (approved)

including maintaining traffic 5. Frequently used supplemental

specifications and special provisions (package and checklist)

6. Required permits 7. Utility Relocation Status Report (Form

2286) 8. Utility Charge Estimate (Form 0223) - for

bridge projects 9. ROW Certification for Advertising (Form

0725I or Form 0725N) 10. Coordination clauses 11. Completed and signed Certification &

Acceptance (Form 0265) 12. Notices to Bidder 13. Progress schedule with any

incentive/disincentive clauses 14. Road Cost Estimating Check List (Form

0268) (with any changes from the OEC Meeting marked in red)

15. Exception with a memorandum signed by the Region Engineer acknowledging the risks and a completed Exception Risk Analysis (Form 2912).

16. Structure Lump Sum Items Worksheet (Form 2911) if applicable

The Project Manager must get approval - from the Supervisor of the Specifications and Estimates Unit prior to submitting a final package without ALL of the above items.


ROAD DESIGN

14.60.04 (revised 2-26-2018) QA/QC Review It is the responsibility of the Project Manager to perform a QA/QC review of the entire plan/proposal package prior to submittal to the Specifications and Estimates Unit. As a minimum, in addition to those items listed under Section 14.60.02, the following items must be correct: Quantities and pay items on plan sheets

must match those in AP Preconstruction. All Unique Special Provisions with a pay

item must have a matching pay item in the plans and in AP Preconstruction.

All 7000 numbers in AP Preconstruction must have a Unique Special Provision in the proposal.

Any Frequently Used Special Provision with a pay item must have a matching pay item in the plans and in AP Preconstruction.

All Frequently Used Special Provisions and Specifications include in the package are the latest version.

AP Preconstruction files must be complete and correct.

All references to standard plans and special details are the latest version.

14.60.05 (revised 2-26-2018) AP Preconstruction Files Listed below are some directions/reminders concerning AP Preconstruction files: Proposal ID should be “C.S.-J.N.”, with no

extra spaces or characters, job number does not have an “A” or any other suffix

County number is filled in Spec year is correct, both at proposal and

project level Section and Line number have been run Primary Region has been filled in Section List indicate “Road Work” or

“Bridge Work” Long description entered using standard

wording Number of plan sheets filled in Contract type is filled in

14.60.05 (continued)

All Pre-established prices have been marked

Funding distribution adds to 100% Each Lump Sum item adds to 1.00 Administrative unit has been filled in Beginning and Ending termini have been

filled in CE percentage is correct Project should be identified as J.N. with A

(######A) Control group changed to ”DS” in the

Project and Proposal level The unit price is fixed for all dollar items Project start date and completion date

filled in The supplemental description for all 7000

items is the same as the pay item in the Special Provision.

Listed below are some common oversights of plan/proposal packages submitted to the Specifications and Estimates Unit: Copies of Special Details not included in

the plans. Undefined pay items. Every pay item

used on the project must be covered by the Standard Specifications for Construction, Special Provision or Supplemental Specification.

Identical pay items in both the road and bridge sections. These should be revised to appear in only one section. This eliminates the possibility of a Contractor bidding differently on the same pay item.

Packaging of projects. Packages with road, bridge, utilities, signals, signing, etc. should be packaged prior to submittal to the Specifications and Estimates Unit.

Project cost not within Phase Initiator funding limits.

Construction completion date exceeding a permit’s expiration date.

Missing or incorrect Mobilization maximum amount.

Funding for Incentive/Disincentive clause not programmed or quantity not properly entered in AP Preconstruction.

Quantities for a Contractor Staking Special Provision not included in the plans and/or AP Preconstruction.


ROAD DESIGN

14.70.01 (revised 3-26-2012) Procedure The following general procedure should be used when preparing and distributing plan revisions: 1. Revise the plan sheet(s) affected (if

required). 2. Complete Revision of Plans (Form 0291)

and Plan Revision Distribution (Form 0211).

3. Discuss the proposed changes with the FHWA (FHWA Oversight).

4. Gather the following signatures: a. Project Manager/Development Engineer b. Resident/Delivery Engineer 5. Combine completed forms 0211 and 0291

with the revised sheets in Adobe Acrobat format and name the file PLANREV1.pdf (or subsequent numerical naming if multiple). Save the file in the ProjectWise sub-folder entitled "Plan Revisions and Shop Drawings". If this sub-folder has not been created, contact the local or central office ProjectWise Administrator for assistance.

6. Distribute electronic copies per the instructions on each form. Copies must also be sent to any affected agencies and/or the FHWA (FHWA Oversight).

14.71 (revised 2-26-2018)

CONTRACT MODIFICATIONS

Contract modifications are the formal process by which revisions to the contract are formally authorized, approved and incorporated into the construction contract. Contract modifications are processed for any revisions to the contract that alters the nature, scope, cost or schedule of the project.

The Design Project Manager (PM) is included in the email distribution for all Contract Modifications which TSC Managers approve in ProjectWise. This email includes the ProjectWise link to the Contract Modification as well as any comments the TSC manager added to the body of the message.

Once the email is received, it is recommended that the Design PM does the following:

1. Review the file in ProjectWise to become familiar with the changes.

2. Take note of items that can be addressed as plan improvements for future projects.

3. Share changes and information with other internal designers and external design consultants involved in the plan design.

As Design PMs receive contract modification approval emails from various projects, they are asked to take notice of repetitive or similar modifications that can be identified as opportunities for future plan improvements, cost savings and innovations.

The Design PM is highly recommended to take a proactive stance, keep lines of communication open with construction, and become familiar with the modifications being made to the project during construction activities. This enables the Design PM to become more informed and be better prepared to engage in productive discussions during the post-construction review meeting.

For specific details regarding the Construction Contract Modification Process refer to http://mdotwiki.state.mi.us/construction/index.php/103.02_Contract_Revisions of the MDOT Construction Wiki.

http://mdotwiki.state.mi.us/construction/index.php/103.02_Contract_Revisions

http://mdotwiki.state.mi.us/construction/index.php/103.02_Contract_Revisions


ROAD DESIGN

14.72 (revised 2-26-2018) POST-CONSTRUCTION REVIEW MEETING The purpose of a post-construction review is to provide feedback to design staff and other stakeholders to improve the quality and cost effectiveness of future projects. These meetings are initiated by Construction and held for selected projects per construction season. It is essential for the Design Project Manager (PM) to take a proactive stance on all projects, keep lines of communication open with construction, and become familiar with the modifications being made to projects during construction activities. This enables the Design PM to become more informed and be better prepared to engage in productive discussions during the post-construction review meetings. The Design PM should attend and coordinate invitations to internal designers and external design consultants who participated in the design process. Upon completion of the post-construction meeting, the meeting minutes will be deposited into ProjectWise and an email notification will be sent to the project stakeholders letting them know that the minutes have been compiled, completed and ready for viewing. For more specific details regarding Post-Construction Review Meetings criteria and agenda items, refer to http://mdotwiki.state.mi.us/construction/index.php/Plans,_Proposal,_Input,_Review_and_Evaluation#Post-Construction_Reviews of the MDOT Construction Wiki.

14.73 (revised 9-21-2009) MARKED FINAL PLANS As Built Plans, also referred to as As Constructed Final Plans (ACFP), or Marked Final Plans, are original awarded project plan sheets that have been updated to show changes, corrections and comments made during construction. After construction is complete, the Resident/Delivery Engineer’s office is responsible for creating and placing marked As Built Plans in ProjectWise 14.73.01 (revised 9-21-2009) Mark-Up Standards Use the following guidelines to capture the As Built changes and corrections made to the As Let Plans: Horizontal Control: Changes in alignment, bearings, PC’s, PI’s, PT’s, curve data, government corner witnesses, witnesses to alignment monuments, right-of-way monuments and boxes, and right-of-way fence should be shown on plan sheets.

http://mdotwiki.state.mi.us/construction/index.php/Plans,_Proposal,_Input,_Review_and_Evaluation%23Post-Construction_Reviews



MICHIGAN DESIGN MANUAL ROAD DESIGN

APPENDIX D - ACRONYMS

Acronym

Description

ADT

Average Daily Traffic

BOH

Bureau of Highways

BTP

Bureau of Transportation Planning

CA

Certification Acceptance

CE

Construction Engineering

CFR

Code of Federal Register

COR

Construction Office Review

CPM

Critical Path Method(Network)

DBE

Disadvantaged Business Enterprise

DHV

Design Hourly Volume

DTM

Digital Terrain Model

EAU

Environmental Assessment Unit

EEO

Equal Employment Opportunity

EIS

Environmental Impact Statement

EOC

Engineering Operations Committee

EPA

Environmental Protection Agency

EPE

Early Preliminary Engineering

FHWA

Federal Highway Administration

FOIA

Freedom of Information Act

FONSI

Finding of No Significant Impacts

FUSP

Frequently Used Special Provisions

FUSS

Frequently Used Supplemental Specifications

G/DCCU

Grading/Drainage Consulting Contracting Unit

GRCU

Governmental and Railroad Coordination Unit

I/D

Incentive/Disincentive

LCCA

Life Cycle Cost Analysis

LSUM

Lump Sum



Acronym

Description

MDEQ Michigan Department of Environmental Quality MDNR

Michigan Department of Natural Resources

MDOT

Michigan Department of Transportation

MIR

Michigan Institutional Roads

NAVD

North American Vertical Datum

NHS

National Highway System

NPDES

National Pollutant Discharge Elimination System

NVD

National Vertical Datum

OEC

Omissions/Errors/Check

OJT

On the Job Training

PCS

Project Area Contamination Survey

PC

Point on Curve

PCU

Project Coordination Unit

PE

Preliminary Engineering

PI

Point of Intersection

PMS

Pavement Management System

POB

Point of Beginning

POE

Point of Ending

PPMS

Program/Project Management System

PRSC

Pavement Review Selection Committee

PT

Point on Tangent

QAQC

Quality Assurance/Quality Control

ROR

Region Office Review

ROW

Right of Way

RQFS

Road Quality Forecastting System

RRS

Region/TSC Resource Specialist

S&E

Specifications and Estimates



Acronym

Description

SLD Special Liquidated Damages STIP

Statewide Transportation Improvement Plan

SUE

Subsurface Utility Engineering

SUP

Special Use Permits

TSC

Transportation Service Center

URTS

Utility Relocation Tracking System

USGS

United States Geological Survey

USPLSS

United States Public Land Survey System

VE

Value Engineering

VECP

Value Engineering Change Proposal

MICHIGAN DESIGN MANUAL BRIDGE DESIGN

7.03.04 Cofferdams (8-6-92) Cofferdams shall be used on all substructure units where tremie concrete is required for water control. When shallow water is present; i.e., less than 2'-0", other methods of water control that allow the contractor maximum flexibility may be appropriate. The Geotechnical Services Section should be contacted in this case to determine if a cofferdam is required. (2-26-2018) The driving line for cofferdam sheet piling shall be 1'-6” outside the footing outline or at the edge of the tremie concrete. Deep excavations may use driving line greater than 1’-6” outside the footing outline to allow for more efficient bracing schemes. Consult with Geotechnical Services Section. (11-28-2011) Since a cofferdam is generally a sheeted enclosure, the plans should show and note the limits of the enclosure. The contractor must know if he will be required to completely enclose the excavation or whether sheeting on three sides will suffice. Often, a portion of a sheet pile cofferdam is to remain in place. On these projects, there will be two bid items. “Steel Sheet Piling, Temporary, Left in Place" will be measured and paid for in the specified manner. The remainder of the enclosure along with dewatering, etc., will be paid for as "Cofferdams." This division of pay items should be clarified by a plan note. When cofferdams are not used on structures crossing streams or encroaching on water courses, Plan Note 8.05(L) shall be used. Where a sheet piling enclosure is required for lateral soil support but not for the exclusion of water, “Steel Sheet Piling, Temporary" should be called for. For additional information see Subsection 7.01.10.

7.03.05 Subfootings Subfootings are only to be used under footings placed in streams, rivers, or below the ground water table. Subfootings are to extend 1'-3” outside of footing lines and normally are to be 3½” thick; where water and/or soil conditions are such that unsuitable conditions might arise, subfootings may be 5½” thick. Foundation excavation limits are still to be only 1'-6" outside of footings. Concrete for subfootings is to be bid separately as "Conc, Grade S2, Subfooting” and has the material properties of Concrete, Grade S2. (11-28-2011) 7.03.06 Tremie Seal Design Generally, tremie seals should be called for on all structures where it is expected that difficulty will be encountered in pumping the water down below the bottom of footing. Do not include weight of tremie when computing pile loads except when the estimated scour depth is below the bottom of tremie. (5-6-99) A. Design The tremie seal shall be designed to resist the hydrostatic pressure at the bottom of the tremie by a combination of its weight, plus the bond on the cofferdam and piles. The allowable bond stress is 10 psi on the piles and 5 psi on the cofferdam, providing the piles and the sheeting have sufficient resistance from dead weight and soil friction to resist the load thereby induced. Where shells are used or permitted as an option, the total resistance available will be the weight of the shell plus soil friction less any buoyancy force exerted on the shell. Allowable tension in bending on the tremie seal is 30 psi. B. Hydrostatic Head Hydrostatic head should be figured from bottom of tremie seal to ordinary water surface elevation. Include note 8.05 M on plans. (5-6-99)

MICHIGAN DESIGN MANUAL BRIDGE DESIGN - CHAPTER 7: LRFD

7.03.04 Cofferdams (8-6-92) Cofferdams shall be used on all substructure units where tremie concrete is required for water control. When shallow water is present; i.e., less than 2'-0", other methods of water control that allow the contractor maximum flexibility may be appropriate. The Geotechnical Services Section should be contacted in this case to determine if a cofferdam is required. (2-26-2018) The driving line for cofferdam sheet piling shall be 1'-6” outside the footing outline or at the edge of the tremie concrete. Deep excavations may use driving line greater than 1’-6” outside the footing outline to allow for more efficient bracing schemes. Consult with Geotechnical Services Section. (8-20-2009) Since a cofferdam is generally a sheeted enclosure, the plans should show and note the limits of the enclosure. The contractor must know if he will be required to completely enclose the excavation or whether sheeting on three sides will suffice. Often, a portion of a sheet pile cofferdam is to remain in place. On these projects, there will be two bid items. “Steel Sheet Piling, Temporary, Left in Place" will be measured and paid for in the specified manner. The remainder of the enclosure along with dewatering, etc., will be paid for as "Cofferdams." This division of pay items should be clarified by a plan note. When cofferdams are not used on structures crossing streams or encroaching on water courses, Plan Note 8.05(L) shall be used. Where a sheet piling enclosure is required for lateral soil support but not for the exclusion of water, “Steel Sheet Piling, Temporary" should be called for. For additional information see Subsection 7.01.10.

7.03.05 Subfootings Subfootings are only to be used under footings placed in streams, rivers, or below the ground water table. Subfootings are to extend 1'-3” outside of footing lines and normally are to be 3½” thick; where water and/or soil conditions are such that unsuitable conditions might arise, subfootings may be 5½” thick. Foundation excavation limits are still to be only 1'-6" outside of footings. Concrete for subfootings is to be bid separately as "Conc, Grade S2, Subfooting” and has the material properties of Concrete, Grade S2. (8-20-2009) 7.03.06 Tremie Seal Design Generally, tremie seals should be called for on all structures where it is expected that difficulty will be encountered in pumping the water down below the bottom of footing. Do not include weight of tremie when computing pile loads except when the estimated scour depth is below the bottom of tremie. (5-6-99) A. Design The tremie seal shall be designed to resist the hydrostatic pressure at the bottom of the tremie by a combination of its weight, plus the bond on the cofferdam and piles. The allowable bond stress is 10 psi on the piles and 5 psi on the cofferdam, providing the piles and the sheeting have sufficient resistance from dead weight and soil friction to resist the load thereby induced. Where shells are used or permitted as an option, the total resistance available will be the weight of the shell plus soil friction less any buoyancy force exerted on the shell. Allowable tension in bending on the tremie seal is 30 psi. B. Hydrostatic Head Hydrostatic head should be figured from bottom of tremie seal to ordinary water surface elevation. Include note 8.05 M on plans. (5-6-99)


7.03.08 (continued) D. Permanent Steel Sheet Piling (10-24-2001) 1. Design A required section modulus is calculated

based upon a piling design. (MDOT Geotechnical Services Section may recommend a section modulus.) A section is chosen from Appendix 7.03.08 D. (Sheet Piling Section Moduli) using the tabulated “effective” modulus in place of the calculated section modulus.

(2-26-2018) Cold rolled sections have an additional

reduction factor, thus it is possible to have a cold rolled section with a higher nominal section modulus, but a lower effective section modulus. To avoid field substitutions resulting in less than designed “effective” section modulus, the plans shall indicate the minimum acceptable nominal section modulus for both hot and cold rolled sections based on values given in Appendix 7.03.08 D. (see note 8.06.07C).

In addition to Appendix 7.03.08 D., which

is to be used for all permanent installations, sheet piling sections subject to severe environments should also be hot dipped galvanized.

Designers are responsible to determine

the domestic production and availability of the sheet piling sections they specify.

(2-26-2018)

7.03.08 (continued) 2. Background/Commentary Appendix 7.03.08 D. was developed by

the Illinois DOT. It contains sheet pile sections and their effective section modus. This effective modulus was calculated by reducing the nominal value for the effects of corrosion, and in some cases for a Hartman reduction factor.

Hartman Reduction Factor - tests by

Hartman Engineering indicate that cold rolled sections failed at 83% of the expected value based on conventional bending theory. The Hartman study concluded that these failures were because the cold rolled sections have larger widths, depths, and width to depth ratios which promote failure prior to yielding the tension flanges. Cold rolled sections shown on the table have their section modulus reduced by 17% to account for the lower yield values. Illinois DOT took the report’s conclusion a further step and applied the Hartman reduction factor to “light duty” hot rolled sections also.

Corrosion - all tabulated sections were

reduced to mitigate the effects of corrosion. Illinois DOT assumed a 50 year service life and a corrosion of about 0.00059 inches per year. This translates to about 1/17" of total corrosion (two sides) for the service life.

MDOT requires a 75 year service life and

a slightly higher corrosion rate, thus the requirement for hot dipped galvanized sections in severe environments.


7.03.08 (continued) D. Permanent Steel Sheet Piling (10-24-2001) 1. Design A required section modulus is calculated

based upon a piling design. (MDOT Geotechnical Services Section may recommend a section modulus.) A section is chosen from Appendix 7.03.08 D. (Sheet Piling Section Moduli) using the tabulated “effective” modulus in place of the calculated section modulus.

(2-26-2018) Cold rolled sections have an additional

reduction factor, thus it is possible to have a cold rolled section with a higher nominal section modulus, but a lower effective section modulus. To avoid field substitutions resulting in less than designed “effective” section modulus, the plans shall indicate the minimum acceptable nominal section modulus for both hot and cold rolled sections based on values given in Appendix 7.03.08 D. (see note 8.06.07C).

In addition to Appendix 7.03.08 D., which

is to be used for all permanent installations, sheet piling sections subject to severe environments should also be hot dipped galvanized.

Designers are responsible to determine

the domestic production and availability of the sheet piling sections they specify.

(2-26-2018)

7.03.08 (continued) 2. Background/Commentary Appendix 7.03.08 D. was developed by

the Illinois DOT. It contains sheet pile sections and their effective section modus. This effective modulus was calculated by reducing the nominal value for the effects of corrosion, and in some cases for a Hartman reduction factor.

Hartman Reduction Factor - tests by

Hartman Engineering indicate that cold rolled sections failed at 83% of the expected value based on conventional bending theory. The Hartman study concluded that these failures were because the cold rolled sections have larger widths, depths, and width to depth ratios which promote failure prior to yielding the tension flanges. Cold rolled sections shown on the table have their section modulus reduced by 17% to account for the lower yield values. Illinois DOT took the report’s conclusion a further step and applied the Hartman reduction factor to “light duty” hot rolled sections also.

Corrosion - all tabulated sections were

reduced to mitigate the effects of corrosion. Illinois DOT assumed a 50 year service life and a corrosion of about 0.00059 inches per year. This translates to about 1/17" of total corrosion (two sides) for the service life.

MDOT requires a 75 year service life and

a slightly higher corrosion rate, thus the requirement for hot dipped galvanized sections in severe environments.

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Highlight


BRIDGE DESIGN

7.03.09 Piles A. General 1. River and Stream Crossing Both vertical and battered piles should be

used under abutments where footings are higher than the river stream bed. The abutments must be protected from scour. The appropriate riprap design as specified by the Design Engineer - Hydraulics/Hydrology will be provided by special provision. A well graded riprap will be provided for foundations subject to pressure flow or velocities greater than 7 feet per second. Piers must have the top of the footing or pile cap below the stream bed a depth equal to the estimated contraction scour depth.

(5-6-99) 2. Bidding Piles Piles shall be bid by a designated capacity

unless otherwise noted in the recommendation from the Geotechnical Services Section. (2-26-2018)

It may be necessary to specify steel piles

because of difficult driving conditions or to prevent damage to existing sewers and/or utilities. These piles are to be bid as “Pile, Steel, Furnished and Driven." This will necessitate two separate bid items if the remainder of the piles are to be bid by a designated capacity or Cast-in-Place Concrete Piles.

7.03.09 (continued) 3. Test Piles Test piles are to be provided for all

projects using piles unless the Geotechnical Services Section determine that they are not necessary. (2-26-2018)

At least two test piles shall be provided for

at each substructure unit placed on piles. Timber test piles shall be located in a

manner that will best serve as a basis for ordering the balance of the piles.

4. Pile Embedment Piles are to be extended into the footing a

distance of 6". When a tremie seal is used, the piles are to be extended into the footing a distance of 1'-0".

5. Concrete Displaced by Piles No deductions in concrete quantities will

be made for steel pile embedments or for pipe pile embedments of 1'-0" or less.

6. Edge Distance The usual minimum edge distance for

piles is 1'-6". This may be reduced to 1'-3" where special conditions require.

7. Abutment Piling When piling is required for abutments, a

careful study should be made to ensure that the piling will clear previously placed or proposed culvert pipe.


BRIDGE DESIGN - CHAPTER 7: LRFD

7.03.09 Piles A. General 1. River and Stream Crossing Both vertical and battered piles should be

used under abutments where footings are higher than the river stream bed. The abutments must be protected from scour. The appropriate riprap design as specified by the Design Engineer - Hydraulics/Hydrology will be provided by special provision. A well graded riprap will be provided for foundations subject to pressure flow or velocities greater than 7 feet per second. Piers must have the top of the footing or pile cap below the stream bed a depth equal to the estimated contraction scour depth. (5-6-99)

2. Biaxial Bending and Compression of Piles

(8-20-2009) The combined biaxial bending and

compression of piles shall be checked and analyzed for integral abutments and all river structures according to current AASHTO LRFD Bridge Design Specifications 2.6.4, 6.9 & 10.7.

7.03.09 (continued) 3. Economic Analysis to Determine Nominal

Pile Driving Resistance (Rndr)(8-20-2009)

For driven pile, an economic analysis of the foundation support system shall be completed optimizing pile type, pile section and construction quality control method pertinent to the particular project in question. The Resistance Factor for Driven Piles (φdyn) used in design determines the construction quality control method that must be used to certify the Nominal Pile Driving Resistance (Rndr). Do not specify dynamic testing with signal testing (P.D.A. testing) for H-piles driven in non-cohesive soil profiles where the driven pile length is expected to exceed 80 feet. Use ASSHTO LRFD Tables 10.5.5.2.3 - 1, 2 & 3 in analysis and resistance factor determination and coordinate findings with Geotechnical Services Section. For additional information on pile resistance see section 7.03.09 B. (11-28-2011) (2-26-2018) General rules for Resistance Factor (φdyn) (detailed analysis shall be performed):

Project Driven

Pile Cost

Pile Certification Method

Resistance Factor(φdyn)

<$300,000 FHWA-Modified Gates Formula 0.50

≥$300,000Dynamic Testing/ Signal Matching (PDA Testing)

0.65 *

>$500,000

Static Load Test with Dynamic Testing/ Signal Matching (PDA Testing)

0.80

* This resistance factor applies to the

Beginning of Redrive (BOR) case. Do not specify PDA testing for End of Drive (EOD). (11-28-2011) (9-21-2015)


7.03.09 (continued) Piles A. General 4. Test Piles Test piles are to be provided for all

projects using piles unless the Geotechnical Services Section determine that they are not necessary. (2-26-2018)

At least two test piles shall be provided for

at each substructure unit placed on piles. Timber test piles shall be located in a

manner that will best serve as a basis for ordering the balance of the piles.

5. Pile Embedment Piles are to be extended into the footing a

distance of 6". When a tremie seal is used, the piles are to be extended into the footing a distance of 1'-0".

6. Concrete Displaced by Piles No deductions in concrete quantities will

be made for steel pile embedments or for pipe pile embedments of 1'-0" or less.

7. Edge Distance The usual minimum edge distance for

piles is 1'-6". This may be reduced to 1'-3" where special conditions require.

8. Abutment Piling When piling is required for abutments, a

careful study should be made to ensure that the piling will clear previously placed or proposed culvert pipe.

7.03.09 (continued) 9. Pile Batter Generally, piles are to be battered no

flatter than 3V:1H. Where soil conditions are not good enough to provide sufficient lateral pile resistance, we may increase the angle of batter to 2.5V:1H or even 2V:1H. This measure, however, should be a last resort since it is difficult to maintain driving accuracy when the batter is flatter than 3V:1H.

10. Pile Numbering A pile numbering scheme shall be shown

on the plans for those units having piles. Each pile shall be assigned a number in a particular row or on an individual basis.

11. Lateral Pile Resistance (8-20-2009) Lateral pile resistance as determined by a

Geotechnical Engineer may be used to resist horizontal forces on substructure. See AASHTO LRFD Bridge Design Specification 10.7.

Scour potential for the structure shall be

accounted for when the Geotechnical Engineer determines nominal horizontal pile resistance.

12. Pile Driving Vibration Evaluation (11-28-2011) Driven piles located within a distance of

100 ft of historic or vibration sensitive structures shall be evaluated for damage potential from vibration and/or vibration induced settlement.

Driven piles shall not be located within a

25 ft radius of existing spread footings, critical utilities, or in-service pavements without mitigation and/or vibration and settlement monitoring specifications.


7.03.09 (continued) Piles A. General 8. Pile Batter Generally, piles are to be battered no

flatter than 3V:1H. Where soil conditions are not good enough to provide sufficient lateral pile resistance, we may increase the angle of batter to 2.5V:1H or even 2V:1H. This measure, however, should be a last resort since it is difficult to maintain driving accuracy when the batter is flatter than 3V:1H.

If a 2.5V:1H or 2V:1H batter is shown on

the plans, note 8.06.05 G must be added to the plans.

9. Cast-in-Place Concrete Pile Shells The minimum pile shell thickness shall be

0.312”. (8-20-2012) 10. Pile Numbering A pile numbering scheme shall be shown

on the plans for those units having piles. Each pile shall be assigned a number in a particular row or on an individual basis.

11. Pile Driving Vibration Evaluation (11-28-2011) Driven piles located within a distance of

100 ft of historic or vibration sensitive structures shall be evaluated for damage potential from vibration and/or vibration induced settlement.

Driven piles shall not be located within a

25 ft radius of existing spread footings, critical utilities, or in-service pavements without mitigation and/or vibration and settlement monitoring specifications.

7.03.09 (continued) B. Pile Capacity In general, the specified capacity shown on the plans and used in the substructure design should be 60 tons. In some cases, the soil profile will indicate that a higher or lower specified capacity would be more economical. The recommendation from the Geotechnical Services Section will indicate what pile capacity to use. (2-26-2018) 1. Steel H Piles The maximum design load on steel H piles

shall not exceed the following: HP 8x36 45 tons HP 10x42 55 tons HP 12x53 70 tons HP 14x73 95 tons 2. Cast-in-Place Concrete Piles The maximum design load on cast-in-

place concrete piles shall not exceed the following:

10¾" O.D. 45 tons 12" O.D. 65 tons 12¾” O.D. 75 tons 14" O.D. 90 tons



7.03.09 (continued) Piles B. Nominal Pile Resistance (Rn) (8-20-2009) Design substructures with an initial nominal pile resistance of 350 kips. In some cases, the soil profile will indicate that a higher or lower nominal pile resistance would be more economical. The recommendation from the Geotechnical Services Section will indicate what nominal pile resistance to use. (11-28-2011) (2-26-2018) 1. Pile Designation/Maximum Nominal Pile

Driving Resistance (Rndr)

a. Steel H Piles (11-28-2011) Pile (Rndr)

HP 10X42 275 kips HP 10X57 350 kips HP 12X53 350 kips HP 12X74 500 kips HP 12X84 600 kips HP 14X73 500 kips HP 14X89 600 kips b. Metal Shell Piles (11-28-2011)(8-20-2012)

Pile (Rndr)

Metal Shell 12" O.D. w/0.312" Walls 250 kips Metal Shell 14" O.D. w/0.312" Walls 350 kips Metal Shell 16" O.D. w/0.375" Walls 500 kips c. Timber Piles

Pile (Rndr)

Timber Pile 150 kips

7.03.09 B. (continued) A wave equation analysis, which uses typical pile types and driving equipment known to be locally available, shall be performed by the Geotechnical Engineer to verify drivability. (11-28-2011) Steel H-Piles shall be according to AASHTO M270 Grade 50. Metal shell piles for CIP piles shall be according to ASTM A252 Grade 3.

2. In general, the Resistance Factor for

Driven Piles (φdyn) = 0.50 assuming that the Nominal Pile Driving Resistance (Rndr) is verified using the FHWA-modified Gates Dynamic Formula. The Resistance Factor (φdyn) = 0.65 when dynamic testing with signal matching (P.D.A. testing) is used and (φdyn) = 0.80 with static load tests. (See AASHTO LRFD Table 10.5.5.2.3-1 Resistance Factors for Driven Piles)

(11-28-2011) (11-23-2015) 3. In general, Resistance Factor (φdyn) times

the Nominal Pile Resistance (Rn) = Factored Nominal Resistance (RR).

(φdyn) x (Rn) = (RR)

The above equation does not hold true in the case of possible downdrag, and/or scour.

4. The nominal pile resistance to be shown on the plans should be equal to the actual demand, based on the final pile layout, divided by the appropriate Resistance Factor for Driven Piles (φdyn), rounded up to the nearest 10 kips. Do not simply use the Maximum Nominal Pile Driving Resistance (Rndr) for the pile type.

(2-26-2018)


7.06.03 Substructure Protection Where we are reconstructing an existing substructure unit; i.e., capping or extending it, and there is a transverse joint in the superstructure directly above, the entire top existing and proposed, and all other existing faces of the unit shall be coated with penetrating water repellent treatment or another concrete surface sealer. See Section 7.03.11. 7.06.04 Hanger Assembly Replacement and Temporary Support Guidelines for Redundant Bridges For additional information on temporary supports see Subsection 7.01.10. A. Construction Methods The choice of method can best be made during an on-site inspection, preferably the Scope Verification or Plan Review, where Region/TSC personnel can offer opinions. (5-6-99) 1. Temporary Support From Below Using

Column and Footing Arrangement a. Does not require lane closure above;

i.e., traffic over work area. b. May require lane closure below

depending on location of suspender. 2. Temporary Support From Above Using

Multiple or Single Beam Suspension Arrangement

a. Requires lane closure above. b. May require lane closure below

because of underclearance restrictions.

c. Joint replacement at expansion end

and removal of portions of deck at fixed end will probably be required for multiple beam suspension.

7.06.04 (continued) B. Preliminary Investigation for Temporary

Support From Below 1. Request Borings and Allowable Soil

Pressures from Geotechnical Services Section. (2-26-2018)

a. Consideration should be given to

possible differential settlement below temporary support footing.

b. Borings are not required if footing is

placed on paved surface. Assume a bearing pressure of 17 psi. (5-6-99)

2. Determine Utility Locations Underground utilities may be damaged

by settlement of temporary support footing pressure.

3. Determine Obstructions of Temporary

Support Footing Consider pier location and skew. 4. Read Current Specifications for This

Type of Work Prior to Starting Design. C. Design of Temporary Support From

Below (see Appendix 7.06.04 for nomenclature):

1. Loading a. Use 1.25 (DL+LL+I) for column,

column base plate, and jack base plate design.

b. Use 1.0 (DL+LL+I) for channel shim

and jack bearing plate design. c. Use 1.25 (DL+LL) for footing design

(timber and concrete). d. Use 1.25 (DL+LL+I) for hydraulic

jack capacity.


7.06.03 Substructure Protection Where we are reconstructing an existing substructure unit; i.e., capping or extending it, and there is a transverse joint in the superstructure directly above, the entire top existing and proposed, and all other existing faces of the unit shall be coated with penetrating water repellent treatment or another concrete surface sealer. See Section 7.03.11. 7.06.04 Hanger Assembly Replacement and Temporary Support Guidelines for Redundant Bridges For additional information on temporary supports see Subsection 7.01.10. A. Construction Methods The choice of method can best be made during an on-site inspection, preferably the Scope Verification or Plan Review, where Region/TSC personnel can offer opinions. (5-6-99) 1. Temporary Support From Below Using

Column and Footing Arrangement a. Does not require lane closure

above; i.e., traffic over work area. b. May require lane closure below

depending on location of suspender. 2. Temporary Support From Above Using

Multiple or Single Beam Suspension Arrangement

a. Requires lane closure above. b. May require lane closure below

because of underclearance restrictions.

c. Joint replacement at expansion end

and removal of portions of deck at fixed end will probably be required for multiple beam suspension.

7.06.04 (continued) B. Preliminary Investigation for

Temporary Support From Below 1. Request Borings and Factored Nominal

Soil Pressures from Geotechnical Services Section. (2-26-2018)

a. Consideration should be given to

possible differential settlement below temporary support footing.

b. Borings are not required if footing is

placed on paved surface. Assume a bearing pressure of 17 psi. (5-6-99)

2. Determine Utility Locations Underground utilities may be damaged

by settlement of temporary support footing pressure.

3. Determine Obstructions of Temporary

Support Footing Consider pier location and skew. 4. Read Current Specifications for This

Type of Work Prior to Starting Design. C. Design of Temporary Support From

Below (see Appendix 7.06.04 for nomenclature):

1. Loading a. Use 1.25 (DL+LL+I) for column,

column base plate, and jack base plate design.

b. Use 1.0 (DL+LL+I) for channel shim

and jack bearing plate design. c. Use 1.25 (DL+LL) for footing design

(timber and concrete). d. Use 1.25 (DL+LL+I) for hydraulic

jack capacity.


7.06.04 (continued) Hanger Assembly Replacement and Temporary Support Guidelines for Redundant Bridges 7. Jack Bearing Plate Design a. Size for bending about centerline

existing girder or beam web. b. Use load on channel shims for

bending calculations. c. Use Fb = 0.75 Fy. 8. Hydraulic Jack Capacity a. Specify minimum jack capacity

required (based on axial load only). 9. Timber Footing Design a. Use double mat (minimum) with

square or rectangular timbers. b. Size for axial load plus bending. Use

eccentricity assumed in column design. Use allowable soil pressure from Geotechnical Services Section. On a paved surface assume a bearing pressure of 17 psi.

(5-6-99) (2-26-2018) c. Check flexure and horizontal shear.

Allow 25 percent overstress to account for short duration of loading.

d. Column base plate full width across

top mat. e. Top mat full width across bottom

mat. f. Specify channels lag-bolted to

timbers across top of both mats, each end (lag-bolt to each timber).

7.06.04 (continued) 10. Concrete Footing Design a. Use bottom mat steel reinforcement

only, both directions. b. Size for axial load plus bending. Use

eccentricity assumed in column design. Use allowable soil pressure from Geotechnical Services Section. (2-26-2018)

c. Check flexure, beam (one way)

shear and slab (punching) shear. d. Specify concrete to be stenciled with

"top" on side opposite steel reinforcement. Stencil “bottom” as required.

11. Footing Placed on Soil a. Specify compaction of original

ground to not less than 95 percent of its maximum unit weight to a depth of 9" and to 1'-6" outside footing outline.

b. Specify Structure Embankment

(CIP), if required, to 1'-6" outside footing outline.

c. Specify level under footing. d. Specify Granular Material Class III,

compacted to not less than 95 percent of its maximum unit weight, to 1'-6" outside footing outline for leveling.

e. Specify 1V:1H slope down to natural

ground for all required fill material.


7.06.04 (continued) Hanger Assembly Replacement and Temporary Support Guidelines for Redundant Bridges 7. Jack Bearing Plate Design a. Size for bending about centerline

existing girder or beam web. b. Use load on channel shims for

bending calculations. c. Use Fb = 0.75 Fy. 8. Hydraulic Jack Capacity a. Specify minimum jack capacity

required (based on axial load only). 9. Timber Footing Design a. Use double mat (minimum) with

square or rectangular timbers. b. Size for axial load plus bending.

Use eccentricity assumed in column design. Use allowable soil pressure from Geotechnical Services Section. On a paved surface assume a bearing pressure of 17 psi.

(5-6-99) (2-26-2018) c. Check flexure and horizontal shear.

Allow 25 percent overstress to account for short duration of loading.

d. Column base plate full width across

top mat. e. Top mat full width across bottom

mat. f. Specify channels lag-bolted to

timbers across top of both mats, each end (lag-bolt to each timber).

7.06.04 (continued) 10. Concrete Footing Design a. Use bottom mat steel reinforcement

only, both directions. b. Size for axial load plus bending.

Use eccentricity assumed in column design. Use allowable soil pressure from Geotechnical Services Section. (2-26-2018)

c. Check flexure, beam (one way)

shear and slab (punching) shear. d. Specify concrete to be stenciled with

"top" on side opposite steel reinforcement. Stencil “bottom” as required.

11. Footing Placed on Soil a. Specify compaction of original

ground to not less than 95 percent of its maximum unit weight to a depth of 9" and to 1'-6" outside footing outline.

b. Specify Structure Embankment

(CIP), if required, to 1'-6" outside footing outline.

c. Specify level under footing. d. Specify Granular Material Class III,

compacted to not less than 95 percent of its maximum unit weight, to 1'-6" outside footing outline for leveling.

e. Specify 1V:1H slope down to natural

ground for all required fill material.


7.01.15 Shoulder Widths for Work Zone Safety and Mobility (11-28-2011) (6-16-2014) For 2 lane freeway and interstate new bridge construction and reconstruction (superstructure replacement and deck replacement) the standard bridge shoulder widths shall be 14’-10”. This will provide increased safety and mobility for future maintenance of traffic. The cross section will provide part width bridge construction with traffic being maintained on two 11 ft. lanes with 1 ft. shy distance on each side. For cross section see Bridge Design Guide 6.05.01A. An MDOT internal design exception will be required for 4R projects when the shoulder width is not met. The Region Systems Manager shall determine the required shoulder width at the scoping of the projects. Designers should layout beam spacing to accommodate future part width reconstruction. In most cases beams at centerline of structure should be avoided. Side by side box beam structures should have beams on either side of structure centerline. (11-28-2011) Bridge approach guardrail and bridge approach curb and gutter will be affected as a result of the widened shoulders and must be addressed in the design of the approaches. If the increased shoulder width is deemed necessary on reconstruction projects substructure widening may become necessary.

7.01.16 Redundancy (11-28-2011) (9-17-2012) Consideration should be given to providing redundancy in bridge designs. Avoid nonredundant schemes if possible. All non-redundant or fracture critical designs shall be approved by the Engineer of Bridge Design. 7.01.17 Part Width Construction (11-28-2011) For existing bridges used to maintain traffic, the structural performance of the in-service portion of the structure shall be evaluated with respect to stage demolition and adjacent construction. To the extent possible, plans shall show location of existing spread footings with respect to proposed construction. Unbraced excavations for new substructure s shall not extend below the bearing elevation of adjacent spread footing foundations. Drilled excavations adjacent to in-service spread footing foundations shall be cased to prevent undermining. For part-width construction of bridges, provide a minimum of 6' between the centerline of temporary sheeting (along the stage line) and the existing substructure sawcut line. This will allow for the width of sheeting and any required whalers and/or tiebacks. (2-26-2018)


7.01.15 Shoulder Widths for Work Zone Safety and Mobility (8-20-2009) (6-16-2014) For 2 lane freeway and interstate new bridge construction and reconstruction (superstructure replacement and deck replacement) the standard bridge shoulder widths shall be 14’-10”. This will provide increased safety and mobility for future maintenance of traffic. The cross section will provide part width bridge construction with traffic being maintained on two 11 ft. lanes with 1 ft. shy distance on each side. For cross section see Bridge Design Guide 6.05.01A. An MDOT internal design exception will be required for 4R projects when the shoulder width is not met. The Region Systems Manager shall determine the required shoulder width at the scoping of the projects. Designers should layout beam spacing to accommodate future part width reconstruction. In most cases beams at centerline of structure should be avoided. Side by side box beam structures should have beams on either side of structure centerline. (11-28-2011) Bridge approach guardrail and bridge approach curb and gutter will be affected as a result of the widened shoulders and must be addressed in the design of the approaches. If the increased shoulder width is deemed necessary on reconstruction projects substructure widening may become necessary.

7.01.16 Redundancy (8-20-2009) (9-17-2012) Consideration should be given to providing redundancy in bridge designs. Avoid non-redundant schemes if possible. All non-redundant or fracture critical designs shall be approved by the Engineer of Bridge Design. 7.01.17 Part Width Construction (11-28-2011) For existing bridges used to maintain traffic, the structural performance of the in-service portion of the structure shall be evaluated with respect to stage demolition and adjacent construction. To the extent possible, plans shall show location of existing spread footings with respect to proposed construction. Unbraced excavations for new substructures shall not extend below the bearing elevation of adjacent spread footing foundations. Drilled excavations adjacent to in-service spread footing foundations shall be cased to prevent undermining. For part-width construction of bridges, provide a minimum of 6' between the centerline of temporary sheeting (along the stage line) and the existing substructure sawcut line. This will allow for the width of sheeting and any required whalers and/or tiebacks. (2-26-2018)


BRIDGE DESIGN

7.03.07 Excavation All foundation excavation is to be "Excavation, Foundation” unless there is a considerable amount of rock excavation involved; in this case, excavation is to be divided into two bid items: "Excavation, Rock Foundation" and "Excavation, Foundation." Unbraced excavations adjacent to in-service spread footings shall not be permitted. Earth retention designs shall be sealed by a licensed engineer. (11-28-2011)

7.03.08 Steel Sheet Piling For additional information see Subsection 7.01.10. Evaluate the potential for vibration induced damage to existing structures and utilities. (11-28-2011) A. Driving Line 1. Temporary Steel Sheet Piling The driving line for temporary steel sheet

piling is 1'-6" outside the footing outline or at the edge of the tremie seal.

2. Permanent Steel Sheet Piling The inside face of permanent steel sheet

piling is to be along the footing outline. Allowance for additional concrete and excavation is to be made due to the structural shape of the sheet piling.

B. Lateral Limits Lateral limits of open-ended permanent sheeting must be extended beyond the limits of the required excavation. For estimating this extension, use a 1V:1H slope from bottom of excavation to existing ground. C. Temporary Steel Sheet Piling Left in

Place On some projects requiring temporary sheeting, it is specified that the sheeting be left in place. The sheeting is not required for permanent support, but disturbance caused by its removal could be damaging. The bid item “Steel Sheet Piling, Temporary, Left in Place” is used in these instances. (5-6-99) In general, sheeting at stage lines that is adjacent to permanent backfills should be specified as left-in-place and cut off to approximately 3' below the final pavement grade. If sheeting must be removed, contact the Geotechnical Services Section to determine feasibility. (2-26-2018)



7.03.07 Excavation All foundation excavation is to be "Excavation, Foundation” unless there is a considerable amount of rock excavation involved; in this case, excavation is to be divided into two bid items: "Excavation, Rock Foundation" and "Excavation, Foundation." Unbraced excavations adjacent to in-service spread footings shall not be permitted. Earth retention designs shall be sealed by a licensed engineer. (11-28-2011)

7.03.08 Steel Sheet Piling For additional information see Subsection 7.01.10. Evaluate the potential for vibration induced damage to existing structures and utilities. (11-28-2011) A. Driving Line 1. Temporary Steel Sheet Piling The driving line for temporary steel sheet

piling is 1'-6" outside the footing outline or at the edge of the tremie seal.

2. Permanent Steel Sheet Piling The inside face of permanent steel sheet

piling is to be along the footing outline. Allowance for additional concrete and excavation is to be made due to the structural shape of the sheet piling.

B. Lateral Limits Lateral limits of open-ended permanent sheeting must be extended beyond the limits of the required excavation. For estimating this extension, use a 1V:1H slope from bottom of excavation to existing ground. C. Temporary Steel Sheet Piling Left in

Place On some projects requiring temporary sheeting, it is specified that the sheeting be left in place. The sheeting is not required for permanent support, but disturbance caused by its removal could be damaging. The bid item “Steel Sheet Piling, Temporary, Left in Place” is used in these instances. (5-6-99) In general, sheeting at stage lines that is adjacent to permanent backfills should be specified as left-in-place and cut off to approximately 3' below the final pavement grade. If sheeting must be removed, contact the Geotechnical Services Section to determine feasibility. (2-26-2018)


7.03.11 Concrete Sealers (5-1-2000) When substructure units are new or patched; the entire surface of the substructure unit shall be coated (sealed) to prevent deterioration. The following materials are used as sealers or waterproofing agents: A. Elastomeric Sealers These materials are a rubberized coating.

Besides sealing, they create a uniform color and texture making them a good aesthetic treatment. Use Elastomeric sealers on all substructure surfaces where aesthetics are important. (Where aesthetics are an issue, consult the Roadside Development area for coloring considerations.) Use elastomeric sealers on patching projects to mask the mottled look of the patching.

B. Penetrating Waterproofing Sealers Clear sealers with the consistency of

water. Provide sufficient protection for vertical surfaces of substructure units but offer no aesthetic value. Use to seal substructure units where aesthetics are not important. Use on top surfaces only where the substructure unit is not under an expansion joint.

C. Epoxy Sealers Opaque sealers offer a (nearly)

impenetrable barrier. Use epoxy sealers to coat the top horizontal surface of pier caps and abutment bridge seats under expansion joints. (All top surfaces should be considered, even those not under joints.) This material should not be used to encapsulate the entire substructure unit as it does not "breathe" and can cause concrete degradation in such instances.

It is advisable to erect beams prior to coating horizontal surfaces. Areas underneath bridge bearings shall not be coated with elastomeric or epoxy sealers. Coating under bridge bearings with penetrating waterproofing sealers is allowed. (9-2-2003)

7.03.12 Mechanically Stabilized Earth (MSE) Wall Requirements (11-28-2011) Design, construction and other considerations related to permanent and temporary MSE walls shall be according to Load and Resistance Factor Design (LRFD) method as defined by AASHTO and MDOT. A. Wall Design Criteria: 1. The bridge designer and geotechnical

engineer are responsible for providing the MSE fabricator with the following information: a. Factored bearing resistance at the

base of the reinforced soil mass. b. Vertical dead and live loads, horizontal

loads, and factored bearing pressure applied to the reinforced soil mass from the bridge.

2. The geotechnical engineer is responsible

for performing a global stability analysis, estimating the factored bearing pressure, calculating factored bearing resistance, settlement analysis, checking sliding stability and overturning. Global stability must be checked for all stages of construction, including for temporary MSE walls that are utilized to permit part-width construction operations. (2-26-2018)

3. In addition, the engineer shall incorporate

all design aspects of the special provision for MSE Retaining Wall System in the design for the MSE walls.



7.03.11 Concrete Sealers (5-1-2000) When substructure units are new or patched; the entire surface of the substructure unit shall be coated (sealed) to prevent deterioration. The following materials are used as sealers or waterproofing agents: A. Elastomeric Sealers These materials are a rubberized coating.

Besides sealing, they create a uniform color and texture making them a good aesthetic treatment. Use Elastomeric sealers on all substructure surfaces where aesthetics are important. (Where aesthetics are an issue, consult the Roadside Development area for coloring considerations.) Use elastomeric sealers on patching projects to mask the mottled look of the patching.

B. Penetrating Waterproofing Sealers Clear sealers with the consistency of

water. Provide sufficient protection for vertical surfaces of substructure units but offer no aesthetic value. Use to seal substructure units where aesthetics are not important. Use on top surfaces only where the substructure unit is not under an expansion joint.

C. Epoxy Sealers Opaque sealers offer a (nearly)

impenetrable barrier. Use epoxy sealers to coat the top horizontal surface of pier caps and abutment bridge seats under expansion joints. (All top surfaces should be considered, even those not under joints.) This material should not be used to encapsulate the entire substructure unit as it does not "breathe" and can cause concrete degradation in such instances.

It is advisable to erect beams prior to coating horizontal surfaces. Areas underneath bridge bearings shall not be coated with elastomeric or epoxy sealers. Coating under bridge bearings with penetrating waterproofing sealers is allowed. (9-2-2003)

7.03.12 Mechanically Stabilized Earth (MSE) Wall Requirements (8-20-2009) Design, construction and other considerations related to permanent and temporary MSE walls shall be according to Load and Resistance Factor Design (LRFD) method as defined by AASHTO and MDOT. (2-26-2018) A. Wall Design Criteria: 1. The bridge designer and geotechnical

engineer are responsible for providing the MSE fabricator with the following information:

a. Factored bearing resistance at the

base of the reinforced soil mass. b. Vertical dead and live loads, horizontal

loads, and factored bearing pressure applied to the reinforced soil mass from the bridge.

2. The geotechnical engineer is responsible

for performing a global stability analysis, estimating the factored bearing pressure, calculating factored bearing resistance, settlement analysis, checking sliding stability and overturning. Global stability must be checked for all stages of construction, including for temporary MSE walls that are utilized to permit part-width construction operations. (2-26-2018)

3. In addition, the engineer shall incorporate

all design aspects of the special provision for MSE Retaining Wall System in the design for the MSE walls.


7.03.12 (continued) Mechanically Stabilized Earth (MSE) Wall Requirements C. Bridge Abutments at MSE Walls 1. Pile supported abutments are required in

most cases.

a. Maximize pile spacing to reduce interference with soil reinforcement.

b. Incorporate/consider pile bending in design (loose soil vs. stiff soil).

c. Use pile liner to eliminate downdrag between MSE wall backfill and abutment pile.

2. Spread footings may be allowed if either

of the following conditions are met:

a. The MSE wall is on bedrock. b. The bridge is single-span, not

constructed part-width, and spread footings are recommended by the geotechnical unit.

3. Embed footings 1’-6” below the top of

coping to allow a minimum of 6” clearance above the top of soil reinforcement. Four foot (4’) minimum embedment is decreased due to free draining ability of Backfill, Select material required behind MSE walls.

4. The use of sliding slab abutments (BDG

6.20.03A) and integral/semi-integral abutments with a sleeper slab closer than 20’ to the abutment (BDG 6.20.04 series) is allowed with a 20’ concrete approach pavement as detailed on Standard Plan R - 43&45 - Series located on the road approach side of the sleeper slab. (11-28-2011) (2-26-2018)

7.03.12 (continued) D. Abutment Footing Clearances and

Setbacks 1. The edge of pile supported footings shall

be located with a minimum clearance of 2 feet from the back face of the MSE facing panels.

2. The edge of spread footings shall be

located with a minimum clearance of 5 feet from the back face of the MSE facing panels.

3. The centerline of the front row of piles

shall be setback 4.5 feet from the back face of the MSE facing panels.

E. Soil reinforcement length requirements 1. Soil reinforcement length is determined by

design, but shall not be less than 0.7 times the wall height (H), or 8 feet whichever is greater.

2. The wall height (H) is to be measured

from the proposed finished grade where it intersects the back of the wall face, to the top of the leveling pad.

3. For walls supporting a sloping surcharge,

the value H1 shall be substituted for H in the above minimum requirements, where

H1 = H + (tan β x 0.3H)/(1-0.3tan β) β = angle of backslope 4. For walls with abutments within 0.5 times

the wall height, the height (H’) of wall shall be measured from finished roadway surface to the top of the leveling pad. The value H’ shall be substituted for H in the above minimum requirements.

(12-22-2011) 5. For any section of MSE wall, the soil

reinforcement will be the same length from top to bottom.

6. Attaching soil reinforcement to

substructure as a means to provide horizontal resistance/anchorage is not allowed.



7.03.12 (continued) Mechanically Stabilized Earth (MSE) Wall Requirements C. Bridge Abutments at MSE Walls 1. Pile supported abutments are required in

most cases.

a. Maximize pile spacing to reduce interference with soil reinforcement.

b. Incorporate/consider pile bending in design (loose soil vs. stiff soil).

c. Use pile liner to eliminate downdrag between MSE wall backfill and abutment pile.

2. Spread footings may be allowed if either

of the following conditions are met:

a. The MSE wall is on bedrock. b. The bridge is single-span, not

constructed part-width, and spread footings are recommended by the Geotechnical Section.

3. Embed footings 1’-6” below the top of

coping to allow a minimum of 6” clearance above the top of soil reinforcement. Four foot (4’) minimum embedment is decreased due to free draining ability of Backfill, Select material required behind MSE walls.

4. The use of sliding slab abutments (BDG

6.20.03A) and integral/semi-integral abutments with a sleeper slab closer than 20’ to the abutment (BDG 6.20.04 series) is allowed with a 20’ concrete approach pavement as detailed on Standard Plan R - 43&45 - Series located on the road approach side of the sleeper slab. (11-28-2011) (2-26-2018)

7.03.12 (continued) D. Abutment Footing Clearances and

Setbacks 1. The edge of pile supported footings shall

be located with a minimum clearance of 2 feet from the back face of the MSE facing panels.

2. The edge of spread footings shall be

located with a minimum clearance of 5 feet from the back face of the MSE facing panels.

3. The centerline of the front row of piles

shall be setback 4.5 feet from the back face of the MSE facing panels.

E. Soil reinforcement length requirements 1. Soil reinforcement length is determined by

design, but shall not be less than 0.7 times the wall height (H), or 8 feet whichever is greater.

2. The wall height (H) is to be measured

from the proposed finished grade where it intersects the back of the wall face, to the top of the leveling pad.

3. For walls supporting a sloping surcharge,

the value H1 shall be substituted for H in the above minimum requirements, where

H1 = H + (tan β x 0.3H)/(1-0.3tan β) β = angle of backslope 4. For walls with abutments within 0.5 times

the wall height, the height (H’) of wall shall be measured from finished roadway surface to the top of the leveling pad. The value H’ shall be substituted for H in the above minimum requirements.

(12-22-2011) 5. For any section of MSE wall, the soil

reinforcement will be the same length from top to bottom.

6. Attaching soil reinforcement to substructure as a means to provide horizontal resistance/anchorage is not allowed.


8.06.02 Abutment Notes See Section 7.03.11 for usage and descriptions of concrete sealers. A. Substructure Horizontal Surface Sealer

shall be applied to the top horizontal surface of abutment (and ) (prior to placing masonry plates) (after the elastomeric bearings have been placed in final position on the structure). Vertical surfaces accidentally coated shall be cleaned at contractor’s expense. [Use when joint in deck exists above.] (12-5-2005)

B. (Penetrating Water Repellent Treatment)

(Concrete Surface Coating) shall be applied to the entire exposed surface of abutment (and ) (except the tops) and the front face of independent backwall (prior to placing new masonry plates) (after the new elastomeric bearings have been placed in final position on the structure). (Concrete surface coating shall be AMS-STD-595 color number [insert number], [insert color].) [Use when no joint exists above. Apply to tops when Horizontal surface sealer is not applied to tops. Use Concrete Surface Coating when requested by Region or Roadside Development section.]

(12-5-2005) (2-26-2018) C. At no time prior to erecting the beams,

shall the height of the backfill on the backside of the abutment be higher than the backfill on the front side. [Use on integral abutments.] (8-20-99)


8.06.02 Abutment Notes See Section 7.03.11 for usage and descriptions of concrete sealers. A. Substructure Horizontal Surface Sealer

shall be applied to the top horizontal surface of abutment (and ) (prior to placing masonry plates) (after the elastomeric bearings have been placed in final position on the structure). Vertical surfaces accidentally coated shall be cleaned at contractor’s expense. [Use when joint in deck exists above.] (12-5-2005)


(Concrete Surface Coating) shall be applied to the entire exposed surface of abutment (and ) (except the tops) and the front face of independent backwall (prior to placing new masonry plates) (after the new elastomeric bearings have been placed in final position on the structure). (Concrete surface coating shall be AMS-STD-595 color number [insert number], [insert color].) [Use when no joint exists above. Apply to tops when Horizontal surface sealer is not applied to tops. Use Concrete Surface Coating when requested by Region or Roadside Development section.]

(12-5-2005) (2-26-2018) C. At no time prior to erecting the beams,

shall the height of the backfill on the backside of the abutment be higher than the backfill on the front side. [Use on integral abutments.] (8-20-99)

8.06.03 Pier Notes See Section 7.03.11 for usage and descriptions of concrete sealers. A. Substructure Horizontal Surface Sealer

shall be applied to the top horizontal surface of pier (and ) (prior to placing masonry plates) (after the elastomeric bearings have been placed in final position on the structure). Vertical surfaces accidentally coated shall be cleaned at contractor’s expense. [Use only when superstructure transverse joints are directly above the pier.] [Use for new construction.] (12-5-2005)


(Concrete Surface Coating) shall be applied to the entire exposed surface of piers (except the tops) (prior to placing new masonry plates) (after the new elastomeric bearings have been placed in final position on the structure.) (Concrete surface coating shall be AMS-STD-595 color number [insert number], [insert color].) [Use when no joint exists above. Apply to tops when Horizontal Surface Sealer is not applied to tops. Use Concrete Surface Coating when requested by Region or Roadside Development section.] (2-26-2018)


8.06.03 Pier Notes See Section 7.03.11 for usage and descriptions of concrete sealers. A. Substructure Horizontal Surface Sealer

shall be applied to the top horizontal surface of pier (and ) (prior to placing masonry plates) (after the elastomeric bearings have been placed in final position on the structure). Vertical surfaces accidentally coated shall be cleaned at contractor’s expense. [Use only when superstructure transverse joints are directly above the pier.] [Use for new construction.] (12-5-2005)


(Concrete Surface Coating) shall be applied to the entire exposed surface of piers (except the tops) (prior to placing new masonry plates) (after the new elastomeric bearings have been placed in final position on the structure.) (Concrete surface coating shall be AMS-STD-595 color number [insert number], [insert color].) [Use when no joint exists above. Apply to tops when Horizontal Surface Sealer is not applied to tops. Use Concrete Surface Coating when requested by Region or Roadside Development section.] (2-26-2018)

8.06.04 Footing Notes A. For (Abutment ) (Pier ) design, the

maximum average foundation pressure(s) is (are) calculated to be (* psf average dead load pressure and) psf average dead load plus live load pressure. [*Use for cohesive soils only.] (9-18-98)

B. Footings are to be poured against

undisturbed soil. No allowance will be made in concrete quantities due to excavation outside of the footing neat lines. [Use when required by design.]

C. Construction joints in footings are

optional. [Use unless design considerations deem the joints necessary.]

D. The material properties of Concrete,

Grade S2, Subfooting shall be those of Concrete, Grade S2. [Use on all projects with “Conc, Grade S2, Subfooting” bid item. Place note on sheets where item quantities are shown.] (11-28-2011)


8.06.08 Substructure Repair Notes A. Mechanical expansion anchors along with

adhesive anchor systems shall be chosen from the Qualified Products List in the current MDOT Materials Source Guide. (12-5-2005)


(Concrete Surface Coating) shall be applied to the entire exposed surface of abutment (and ) (except the tops) (and the front face of the independent backwall). (Concrete surface coating shall be AMS-STD-595 color number [insert number], [insert color].) [Use when no joint exists above or the abutment is adjacent to a pavement. Apply to tops when Horizontal Surface Sealer is not applied to tops. Use Concrete Surface Coating when requested by Region or Roadside Development section.] (12-5-2005) (2-26-2018)

C. (Penetrating Water Repellent Treatment)

(Concrete Surface Coating) shall be applied to entire exposed surfaces of pier(s) ____ (except top). (Concrete surface coating shall be AMS-STD-595 color number [insert number], [insert color].) [Use when no joint exists above or the pier is adjacent to a pavement. Apply to tops when Horizontal Surface Sealer is not applied to tops. Use Concrete Surface Coating when requested by Region or Roadside Development section.]

(12-5-2005) (2-26-2018) D. Substructure Horizontal Surface Sealer

shall be applied to the top of (all) Pier(s) (___ & ___) (and) Abutment(s) (___ & ___). Vertical surfaces accidentally coated shall be cleaned at contractor’s expense. [Use when the abutment or pier has been repaired and there is a superstructure transverse joint directly above or the unit is adjacent to a pavement.] (12-5-2005)

8.06.08 (continued) E. Forms for large patches shall be installed

in 2'-0" to 4'-0" high sections with the top of form no more than 4'-0" above the level of concrete as the pour progresses.

F. Note deleted. (1-29-2018)


8.07.04 (continued) Prestressed Concrete I-Beam & Box Beam Notes P. Any holes cast or formed in the beam

shall be filled with non-shrinking grout. Included in the bid item (“Prest Conc 1800 Beam, Erect”) (“Prest Conc Bulb-Tee Beam, Erect, ___ inch by ___ inch”). [Use for Michigan 1800 Prestressed I-Beam and Bulb-Tee Beams.] (12-5-2005) (4-17-2017)

Q. The outer 6" of the top surface of the

beam shall be fabricated to a smooth trowel finish, and then coated with a bond breaker as specified in section 708 of the Standard Specifications. [Use for Michigan 1800 Prestressed I-Beam and Bulb-Tee Beams.]

(12-5-2005) (4-17-2017) R. At the locations shown on these plans,

coat the beams using a material selected from the Special Provision for Concrete Surface Coatings. Apply the coating in the manner specified in the Special provision for a distance of ______ feet, starting from the beam end at the joint, coating both sides and bottom of beam. (Concrete surface coating shall be AMS-STD-595 color number [insert number], [insert color].) [Use on Prestressed I-Beam, Bulb-Tee Beams and Spread box beam projects with expansion joints on the bridge. Show the locations to be coated on the erection diagram (new) or on existing General Plan of Structure sheet for existing beams.]

(8-20-2009) (4-17-2017) (2-26-2018) S. Coat the entire outside and bottom of the

fascia beam using a material selected from the Special Provision for Concrete Surface Coatings. Apply the coating according to the Special Provision. (Concrete surface coating shall be AMS-STD-595 color number [insert number], [insert color].) [Use on Prestressed I-Beam, Bulb-Tee Beams and spread box beam projects where the beam ends are being coated and where coating fascia beams will not significantly effect the maintaining traffic scheme of the project.] (8-20-09) (4-17-17) (2-26-18)

8.07.04 (continued) T. Steel for sole plates and other bearing

components shall meet the requirements of AASHTO M 270 Grade 36. Sole plates are required in all beam ends.

(12-5-2005) (11-24-2014) U. Beam steel reinforcement, including

stirrups, shall be Grade 60 (ksi). [Use for all I-Beams, Bulb-Tee Beams and all box beams except 17” & 21" box beams.] (12-5-2005) (11-28-2011) (4-17-2017)

V. Field drilling shall be allowed for sign

support anchors only. Location of anchors shall be as detailed on Traffic & Safety Sign Support Special Details. Any damage to the beams shall be repaired at the contractor’s expense and approved by the Engineer. (11-28-2011)

W. Items cast into the beams to facilitate

bridge construction (forming, finishing, etc.) shall be galvanized or epoxy coated. (8-20-2009) (3-18-2013) (6-17-2013)

X. Concrete inserts shall be 1” diameter;

Dayton Superior, Type B-1 Standard or Type B-18; Williams Form, Type C 12; Meadow Burke, Type CT-2; or equal. Inserts (coil or ferrule) must be electroplate galvanized in accordance with ASTM B633, Service Condition 4. Inserts shall be cast with the beams. Field installation of inserts is not allowed. [Use for I-Beams, Bulb-Tee Beams and spread box beams.]

(11-28-2011) (2-16-2016) (4-17-2017) Y. Note deleted. (1-29-2018) Z. Longitudinal beam steel reinforcement (A

bars) shall be Grade 60 (ksi). The design of transverse beam steel reinforcement, stirrups and slab ties (ED & D bars) is based on Grade 40 (ksi); the use of either Grade 40 or Grade 60 is allowed in construction of the beam. [Use for 17” & 21” box beams.]

(11-28-2011) (11-24-2014)


8.07.04 (continued) Prestressed Concrete I-Beam & Box Beam Notes P. Any holes cast or formed in the beam

shall be filled with non-shrinking grout. Included in the bid item (“Prest Conc 1800 Beam, Erect”) (Prest Conc Bulb-Tee Beam, Erect, ___ inch by ___ inch”). [Use for Michigan 1800 Prestressed I-Beam and Bulb-Tee Beams.]

(12-5-2005) (4-17-2017) Q. The outer 6" of the top surface of the

beam shall be fabricated to a smooth trowel finish, and then coated with a bond breaker as specified in section 708 of the Standard Specifications. [Use for Michigan 1800 Prestressed I-Beam and Bulb-Tee Beams.]

(12-5-2005) (4-17-2017) R. At the locations shown on these plans,

coat the beams using a material selected from the Special Provision for Concrete Surface Coatings. Apply the coating in the manner specified in the Special provision for a distance of ______ feet, starting from the beam end at the joint, coating both sides and bottom of beam. (Concrete surface coating shall be AMS-STD-595 color number [insert number], [insert color].) [Use on Prestressed I-Beam, Bulb-Tee Beams and Spread box beam projects with expansion joints on the bridge. Show the locations to be coated on the erection diagram (new) or on existing General Plan of Structure sheet for existing beams.]

(8-20-2009) (4-17-2017) (2-26-2018) S. Coat the entire outside and bottom of the

fascia beam using a material selected from the Special Provision for Concrete Surface Coatings. Apply the coating according to the Special Provision. (Concrete surface coating shall be AMS-STD-595 color number [insert number], [insert color].) [Use on Prestressed I-Beam, Bulb-Tee Beams and spread box beam projects where the beam ends are being coated and where coating fascia beams will not significantly effect the maintaining traffic scheme of the project.] (8-20-09) (4-17-17) (2-26-18)

8.07.04 (continued) T. Steel for sole plates and other bearing

components shall meet the requirements of AASHTO M 270 Grade 36. Sole plates are required in all beam ends.

(12-5-2005) (11-24-2014) U. Beam steel reinforcement, including

stirrups, shall be Grade 60 (ksi). [Use for all I-Beams, Bulb-Tee Beams and all box beams except 17” & 21" box beams.]

(12-5-2005) (11-28-2011) (4-17-2017) V. Field drilling shall be allowed for sign

support anchors only. Location of anchors shall be as detailed on Traffic & Safety Sign Support Special Details. Any damage to the beams shall be repaired at the contractor’s expense and approved by the Engineer. (8-20-2009)

W. Items cast into the beams to facilitate

bridge construction (forming, finishing, etc.) shall be galvanized or epoxy coated. (8-20-2009) (3-18-2013) (6-17-2013)

X. Concrete inserts shall be 1” diameter;

Dayton Superior, Type B-1 Standard or Type B-18; Williams Form, Type C 12; Meadow Burke, Type CT-2; or equal. Inserts (coil or ferrule) must be electroplate galvanized in accordance with ASTM B633, Service Condition 4. Inserts shall be cast with the beams. Field installation of inserts is not allowed. [Use for I-Beams, Bulb-Tee Beams and spread box beams.]

(8-20-2009) (2-16-2016) (4-17-2017) Y. Note deleted. (1-29-2018) Z. Longitudinal beam steel reinforcement (A

bars) shall be Grade 60 (ksi). The design of transverse beam steel reinforcement, stirrups and slab ties (ED & D bars) is based on Grade 40 (ksi); the use of either Grade 40 or Grade 60 is allowed in construction of the beam. [Use for 17” & 21” box beams.]

(11-28-2011) (11-24-2014)


8.09.02 (continued) Bridge Deck Repair Notes I. The actual quantity of “Conc, (Bridge

Deck Ovly) (Silica Fume Modified)” placed on the deck was cubic yards. (This information is to be filled in by the Engineer when submitting "as constructed" plans.) (12-5-2005)

J. Silica Fume Modified Concrete or Latex

Modified Concrete may be selected for the bridge deck overlay concrete.

(9-2-2003) K. False decking shall include the area

bounded by (Reference Lines & ) (edges of shoulders) and outside flange fascias of Beams & . [Use when limits are not detailed on the plans.] (12-5-2005)

L. Bridge overlay cross slope shall be

(2%)(1.5%)(placed to match existing slope). [Use 2% cross slope unless compelling reasons warrant the use of 1.5% or existing cross slope. See Section 7.02.19 G. for additional information.]

(8-20-2009) M. Work for removal and reinstallation of

portions of the existing thrie beam guardrail required for access to screed the deck shall be included in the bid item, “Bridge Deck Surface Construction”. [Use on overlay projects where work may arise.] (8-20-99)

N. Work for removal and reinstallation of

portions of the existing thrie beam guardrail required to replace the joints shall be included in the bid item, “Deck Joint, Rem”. [Use on overlay projects where work may arise.] (12-5-2005)

8.09.02 (continued) O. Low temperature protection of concrete

shall be applied according to Section 706.03 J. of the Standard Specifications for Construction. Low temperature protection of concrete will not be paid for separately, but will be included in the bid item(s) for “Conc, (Bridge Deck Ovly) (Silica Fume Modified).” (12-5-2005)

P. Concrete trucks and other heavy

equipment shall not be allowed on the deck when reinforcing steel is tied in place and exposed. (9-2-2003)

Q. The area of link slab(s) as designated,

shall not be scarified or hydrodemolished. [Detail limits on deck plan.] (12-5-2005)

R. No portion of the deck formwork shall

encroach on the existing underclearance. [Use where bridge deck is to be cast over traffic.] (12-5-2005)

S. Concrete Surface Coating shall be

applied to the (entire concrete portion of bridge railing (including brush block),) (slab fascia,) (sidewalk fascia,) (underside of deck from slab fascia to fascia beam flange,) (exterior face and bottom of bottom flange of fascia beam). (See Special Provision for coating color.) (Concrete surface coating shall be AMS-STD-595 color number [insert number], [insert color].) * The estimated area of coating is ___ syd. [Include any and all parts that are to be coated. Add sketch to plans for clarity if desired. *Specify color in note if Frequently Used Special Provision is not used.] (12-5-2005) (2-26-2018)