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Steel Bridge Erection Practices (2005)

Chapter: Appendix B - Survey Responses

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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
×
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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Suggested Citation:"Appendix B - Survey Responses." National Academies of Sciences, Engineering, and Medicine. 2005. Steel Bridge Erection Practices. Washington, DC: The National Academies Press. doi: 10.17226/13825.
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31 APPENDIX B Survey Responses

32 APPENDIX B1 S t a t e R e s p o n d e n t P h o n e N u m b e r 1 S p e c . R e c ’ d . 1 T y p e , P a p e r , E l e c t , I n t e r n e t 2 S p e c . P r o v i s i o n 2 R e c e i v e d 2 T y p e 3 C o n s t r . S p e c . P r o b l e m 4 S t a b i l i t y P r o b l e m 5 S t a g e C o n s t r . P r o b l e m 6 D e s i g n E r e c t . P r o c . ( E . P . ) 8 D i f . D e f . P r o b l e m s 1 0 F l g . b / t 1 1 F l g . b / L 1 2 D e t . o r F a b r . P r o b . 1 3 A s s e m b l y R e q . i n # 1 1 4 A l l o w A l t . A s s e m b l y 1 5 A l l o w O S H o l e s 1 6 P r o b . D u e t o E . P . Alabama Randall Mullins 334-242-6015 No No No No No No No No No Yes Yes No No Yes Arkansas Jim Tribo & Emanuel Banks 501-569-2136 501-569-2251 Yes P No No No Yes No No No No No No Yes No Yes No California Lian Duan 916-227-8220 Yes P Yes Yes P Yes No No Yes No No No Yes Yes No No No Colorado Mark Leonard 303-757-9309 Yes I Connecticut Erika Smith 860-258-0701 No No No Yes Yes Yes Yes No No Yes Yes Yes Yes No Florida Steve Platkin 850-414-4155 Yes P Yes Yes P Yes Yes Yes No Yes No No Yes Yes Yes Yes Yes Georgia Reggie Fry 404-363-7619 Yes P No No Yes Yes No No No No No No Yes Yes Yes Yes Illinois Jon Edwards 217-782-3586 No Y/N No No No Yes Yes Yes No No No Yes Yes Yes No Kansas Richard Mesloh 785-368-7175 Yes P Yes Yes P Yes Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Kentucky Steve Goodpaster 502-564-4560 Yes P Yes Yes P No Yes No No No No No Yes Yes Yes No No Louisiana Kian Yap 225-379-1330 Yes E No Yes Yes Yes No Yes No No Yes Yes Yes Yes Yes Maine Dennis Dubois 207-624-3406 Yes E No No No No No No Yes Yes Yes Yes No Yes Yes Manitoba Sam Donachuk 204-945-3373 Yes P Yes Yes P No No No Yes No No No No Yes Yes No No Minnesota Paul Kivisto 651-747-2130 Yes P Yes Yes P No Yes No Yes No Yes Yes Yes Yes Mississippi Harry Lee James 601-359-7200 Yes P No No No No No No No No No Yes Yes No No Yes Missouri Shelly Schaefer 573-751-3853 Yes P No No No No No No No No Yes No Yes Yes No Yes Montana William Fullerton 406-444-6261 Yes P No Yes No Yes No Yes No Yes No Yes Yes No No N. Dakota Larry Schwartz 701-328-4446 Yes P No No No Yes No No No No No No Yes No No No Nebraska Vince Koenig 402-479-3972 Yes I No No No No No No No No No No Yes No No No Nevada Todd Stefonowicz 775-888-7550 Yes P No No Yes No No Yes No No No Yes Yes Yes No New York Paul Rimmer 518-457-4526 No No No Yes Yes Yes No Yes No Yes Yes Yes Yes No Yes Owners—Respondent Names and Yes or No Questionnaire Answers 1 7 P o o r E r e c t . P r o c . 1 8 P o o r I m p l e m e n t . E . P . 1 9 F i e l d I n s p e c t i o n O K 2 0 E . P . R e q u i r e d b y E r e c t . 2 1 S t a t e C h e c k E . P . 2 5 H a v e S t e e l E x p e r t No No Yes Yes No Yes Yes No No No No Yes Yes Yes Yes No No Yes Yes Yes No Yes Yes No No No Yes Yes Yes No No Yes No Yes No Yes Yes Yes Yes No No No Yes Yes Yes No No No Yes No Yes Yes Yes Yes Yes No Yes Yes Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No Yes No No Yes No No Yes No No No No No Yes No No No No Yes Yes Yes No No No Yes Yes Yes No No Yes Yes No Yes Yes

33 Ohio John Randall 614-387-6210 Yes P No No No Yes No No Yes No No Yes Yes Yes Yes Yes Oklahoma Walter Peters 405-521-2606 Yes P No Yes Yes No No No No No Yes Yes Yes Yes Yes Oregon Nowzar Ardalan 503-986-3345 No No No No No No No No No Yes Yes No No No Pennsylvania Tom Macioce 717-787-7504 Yes E No No Yes No Yes Yes Yes No Yes Yes Yes No Yes Quebec Jocelyn Labbe 418-644-0169 Yes E No No No No No Yes No Yes No No Yes No Yes No Rhode Island Richard Snow 401-222-2053 Yes I Yes No No No No No No No No No No No Yes No Tennessee Edward Wasserman 615-741-3351 Yes P No Yes Yes No No Yes No No Yes Yes No No Yes Texas Gilbert Sylva 512-416-2751 Yes E Yes Yes E Yes Yes Yes No Yes No No Yes Yes Yes No Yes Washington Nathan Brown 360-705-7219 Yes E Yes Yes E Yes No Yes No Yes No No Yes Yes Yes Yes Yes Wisconsin Craig Wehrle 608-266-8487 Yes P No No Yes Yes No No Yes No No No Yes Yes Yes Yes Wyoming Greg Fredrick 307-777-4427 No No No Yes No No Yes No No Yes Yes Yes Yes No Notes: P = paper; I = Internet. ’ No No No Yes Yes No Yes No Yes No No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No Yes No No Yes No No Yes Yes Yes No Yes No No No No Yes Yes Yes No Yes Yes Yes Yes Yes No Yes Yes Yes Yes No Yes Yes Yes No No Yes APPENDIX B1—(Continued) S t a t e R e s p o n d e n t P h o n e N u m b e r 1 S p e c . R e c ’ d . 1 T y p e , P a p e r , E l e c t , I n t e r n e t 2 S p e c . P r o v i s i o n 2 R e c e i v e d 2 T y p e 3 C o n s t r . S p e c . P r o b l e m 4 S t a b i l i t y P r o b l e m 5 S t a g e C o n s t r . P r o b l e m 6 D e s i g n E r e c t . P r o c . ( E . P . ) 8 D i f . D e f . P r o b l e m s 1 0 F l g . b / t 1 1 F l g . b / L 1 2 D e t . o r F a b r . P r o b . 1 3 A s s e m b l y R e q . i n # 1 1 4 A l l o w A l t . A s s e m b l y 1 5 A l l o w O S H o l e s 1 6 P r o b . D u e t o E . P . Owners—Respondent Names and Yes or No Questionnaire Answers 1 7 P o o r E r e c t . P r o c . 1 8 P o o r I m p l e m e n t . E . P . 1 9 F i e l d I n s p e c t i o n O K 2 0 E . P . R e q u i r e d b y E r e c t . 2 1 S t a t e C h e c k E . P . 2 5 H a v e S t e e l E x p e r t

34 State Question Comment Connecticut 1 Will be mailed separately; see reply to Question 31. Illinois 1 Note: For item 1 above, specifications are available online at http://www.dot.state.il.us/desenv/pdfspec2002/sec500.pdf. Section 500 covers structures and Section 505 is limited to steel structures. A copy of Section 505 is being mailed, but you may wish to refer to the website for Section 506 on painting steel structures and Section 1006 for metal materials. Louisiana 1 (Please see attached file in the e-mail.) Section 807, pp. 600–643. Nevada 1 Section 506 attached. Florida 3 Charles Boyd (850) 414-4275 Kansas 3 Usually survey problems. Some overhang screed brackets. Louisiana 3 Mr. Allen (225) 379-1565 Tennessee 3 But not attributable to construction specs. Texas 3 Brian D. Merrill (512) 416-2232, e-mail: bmerrill@dot.state.tx.us Connecticut 4 Tom Ryan (860) 563-9375, e-mail: cjm1137@aol.com Florida 4 Charles Boyd (850) 414-4275 Illinois 4 None known. Kansas 4 John Jones (785) 296-2066, e-mail: jjones@ksdot.org, and any other available information. The KDOT Bridge Office, in conjunction with Kansas University, has developed software, “Torsional Analysis of Exterior Girders (TAEG 2.0)” in an attempt to predict the torsional resistance of the exterior girder when it is eccentrically loaded with the screed machine and deck overhang concrete. Kentucky 4 Steve Waddle (502) 564-4780, e-mail: steve.waddle@mail.state.ky.us Minnesota 4 Bridge #27121 joints cracking in deck due to large deflection. N. Dakota 4 Deck overhang forms deflected more than anticipated. Nevada 4 Additional temporary bracing had to be added to box girders on a project due to temperature variations from one side to the other during erection. Ohio 4 Integral abutments supported on bolts to achieve a rotation point. Bolts support beam ends supplied wood blocking on future jobs. Sketch supplied showing bolts projecting above concrete and double nutted supporting the beam. Pennsylvania 4 See Lehigh University Fritz Engineering Laboratory Report 519.2 May 1995 and International Bridge Conference Paper IBC 88-52. Tennessee 4 Ed Wasserman, Mitch Hiles (615) 741-3351, e-mail: Ed.Wasserman@state.tn.us, Mitch.Hiles@state.tn.us Texas 4 Brian D. Merrill (512) 416-2232, e-mail: bmerrill@dot.state.tx.us Wyoming 4 Web distortion of exterior girder when cantilever exceeds girder depth. Connecticut 5 Tom Ryan (860) 563-9375, e-mail: cjm1137@aol.com Florida 5 Charles Boyd (850) 414-4275 Owners—Written Questionnaire Responses APPENDIX B2

35 State Question Comment Owners—Written Questionnaire Responses Illinois 5 Years back, location and contact not known. During stage construction of a 4-girder bridge, 2 girders in Stage 1 moved laterally about 8 in. during deck pour. Could not move back with hardened deck in place after Stage 2 steel erected, so had to either make special diaphragms and forms or tear off Stage 1 deck (not sure which happened). Subsequently, ILDOT adopted policy of at least 3 girders in Stage 1 (Stage 2 can be braced against Stage 1), and strong preference for 6 lines where future stage redecking may be needed. Not economical, but reduces lateral motion. Kansas 5 Difficulty installing frames due to differences in girder elevations between Phase I and Phase II. Louisiana 5 Mr. Allen (225) 379-1565 Ohio 5 Hard to control delta deflection between phases. Use a construction closure pour or Phase III between Phases I and II. Texas 5 Brian D. Merrill (512) 416-2232, e-mail: bmerrill@dot.state.tx.us Florida 6 Charles Boyd (850) 414-4275 Alabama 7 The critical elements that the contractor must know are stated on the design plans. The contractor is responsible for the erection process. However, he is required to submit an erection plan with calculations stamped by a P.E. Arkansas 7 No information. California 7 To ensure that the design requirements are satisfied during construction stages. Connecticut 7 Comment: Temporary shoring/bracing or the placement of larger diaphragms to accommodate erection stresses are common. Also, to address safety concerns of contractors. Florida 7 The more sophisticated, the higher the level of review and submittal of procedures for review. Georgia 7 Generally, we just make sure that there is a way to build the bridge; i.e., ensure there is enough room for false bents, access, etc. Illinois 7 505.08 (e) of the ILDOT specifications requires submittal of an erection plan, but I do not think this is routinely enforced or evaluated on typical bridges. The Bureau of Bridges looks at them for major and unique structures. (Sorry, no “sample” available for Question 6.) Kansas 7 May require more geometric control and contract plan notes. Constructibility issues may require a pre-bid conference. Louisiana 7 Shop assembly is required for complex structures. Maine 7 None Manitoba 7 Could complicate erection and require a higher degree of engineering during construction phase. Missouri 7 Not so much on erection, but in fabrication and preparation of shop drawings. Montana 7 More refined designs are harder to construct. Nevada 7 For typical projects—minimal impact. Bigger impact for atypical or major projects where a more thorough constructibility review is performed or where erection issues warrant a detailed analysis. New York 7 Contractor may need to develop strategies out of the norm to accomplish the erection. Innovative techniques can be evaluated at construction. Ohio 7 Currently contractor must develop erection procedure. CMS 501.06. APPENDIX B2—(Continued)

36 State Question Comment Owners—Written Questionnaire Responses Oklahoma 7 Assumptions made in design must be consistent with erection procedures, especially on complex curved and skewed bridges. Oregon 7 Some of the designs push the steel sections to such limits that the girders become too limber, hence making them problematic in the areas of stability and constructibility. Pennsylvania 7 Quebec 7 Nothing Tennessee 7 Total impact. Where special design requirements can be impacted by erection, more detailed instructions to the contractor are required. Texas 7 Sophistication of design could potentially have a bearing on the erection practices/procedures. In general, a more sophisticated design would require more sophisticated erection practices/procedures. Washington 7 Wisconsin 7 No comment. Colorado 8 (Note: Colorado did not fill out the form. They did send an e-mail with a site to get access to their specifications. They also make the following comments in their e-mail. The comments were not directly addressed to any particular question.) The answers to many of the questions in your survey are contained in these documents. Although I am not returning a completed survey, I wanted to make these documents, as requested in the first part of the survey, available to you. In the past several years there has not been a great deal of steel girder erection in Colorado. Two of the most significant problems we have had with steel girder erection in the past are poor external diaphragm and cross-bracing fit-up on curved, skewed, steel-box girders due to differential field rotation of the boxes, and occasional field fit-up problems in general on skewed steel girder for drilling bolt holes. Connecticut 8 Tom Ryan (860) 563-9375, e-mail: cjm1137@aol.com Florida 8 Tom Andres (850) 414-4269 Illinois 8 Randy DeBoer was the RE for the Edens/Kennedy (I-90/I-94) interchange in Chicago. A curved bridge over the Kennedy could not be supported between piers and ended up with significant lateral rotation that could not be corrected as subsequent girders were erected. A number of girders have webs out of plumb in the final structure. APPENDIX B2—(Continued) The sophistication of the analysis, such as a 3-D analysis, gives us results of the lateral deflection of the girder. For severely skewed bridges, we have shown this rotation of the girder and required the bridge to be fabricated and erected so that in the final position of the girders after all dead loads have been applied, the girder webs are plumb. This is primarily done on long-span, sharply skewed structures. See plan sheet submitted for Question 6. Not sure what the question means. A strict enforcement of methods and sequences during erection is needed to justify exotic design and contract requirements in this area. Contractors generally prefer latitude. Ensuring that a method is practical and safe is generally sufficient during the design stage (sometimes this requires sophisticated analysis). In other words, a general scheme, suitable for all contractors, is preferred. A specific contractor will need to adjust operations to get the required geometrics to work out. The converse may tend to favor one contractor over another or raise costs needlessly.

37 State Question Comment Owners—Written Questionnaire Responses Kansas 8 Ken Hurst (785) 296-3761, e-mail: kenh@ksdot.org, and any other available information. Deck placement sequence on long two-span structures. Large differential deflection between staged construction. Nevada 8 Have experienced alignment problems during erection of curved girders from opposite supports—not attributed to design issues though. Ohio 8 Occasional design errors; substructure elevation or alignment plan errors. Pennsylvania 8 See International Bridge Conference Paper 02-43 and Pennsylvania DOT Research Report FHWA-PA-2002-003-97-04(74). A copy of this report was furnished to NSBA. Tennessee 8 Ed Wasserman, Mitch Hiles (615) 741-3351, e-mail: Ed.Wasserman@state.tn.us, Mitch.Hiles@state.tn.us Texas 8 John M. Holt (512) 416-2212, e-mail: jholt@dot.state.tx.us Wyoming 8 Several long, skewed steel bridges have experienced differential lateral movement of the girder ends, resulting in loss of bearing pin keeper plates at the abutments. Alabama 9 We are concerned and we reference AISC manual for the end cuts. Arkansas 9 We do not treat curved or skewed bridges differently than straight square bridges. Connecticut 9 DESCUS and STAAD analysis. Also, Bridge Software Development International, Ltd (BSDI) has been used. Florida 9 The following computer programs are used during design: Simon, MDX, BSDI. Georgia 9 No, not usually a concern. Illinois 9 Have required finite-element grid analysis of girder–bracing system to design crossframes. Unfortunately, this has resulted in very heavy bracing connections when out-to-out with high skews and curve. Kansas 9 STAAD Model, TAEG 2.0. Louisiana 9 Pending on software. Manitoba 9 Direct stiffness method through programs such as BRASS and STAAD. Missouri 9 We only calculate tilts at expansion devices to enable proper placement of the device. If we need to look at deflections other than dead and live loads, we would need to use a finite-element program (SAP 2000) to check, which we normally do not do. Nevada 9 Have not done this. New York 9 Designer dependent. Ohio 9 Merlin–Dash, Win–Descus; normally, very simple structures. Oklahoma 9 Normal practice is NOT to use any finite elements except for curved girders. Oregon 9 We typically use two-dimensional frame analysis using WinStrudl software. On highly skewed or curved girders we use three-dimensional analysis using the same software. Pennsylvania 9 The most used program used is BSDI 3-D system. Quebec 9 3-D APPENDIX B2—(Continued)

38 State Question Comment Owners—Written Questionnaire Responses Rhode Island 9 Blank Tennessee 9 Line analysis for straight. Grid analysis/frame analysis for curved I-girder closed torsion for curved box girder. Texas 9 Use a grid analysis. Washington 9 gtstrudl or similar—space frame analysis. Wisconsin 9 Computers Maine 10 “Flanges for welded beams shall also be proportioned to give a b/t ratio (flange width/flange thickness) between 12 minimum and 20 maximum with a preferred ratio of 16. These limits are set so as to avoid either a very thin, wide flange that will distort when welded to the web, or a very thick, narrow flange that would be uneconomical to purchase and might be laterally unstable (see L/b ratio in number 11).” Maine 11 “To facilitate handling in the shop and field and during shipping, the L/b ratio (unsupported length of member/compression flange width) for welded beam designs shall preferably not exceed 90. If using an L/b results in an uneconomical flange design, an L/b ratio up to 110 may be used.” [Copied from page 800(1) received from Maine.] Minnesota 11 Our current manual does not give requirements; however, our new LRFD manual, which is under development, will use a limit of 80 to 85. Missouri 11 Copy of design information sent. Montana 11 “Unsupported length in compression of the shipping piece divided by minimum flange width, L/b < 85. They also have design recommendations as follows: 1. Do not reduce flange thickness at a shop splice by more than 25%; 2. Minimim flange size 12 in. x 7/8 in.; 3. Initial trial design, flange width/web depth 20% to 25%; 4. Max. ship length 125 ft; and 5. Max. ship weight 180,000 lb.” Ohio 11 Define minimum flange as 7/8 in. x 12 in. to control fabrication and welding distortion. Connecticut 12 Paul D’Attilio (860) 258-0305, e-mail: paul.dattilio@po.state.ct.us Illinois 12 None known. Kansas 12 Fill plate sizes. Maine 12 Large skew yields out-of-plumb webs; this has been corrected by detailing accordingly and erecting per shop drawings. Ohio 12 Occasional shop drawing error. More crossframe detail errors. Oklahoma 12 We have had problems on skews with crossframes not fitting and on occasion we have had to use welding in the field instead of bolting as noted in the plans to make the connections. Oregon 12 The problems have been minor and usually are in the area of camber. Pennsylvania 12 Port Vue bridge near Pittsburgh Area and Ford City Bridge. Tennessee 12 Ed Wasserman, Mitch Hiles (615) 741-3351, e-mail: Ed.Wasserman@state.tn.us, Mitch.Hiles@state.tn.us Texas 12 Brian D. Merrill (512) 416-2232, e-mail: bmerrill@dot.state.tx.us Wyoming 12 Misinterpretation of the design cross slope resulted in crossframe connection holes drilled in the incorrect location. The girders were subsequently misaligned upon erection and connection of the crossframes. APPENDIX B2—(Continued)

39 State Question Comment Owners—Written Questionnaire Responses Florida 13 Very minimum requirements. Mississippi 13 Contact Bridge Engineering for information. California 14 Need RE’s approval. Connecticut 14 Alternative methods can be submitted by a contractor for almost any project, but they must be approved. Georgia 14 The fabricator may submit alternate methods for approval by the engineer. Minor changes are often approved if deemed equal or better than specified methods. Illinois 14 Depends on structure geometry. For most straight and curved structures, our specs already have latitude for web horizontal or vertical or Computer Numerical Control (CNC) with spot checks. For special cases, we consider contractor proposals. Kansas 14 Strange support geometries may require a change in method. On occasion we allow a reduction in shop assembly complexity, but the fabricator must “donate” the difference in cost. Based on fabricator’s performance. Louisiana 14 Only if the final product stresses and tolerance are within the design limits. Maine 14 Specifications allow alternatives with provisions. Manitoba 14 Fabricator must assume full responsibility for his procedures. Missouri 14 Alternative methods are considered, but must meet minimum of our specifications. Nevada 14 As requested by the fabricator and approved by the department. Ohio 14 See 863.20. Oklahoma 14 The fabricator is required to put the alternative shop assembly in writing, which must be approved by the bridge engineer. Pennsylvania 14 On some projects, High Steel Structures has requested a CNC and template drilling full size for field splices. Texas 14 Alternative shop-assembly methods require approval of the engineer. Washington 14 Simplification is only considered if framing is simple and requirements were overly restrictive. Requirements are generally upheld for complex geometrics. Wisconsin 14 If it makes sense. Wyoming 14 Certain specifications may be relaxed or alternative methods permitted, generally with the provision that an unsatisfactory product is the responsibility of the fabricator to correct or replace. Alabama 15 Unless the design plans show them. Connecticut 15 Contractors can submit a proposal to use oversized holes, which would be reviewed on a project-by-project basis and must be approved. Florida 15 If these holes will ensure proper fit-up with a compromise of stress-carrying capacity. Georgia 15 Typically, the crossframes or diaphragms have regular-sized round holes. One connection stiffener has regular-sized round holes and the opposing connection stiffener has slotted holes to facilitate installation. Crossframes and diaphragms are installed with ASTM A307 erection bolts and then field welded with E7018 low-hydrogen electrodes. Oversized holes would not be detailed when high-strength bolts (ASTM A325 or A490) are used to make the connection. APPENDIX B2—(Continued)

40 State Question Comment Owners—Written Questionnaire Responses Illinois 15 Most cases, unless slight increase is allowable for standard size instead of oversize is needed, or ream assembled (RA) is stipulated in contract. Kansas 15 In only one of the two members. Must be approved on shop drawings. See attached Standard Note. Louisiana 15 High skew and phase construction when possible. Maine 15 See specifications 503.34, next to last paragraph. Missouri 15 On occasion, we have considered and used oversized holes in one ply of the connection (usually the crossframe) on structures where curvature effects are negligible. Nevada 15 Only when erection difficulties are expected. Ohio 15 Typical—Oversized with erection bolts in welded crossframes, delta deflection less than 1/2 in. Over 1/2 in. provide slots. Optional— Oversized with two HS bolts bolted crossframe, delta deflection less than 1/2 in. Over 1/2 in. provide slots. Curved with live load in crossframes (CVN)—Bolted connections with oversized holes. Reduce allowable bolt friction due to oversized. Standard holes require CVN and full shop assembly. Oklahoma 15 Oversized holes are permitted in crossframe or connection stiffeners for skewed and curved structures. Shop drawings must specify washers for oversized holes. Pennsylvania 15 On some skewed bridges we may elect to use vertically slotted holes to permit differential movement between girders during deck placement. This requires the bolts to be tightened after deck placement, which is an extra construction step. Quebec 15 Only with slip-resistant connections. Washington 15 This has only been allowed for one bolt in a group in case of a misdrilled hole. We always specify holes 1/16 in. larger for these connections. Wisconsin 15 Designer must agree. Wyoming 15 Oversized holes are not allowed in curved girders and in one ply of the crossframes. Illinois 16 None known. Kansas 16 Name: John Jones, and any other available information. Improper bolting procedures. Louisiana 16 Mr. Allen (225) 379-1565 Maine 16 Insufficient alignment effort. Use of inexperienced crew. Minnesota 16 27VC45—Wing girder fit up to straight girder. Mississippi 16 Contact Bridge Engineering for information. Missouri 16 Fred Caldwell—Senior Construction Inspector, MoDOT (816) 358-1861. Plate girder over Interstate that part of erection was conducted on the ground to minimize lane closures. Ohio 16 Hamilton County over 75 in Cincinnati—plumbness of webs and alignment of pier on a curved structure due to lack of contractor experience and department oversight. Pennsylvania 16 Port Vue Bridge near Pittsburgh and Ford City Bridge. On a project in State College, an erector walked off the job due to erection difficulties. Tennessee 16 Ed Wasserman, Mitch Hiles (615) 741-3351, and e-mail: Ed.Wasserman@state.tn.us, Mitch.Hiles@state.tn.us APPENDIX B2—(Continued)

41 State Question Comment Owners—Written Questionnaire Responses Texas 16 Brian D. Merrill (512) 416-2232, e-mail: bmerrill@dot.state.tx.us Georgia 17 We have had an incident in which the contractor dropped a girder as K-bracing was being attached to the adjacent girder. The dropped girder was improperly secured prior to being released from the crane. There was another incident on this same project in which the contractor erected a span of girders with web verticality problems. The contractor failed to ensure web verticality on the initial girder and transferred the error to each adjacent girder. Illinois 17 None known. Kansas 17 Girders bolted on ground and not blocked properly. Also, bolting splice without the proper use of drift pins and erection bolts. Maine 17 Insufficient bolts to ensure proper alignment; did not verify vertical alignment during erection progress. Mississippi 17 Contractor not following approved erection procedures. Missouri 17 The project had no special erection procedures and process of erecting steel was responsibility of contractor. Ohio 17 Probably needed a note to require plumbness of the web. Reviewers now look for this problem. Oklahoma 17 Most of the problems we have experienced are from a failure to properly support the cantilevers. This results in a twisting of the outside beams and a thinning of the deck slab. It often requires that we add an overlay to correct the ride problems. Oregon 17 I do not see a number 16. Pennsylvania 17 Erector on the Port Vue Bridge did not maintain horizontal alignment as the structure was erected. The girders were a maximum 2.625 in. from straight alignment at the worst points along the girders. The erector had to go back and loosen the crossframes and push the girders into alignment. Texas 17 Problems have been encountered when the contractor deviates from the approved erection plan. Washington 17 Plots of bad flange profiles usually point to kinks at field splices. These have been realigned successfully in most cases if caught soon enough. Georgia 18 There were no formal erection procedures; however, the contractor’s actions resulted in unacceptable results which were linked to the implementation of poor erection practices. Illinois 18 None known. Kansas 18 Developed a Bridge Construction Manual to help educate. Maine 18 Erection procedure did not address timely verification of vertical alignment. Minnesota 18 We do not know for sure. Missouri 18 See Question 17—Missouri. Ohio 18 Combination of substructure layout and contractor experience. Pennsylvania 18 In the State College project, the erector never completed a comprehensive erection procedure for the bridge. He started erecting the structure and ran into difficulties. Texas 18 As noted in the previous question, improper implementation can occur when contractor seeks and gains a variance from the approved plan. APPENDIX B2—(Continued)

42 State Question Comment Owners—Written Questionnaire Responses Washington 18 In rare instances, erectors have avoided the drift pin requirements. Most problems tend to be unanticipated; that is, everyone is following procedures. Stricter requirements for alignment would help. Illinois 19 Ohio 19 Hard to enforce connection to existing structure. Sometimes a problem with crossframe and stiffener alignment. Bolt installation (all snug tight before final tightening) and verification of steel elevations before tightening often not properly accomplished. Texas 19 Inspectors or project engineer sometimes fail to require the contractor to follow the approved erection procedure. Washington 19 Most problems can be traced to inexperience or lack of inspection. That is, no one is there to catch improper practices. Wyoming 19 Occasionally, bolts have not been properly tensioned. Alabama 20 The critical elements that the contractor must know are stated on the design plans. The contractor is responsible for the erection process. However, he is required to submit an erection plan with calculations stamped by a P.E. (Copied from Alabama Question 7.) Arkansas 20 Standard specs require contractor to advise department of method or erection, type of equipment, and details of falsework. All items are for information and record purposes. Connecticut 20 Contractor must provide erection procedure. Georgia 20 The contractor is wholly responsible for the implementation of erection procedures based on sound engineering principles. Georgia DOT reserves the right to review said procedures whenever deemed necessary. Review of said procedures is purely informal and in no way relieves the contractor of its responsibility. Illinois 20 Erection procedure required by 505.09(e), but many not submitted to engineer. Analysis by contractor not usually required or submitted. Kansas 20 Only when specified by Contract Plan Note. Manitoba 20 Erection procedures including temporary supports shall be designed and sealed by a registered professional engineer. Mississippi 20 Contractor’s erection procedure is reviewed; an analysis is not required. Missouri 20 Only if specified in contract special provisions for large structures. Nebraska 20 We provide a blocking and camber diagram on the design plans and require the fabricator to adapt that to the shop plans. We require the erector to base the field erection procedures on the blocking diagram. Nevada 20 Analysis not typically required. Ohio 20 Specifications require plan and calculations by professional engineer. Pennsylvania 20 I believe this is an AASHTO requirement. Alabama 21 Review only. Arkansas 21 Specs. require that contractor be responsible for the safety of his methods and equipment, and for performing this work according to plans and specs. California 21 Caltrans RE reviews detailed calculations and approves erection procedure. APPENDIX B2—(Continued)

43 State Question Comment Owners—Written Questionnaire Responses Connecticut 21 Designer reviews procedures for constructibility and structural integrity. Pick locations, weights, and sequence are compared with crane charts and field conditions. The procedure submitted by the contractor is reviewed and returned with appropriate comments. The department does not approve the contractor’s working drawings and procedures. Reviewed as a working drawing. Also, very detailed for constructibility, deflections, temporary supports, stage stress levels, etc. Georgia 21 See Georgia Question 20 comments. Illinois 21 This office would if requested, but does not routinely see these. Not sure about district construction and resident engineers. Kansas 21 Contractor’s responsibility. Only on critical traffic situations. Kentucky 21 Thoroughly, and may require resubmittal. Maine 21 Depends on complexity of structure; generally no review of simple span structures. Manitoba 21 A thorough review. Minnesota 21 The field personnel review and submit to the Bridge Office as needed. Mississippi 21 General compliance with the specifications. Missouri 21 Only if specified in contract special provisions and is usually checked by engineer of record. N. Dakota 21 We have not had problems with erection procedures. Nevada 21 Verify picking weights and points; verify crane capacity and placement. Ohio 21 Currently check each procedure with staff professional engineer. Oregon 21 We review and comment, but we do not “approve.” The procedures are to be done by a P.E. and as such they must be responsible for the procedure. Pennsylvania 21 We do not approve erection or contractor submissions; we accept the submissions. Sometimes we do an independent analysis that is very detailed and thorough, but this is typically not the routine. Texas 21 Erection procedures are reviewed mainly for stability and safety. Washington 21 We check for segment weight, length, and center of gravity, that cranes of sufficient size and reach can pick and place the segments; that stability in all stages has been addressed. But not final alignment issues. Wisconsin 21 It has to make sense. Connecticut 22 We customize each erection procedure in the design plans for curved, complex, or bridges over railroads, and they must be adhered to or an alternate plan can be submitted and stamped by a licensed Connecticut P.E. Georgia 22 Georgia DOT does not provide written erection procedures for the contractor. Illinois 22 Not known. Kansas 22 Procedures guide the erector and clearly define what is expected of the erector by our inspectors. Louisiana 22 They improve planning by contractor, but it is hard to quantify quality improvement on erected structure. Maine 22 Usually good results are achieved. Manitoba 22 Could have the advantage of gained experience if there is a process of communicating the “lessons learned” back to those responsible to maintain these procedures. APPENDIX B2—(Continued)

44 State Question Comment Owners—Written Questionnaire Responses Mississippi 22 No comment. Missouri 22 We are going away from method specs. to performance specs., making contractor responsible for what and how. N. Dakota 22 N/A Nevada 22 N/A New York 22 Unknown Ohio 22 Only used on specialized cable-stayed structures. Oklahoma 22 This would be more critical on curved and severely skewed structures. Oregon 22 A well-written erection procedure always has a positive effect on the quality of the erected structure. Pennsylvania 22 Very little. I have yet to see an erection procedure in our plans that was even remotely close to the procedure used by the contractor. My personal opinion is that we waste time and money on these erection procedures in our design plans. Quebec 22 These procedures are not used by us. Tennessee 22 No erection procedures normally specified. Texas 22 See “Additional Comments,” Texas Question 30. Washington 22 We have shown schematic details such as crane locations, temporary bents, and segment erection sequences in the plans. The contractor is allowed to change this, but in all cases is required to submit detailed erection plans and calculations. Wisconsin 22 I do not know. Arkansas 23 The use of erection pins and/or fitting-up bolts. Connecticut 23 Recommended practices include: Ensure that the connection is in alignment before erection of next member in sequence, full bolt torque complete if adequate deflection is achieved, not completing appropriate connections until dead-load deflection has occurred is important, pre- assembly of all components, the erection firm must have a thorough knowledge of steel erection, and slotted bolt connections for diaphragms. Georgia 23 Georgia DOT is one of few DOTs that routinely use a field-welded connection in continuous units versus the standard high-strength bolted connection more commonly used throughout the U.S. We feel that minor alignment corrections can be made easily with this type connection when followed by a qualified inspection and a certified welder. Illinois 23 Having steel at correct elevation before pinning splices, so workers can install pins without deforming material. Kansas 23 assembly procedures. Drift pins (25%) while “holding in the fall.” Using this percentage of pins, which are the same size as the bolt holes, is consistent with shop- Louisiana 23 The question is unclear to me. Please get with me at the number on page 1. Maine 23 Ensure sufficient drift pins and minimum number of bolts to maintain vertical alignment. Verify vertical alignment as soon as practical—preferably before final tensioning of connections. Manitoba 23 Lots of drift pins. Each span completely bolted and braced before moving on. Mississippi 23 Competency and experience of field personnel; use of falsework where practical. Missouri 23 Proper bolt tensioning and drifting. No field reaming at all. APPENDIX B2—(Continued)

45 State Question Comment Owners—Written Questionnaire Responses N. Dakota 23 N/A Nevada 23 Review of field and shop measurements. New York 23 ? Ohio 23 Shop assembly, required drift pins, lateral bracing where necessary, good field inspection, experienced erection crews and fabricator. Oklahoma 23 Checking assembly in the shop, using DTIs, and proper weld inspection. Oregon 23 Before we connect any steel sections, the position of the anchor bolts and the elevation of the bearings have a big impact on the final geometry. After beams are placed, the procedure of having bolts snug tight first and then tightened in a prescribed sequence ensures a good final geometry and structural integrity. On complex geometry structures, performing partial or full shop assembly makes a big difference in final geometry. In some cases, undersized holes with allowable field reaming makes a big difference in fit and geometry. Pennsylvania 23 Use standard size holes; do not use oversize holes. Quebec 23 Shop assembly. Tennessee 23 N/A Texas 23 Bolting or welding of connections should work equally well when properly executed. Washington 23 Splice alignment can generally be reproduced if both fabricator and erector use similar drift pin techniques. Progressive rather than drop-in assembly tends to work better. Shoring near splices can have a number of benefits, including adjustment and stability control. Erectors have been asking for “gravity on” yard assembly with crossframes (curved girders), but stability and reproducibility of that scheme may be problematic in the field (it is also difficult to second guess the contractor/erector methods and means during design). Crossframes between curved girders can be difficult to fit, especially if not installed closely behind or with each girder segment. Wisconsin 23 ? Arkansas 24 Temporary bracing has been successful. Connecticut 24 etc.; dunnage/blocking; pre-assembly onsite or in the shop; full layout in the shop to check camber; erectability; and predrilled holes. Successful methods include chain falls; crane with straps; temporary support truss for erection on unstable foundations, i.e., barge, soft soil, Construction sequences, temporary bracing, flying splices and lateral launching of girders. Construction of temporary supports. The box girder must be picked at the correct location especially when you have a splice connection. Segmental launching of steel box girders over railroad, utilizing temporary towers. Also, stiffening diaphragms for construction stresses. Florida 24 All methods. Georgia 24 APPENDIX B2—(Continued) We often use temporary bracing to support cantilevered ends until field-welded splices can be effected. Proper elevations of bracing are very important to ensure fit-up of the connection. We typically provide a construction sequence for complicated structures as informational only. Contractor may submit their own sequence in lieu of using the sequence shown in the plans.

46 State Question Comment Owners—Written Questionnaire Responses Illinois 24 Ramps for single-point diamond interchange (SPDI) framed into fascia girders on bridge, so ramps and fascias on falsework until slab poured for continuity and composite action. (Damen Ave. at I-55 in Chicago). Shop also supported all material with same jacking points and to same elevations to shop ream the splices. Kansas 24 Construction sequences, temporary falsework support, temporary wind and stability bracing, and use of DTIs to verify bolting requirements. Louisiana 24 Shop assembly, construction sequencing and temporary bracing. Maine 24 Temporary supports (brackets) to hold pier girders. Manitoba 24 Temporary supports and bracing; launching of box girders; pouring slabs in regions of positive moment first to reduce concrete cracking in negative moment areas. Mississippi 24 Temporary shoring towers, members, etc. Full shop assembly is the best thing one can do for these. Missouri 24 Contractor responsibility. N. Dakota 24 N/A Nevada 24 Use of “needle beam” for construction of an integral pier cap. Beam erected on column top. Girders threaded onto beam through holes in webs (of girders). Final assembly embedded in concrete. New York 24 Stage diaphragms. Ohio 24 Bracing towers, holding cranes, cable bracing to deadman, erection sequence to utilize crossframing for lateral bracing reducing unbraced length, temporary crossframing braces. Oklahoma 24 We have used temporary bracing. Oregon 24 I have not been involved in any really complex steel structures. Most of our steel structures are constant depth plate girders. Girder launching is the only procedure I have seen successfully performed. Pennsylvania 24 Temporary towers are the most successful means in proper erection for accurate geometry. Additional cranes have also been successful. Quebec 24 Temporary bracing. Rhode Island 24 Temporary supports and braces. Tennessee 24 Temporary supports at field splices in curved girders, integral caps to column. Texas 24 Temporary bracing, construction sequence, shore towers, falsework. APPENDIX B2—(Continued)

47 State Question Comment Owners—Written Questionnaire Responses Washington 24 Full trial assembly and splice drilling, with girders and crossframes in place, seems to be good insurance for highly curved and skewed framing. Some of our fabricators also take pictures at yard assembly in case of arguments with the contractors. They have also shared these pictures with contractors in a proactive manner. For curved box girders, we design and detail for one bearing per box. Two bearings per box with even loading is difficult to achieve. Also, bearings with some lateral and longitudinal movement, either temporary or permanent, allow for field fit-up (some bearings are more forgiving than others). Shoring is also beneficial. For widenings and staged construction, bracing to the existing bridges works better than independent construction (partial installation of crossframes without diagonals, one bolt each end). This also reduces the potential for lateral drift during slab placement and eliminates any need for bottom laterals. Wisconsin 24 We did a 270 ft simple span in three 90 ft pieces. Illinois 25 Jon Edwards (217) 782-3586 Kansas 25 Design manual. Maine 25 Jeff Folsom (207) 624-3394; Bill Doukas (207) 624-3424; Dan Glenn (207) 624-3411 Minnesota 25 Tom Merritt (651) 747-2123, e-mail: tom.merritt@dot.state.mn.us or Todd Niemann (651) 747-2132, e-mail: todd.niemann@dot.state.mn.us Missouri 25 Kent Nelson, P.E., Fabrication Operations Engineer (573) 751-3693 Ohio 25 Not formally usually as requested, same as design support request. Oklahoma 25 Gerald Mooney (405) 521-6498, e-mail: gmooney@odot.org Tennessee 25 Ed Wasserman, Mitch Hiles (615) 741-3351, e-mail: Ed.Wasserman@state.tn.us, Mitch.Hiles@state.tn.us Texas 25 David Hohmann (512) 416-2210, e-mail: dhohmann@dot.state.tx.us Wyoming 25 Jerry Ellerman (307) 777-4427, e-mail: jerry.ellerman@dot.state.wy.us Connecticut 26 Hartland Building & Restoration, P.O. Box 614, 28 School St., E. Granby, CT 06626 Florida 26 No Georgia 26 Please see attachment entitled “Qualified Products List 60 Bridge Fabricators.” Illinois 26 Halverson, Springfield; S&J, South Holland; could also try John Prendergast, City of Chicago (j_prendergast4cdot@yahoo.com) and Bob Rollings, ILDOT District 1 Construction Engineer (RollingsRR@nt.dot.state.il.us) for names of contractors with this expertise. Please do not ask them to complete full survey. Kansas 26 Pick any one of them. Kentucky 26 No Louisiana 26 Boh Brothers Construction Company Maine 26 Cianbro Corp., Brian Williams (207) 487-3311 and Reed & Reed, Ted Clark (207) 443-9747 Manitoba 26 Neil Harrington, Louisburg Construction, Winnipeg, Manitoba Mississippi 26 Please contact to discuss. APPENDIX B2—(Continued)

48 State Question Comment Owners—Written Questionnaire Responses N. Dakota 26 No Nevada 26 N/A without a significant effort to research contract specific issue discussed herein. We can try to obtain requested info. New York 26 No Ohio 26 Russ Duskey with Armstrong Steel (740) 345-4503, Mike King with Kokossing (614) 228-1029 Oklahoma 26 Fabricators: Capitol Steel—John Nesom (405) 632-7710, AFCO—Deane Wallace (501) 340-6214Contractors: Jensen—Gene Spitza (918) 245-6691, Muskogee Bridge—Stuart Ronald (405) 524-3050 Oregon 26 Universal Structural, Inc., steel fabricators (360) 695-1261; Oregon Iron Works, Inc., steel fabricators (503) 653-6300 Pennsylvania 26 For State College project, contact High Steel Structures or the engineering firm of Gannet Fleming, Harrisburg PA. For Ford City Bridge, contact Trumbell Corp or the engineering firm of HDR both of Pittsburgh (HDR was the contractor’s engineer). Tennessee 26 No Texas 26 N/A Washington 26 Fabricators: Universal Structural, Inc. of Vancouver, Washington; Fought Inc. of Tigard Oregon; Oregon Iron Works of Clackamas, Oregon. Contractors: G.F. Atkinson; Peter Kiewit; Quigg Brothers. Smith, Monroe and Gray has been a good consultant providing erection plans to contractors. Wisconsin 26 Call Finn Hubbard the state bridge engineer. Florida 27 No Georgia 27 No Illinois 27 No Kansas 27 Curved girder erection. Kentucky 27 No Louisiana 27 No Maine 27 Vaguely Manitoba 27 No Minnesota 27 No Mississippi 27 No Missouri 27 Yes, upon request. N. Dakota 27 No Nevada 27 No New York 27 Yes Ohio 27 No Oklahoma 27 Not at this time. Oregon 27 No APPENDIX B2—(Continued)

49 State Question Comment Owners—Written Questionnaire Responses Pennsylvania 27 Dan Linzell of Penn State University and Chris Earls of the University of Pittsburgh. Quebec 27 No Tennessee 27 No Texas 27 No Washington 27 NCHRP curved girder testing. Wisconsin 27 No Wyoming 27 Study of the Erection Issues and Composite System Behavior of the Full-Scale Curved Girder Bridge Research at Turner–Fairbank Highway Research Center. William Wright P.I. Connecticut 28 Field welding—existing and new structures. Florida 28 No Georgia 28 Improved corrosion protection strategies. Illinois 28 Stresses and distortions in bracing and main members of highly skewed structures with bracing continuous out-to-out. We are currently reviewing plans for a 69.5 degree skew three span with diaphragms perpendicular to girders and continuous across structure. Kansas 28 Unique structures tend to have unique problems. Use the KISS method. Kentucky 28 No Louisiana 28 We need information on how to handle differential deflections in phased construction with crossframes. Maine 28 None Manitoba 28 No Mississippi 28 None Missouri 28 None presently. N. Dakota 28 No Nevada 28 No New York 28 Yes Oklahoma 28 Not at this time. Pennsylvania 28 What load position should steel girders and crossframes be detailed: load, no load, full load? Quebec 28 No Tennessee 28 No Texas 28 No Washington 28 Check out the “gravity on” approach for connecting girders and crossframes (curved girders) during shop assembly and the corresponding requirements for camber and design. Alabama 29 Good Q/A process. California 29 Safely erect the structure in the designed final position. APPENDIX B2—(Continued)

50 State Question Comment Owners—Written Questionnaire Responses Connecticut 29 Key issues include detailed erection procedure; large members must be fabricated within tight tolerances to eliminate cumulative “tolerance drift”; frequent meetings with design personnel to monitor deviations from erection procedure; approved erection procedures; proper erection; proper field inspection; erection crew must be experienced; and temporary forces induced by staged construction must be considered. Florida 29 Accurate design deflection data, shop assembly of complex girder systems, proper erection procedures. Georgia 29 1. A simplified design that minimizes the frequency of multiple flange thicknesses and provides for webs that are thick enough to inhibit buckling during fabrication and erection. 2. Qualified fabrication inspection including a three-girder laydown to verify field splice alignment. 3. Verified field elevations including a plan to correct minor deviations. 4. Qualified steel erector including approved procedures and erection sequence. 5. Qualified engineer support throughout the process. Illinois 29 Anticipate probable behavior based on geometry and include provisions in fabrication and erection to it. Avoid problems and do not require unnecessary steps or actions by contractors that could be better addressed by good detailing. Kansas 29 Qualified erectors, knowledgeable inspectors. Louisiana 29 Experience Maine 29 Experienced and trained personnel. Manitoba 29 Good design, good implementation at all stages, good construction practice. Minnesota 29 Think through the erection procedure. Missouri 29 Good designs, good fabrication, good field personnel. Nevada 29 Identification of special erection issues and design assessment. Adequate planning and experience of erection crew. New York 29 Teamwork by all affected parties. Ohio 29 Fabrication and assembly checks, proper lifting equipment and hardware and lifting beam spreaders, evaluation of lateral buckling bracing required, proper layout/elevation of substructure centerline bearings, job control alignment during erection, also plumbness. Proper hole drifting and bolting. Proper piece mark and match-marking techniques. Compliance to OSHA and general safety requirements. Oklahoma 29 Using an experienced contractor with good design procedures. Oregon 29 Design has to be reasonable and consider the challenges of fabrication, transportation, and erection. Fabrication has to be done with proper tolerances and quality control on fit and geometry. Erection has to be well thought out and done by people who are experienced at it. Pennsylvania 29 Proper horizontal and vertical alignment. Proper deck thickness. Quebec 29 Good plans, shop details, fabrication, and erection diagrams. Tennessee 29 Good design, contract drawings, quality fabrication, and knowledgeable erector. Texas 29 Must have a good design and a good erection plan. These plans must then be followed. APPENDIX B2—(Continued)

51 State Question Comment Owners—Written Questionnaire Responses Washington 29 Appropriate trial assembly with matching field assembly, clearly stated in the contract, and strictly enforced. Knowledge of how complex steel framing will deform during various stages of erection. Safety and stability maintained through all phases of erection. Wisconsin 29 Consider the weight and mass of the pieces, who is doing it, site limitations, and go about it carefully. Connecticut 30 Conn DOT has a written policy for design engineers that details the information to be supplied in the contract plans and specifications. Major structures to be field top coated. Structures erected on moving surfaces require good survey control. Where vertical survey is required provide adequate control. To make the transition of steel from shop to field erection smoothly, fabricators must take QA/QC to the next level. Following AASHTO guidelines is just that, a guideline. To eliminate reaming of bolt holes for field splices, fabricators should recreate an erection sequence in the shop and then punch holes for splices. The use of templates can be continued only under these circumstances. If a shop chooses to select other means to mark field splices, then a template should be avoided to narrow the margin of error of bolt hole alignment. Issue of paint damage to steel box girders due to roller “failure” during launching operation. Georgia 30 Interested in determining how other state DOTs correct alignment problems associated with bolted splices. Illinois 30 Best I could do with limited knowledge of erection. Kansas 30 The Collaboration Guidelines are helpful to designers. More stringent “owner” specifications are needed for a quality, maintainable product. Manitoba 30 The beginning of your questionnaire indicates emphasis on curved structures. We do not have experience with curved steel girders, which is an important point that your survey does not question. Oklahoma 30 None Texas 30 Regarding Questions 10 and 11, even though we do not have any requirements, we do provide recommendations in our online TxDOT manuals. These can be accessed via the TxDOT website, www.dot.state.tx.us. Regarding Question 22, we do not require that a design have an erection procedure. However, we do have standard sheets that provide minimum erection and bracing requirements. This standard, MEBR(S), can be accessed via the TxDOT website, www.dot.state.tx.us. Washington 30 Although WSDOT does not currently have specific limits based on Questions 10 and 11, sizing flanges wider than needed for ultimate composite conditions helps with stability during fabrication, shipping, and erecting. Generally, girders designed for wider spacing will already need heavier (and wider) flanges. Trimming down composite top flanges to the bare minimum seems to be false economy. We work with past bridges as examples and they all have wider flanges. It would help to codify some guidelines in-house and in AASHTO specifications. California 31 Plans, Caltrans Standard Specifications, and Project-Specific Special Provisions. APPENDIX B2—(Continued)

52 State Question Comment Owners—Written Questionnaire Responses Connecticut 31 Bridge Design Standard Practices (2 pp.). Request and approval letters to use Bridge Software Development International, Ltd, as a sole source vender of software for bridge analysis (2 pp.). Use of computer software on specific project description (16 pp.). Revision of design practice for curved girder erection, fabrication, and stability (2 pp.). Illinois 31 Best I could do with limited knowledge of erection. Kansas 31 1. Standard Specifications for State Road and Bridge Construction, Edition 1990, Kansas DOT, pp. 392–422; “Structural Steel Construction,” pp. 896–899, “Steel Fasteners.” 2. Special Provision 90M-0065-R14, Structural Steel Construction, 18 pp. 3. Heat Curving; 90M-0157-R1. 4. Contractor Construction Staking; 90M-0260-R1. 5. KDOT Design Manual, Vol. III, Bridge Section, pp. 3-39 to 3-42. 6. KDOT Bridge Construction Manual; Chapter 9, Structural Steel. 7. KDOT Bridge Office Standard Note 6410 “Bolted Connections,” 17 pp. Kentucky 31 Kentucky Standard Specifications for Road and Bridge Construction, Special Provision for Welding Steel Bridges. Louisiana 31 Nothing special. Standard documents. Manitoba 31 None Mississippi 31 Standard specifications. N. Dakota 31 Section 616—Structural Steel, North Dakota DOT, “Standard Specifications for Road & Bridge Construction.” Nebraska 31 Website for NDOR construction specs: http://www.dor.state.ne.us/ref-man/conmanual/700/704-02.pdf Nevada 31 Section 506 of NVDOT specifications. New York 31 None Ohio 31 Three documents sent, all paper. Oklahoma 31 ODOT Construction Specifications for Structural Steel. Pennsylvania 31 408 especially, Design Manual Part 4, plan sheet from Standard Specs. Quebec 31 Copy attached to e-mail. Rhode Island 31 State standards are on our website, www.dot.state.ri.us Texas 31 Standard Specifications 441. Special Provision 441-008. APPENDIX B2—(Continued)

53 State Question Issue Comment Georgia 3 Const. Error Incorrect cap elevations on continuous field-welded connections. Washington 3 Shop Assembly Have had problems where full shop assembly had not been specified in Special Provisions. Have had to loosen and retighten bolts in several cases. Florida 4 Deck Overhang Bridge with 9-ft-deep girders, where overhang brackets did not extend to bottom flange of girders. Webs deflected badly and the deck ride was bad. Had to grind deck for ride and bore holes in deck because of ponding. Ride still bad. Kansas 4 Deck Overhang Have problem with overhang brackets. Developed torsional loading and transverse movement of girders between crossframes due to bracket detail. Have developed a computer to calculate these effects. Montana 4 Deck Overhang Exterior girder rotation and out of plumb due to overhang bracket support. Also caused problems with deck profile. N. Dakota 4 Deck Overhang Had problem where overhang brackets were too long and bracket may have deflected excessively. Deck profile not good. After problem, developed new requirements about cantilever bracket length. Oklahoma 4 Deck Overhang Had curved roadway where girders were on chords. Girders did not deflect per drawings; cantilever brackets may have been a problem in that the strut did not go all of the way to the bottom flange. The deck was thin and the ride was bad. Had to top with a new surface. Very expensive fix. Pennsylvania 4 Deck Overhang Design specifications require the designer to review the load condition on the fascia girder due to the cantilever bracket forces and where necessary provide additional transverse stiffeners, require the bracket to be supported by the bottom flange of the fascia girder, or allow the contractor to propose an alternate solution. They also require the designer to consider the effect of out-of-plane girder rotation, stating that these rotations will cause the overhang formwork Tennessee 4 Deck Overhang Most contractors do not bring cantilever bracket to bottom flange. Have developed a computer program to predict deflections of bracket during concrete pour. If deflection excessive, they require supplemental bracing. They now try to put in contract based on an analysis of the girder. Washington 4 Deck Overhang Have special requirements for overhang brackets. Contractor must submit deck-forming procedures for approval. Georgia 4 Deflection K-bracing buckled after deck pour. Tried fix by cutting several loose, but there was such little movement that they did not fix the rest of the frames. Ohio 4 Design Issue For an integral abutment bridge, girder ends rested on anchor bolts that had 12 in. and 24 in. projections to allow for rotations. This was unstable. Had to put wood blocking to support. Tennessee 4 Design Issue Designer needs to check deck pouring sequence for the positive moment area. Owner—Phone Comments and Separate Report Comments APPENDIX B3

54 State Question Issue Comment Owner—Phone Comments and Separate Report Comments Tennessee 4 Design Issue Most designers do not check lateral flange bending. Minnesota 4 End Rotation Long simple span bridge, 8 ft deep, 12 in. deflection—expansion device was tacked at given gap before concrete poured. As concrete cured, the concrete cracked from the end rotations. Not necessarily an erection problem. Tennessee 4 Erection Issue Erector needs to have enough crossframes for wind. Texas 4 Erection Issue On a three-span S-curved bridge, one line fell because no falsework tower used. Falsework towers still officially required, but sometimes erector ignores requirement. Pennsylvania 4 Fatigue Concerns Potential fatigue concerns are discussed in a report by Yen, B.T., D. Bae, D.A. VanHorn, and T. Huang, “Lateral Deflection of Plate Girder Web Due to Diagonal Deck for Supports,” Proceedings of the International Bridge Conference, 1988, pp. 275–281. Florida 4 Lifting Girders Have had problems with erection lifts where girders swayed badly and almost buckled. Kentucky 4 Unstable Girder Bridge was not stable from field splice to pier. Had to support with falsework on first pier. Stiffened girders at second pier. Blamed on thin web. Alabama 4 Wind Bridge with 360 ft span, 30 mph winds moved girders 12 in. up and down. Installed decking after winds died down. Arkansas 4 Wind Bridge with deep long girders, high over a ravine, where wind twisted the girders. Since then they have required lateral bracing on spans more than 150 ft. Bracing is placed at mid-depth of girders and will be in one or two bays depending on bridge width and is labeled as construction bracing. Kentucky 4 Wind Curved 4-line bridge. Bridge had been set, crossframes installed, and had been installing metal decking. 30 mph wind caused decking welds to break loose. Fixed after wind died down. Kansas 5 Stage Const. Require minimum 3 girders in any staged construction. AASHTO requires at least one frame per bay. Louisiana 5 Stage Const. Had to use slotted holes in diaphragms to make connections. Minnesota 5 Stage Const. Have built Stage 1 of a long bridge. Will soon do second stage; Stage 3 will be a construction pour between first two stages. Expect some problems when that happens. Montana 5 Stage Const. Have had problems where the deflection between stages became difficult to deal with. They now use a 600 mm closure pour. Ohio 5 Stage Const. Ohio uses an 800 mm closure pour between stages. Construction joints above flanges are not recommended. Tennessee 5 Stage Const. Keep one bay open and pour that stage last. Use top and bottom strut for bracing with one bolt in end of each member at the second stage, not the closure pour. Also, for staged construction, they require a closure pour. Washington 5 Stage Const. If connection between stages not made, have had problems with girder rotating and moving. Now use top and bottom struts with cross bracing added after concrete pour. APPENDIX B3—(Continued)

55 State Question Issue Comment Owner—Phone Comments and Separate Report Comments Texas 8 Deflection Long-span bridge with sharp radius; erection bolts started popping after all of the steel was erected. Arkansas 8 Diff. Deflection Have some jobs under contract where there may be differential deflection issues. Tennessee 8 Diff. Deflection Have had problems; outside girder camber too high. They now cut the same camber on interior and exterior girders. Also, for skews greater than 30 degrees, they use crossframes normal to girder. Nevada 8 Fab. Error If curvature is not right when fitting crossframes, box girders will rotate and require jacking and pulling to achieve good fit on bearings. Texas 8 K-Frame Design On a long-span bridge, had to change the design of a bottom intersecting K-frame and add a top strut at the erectors request to stabilize the top flange of the girder. Montana 8 Skewed Supports Have had problems making field connections on skewed bridges due to deflection differentials. Washington 8 Skewed Supports Bridge skewed greater than 30 degrees; have trouble with screed elevations. Crossframes were normal to girders. Members were detailed to fit in no-load condition. Louisiana 12 Detailing Error Lift bridge, 100 ft span, full length 30 WF stringers framed into 8-ft-deep end-floor beams. Detail did not adjust for end rotation of stringer, when concrete deck was poured; the end-floor beam rotated out of plumb and the bridge would not close. Had to remove the back wall and repour to allow additional space for the out-of-plumb girder. Detailing error. Pennsylvania 12 Detailing Issue Ford City Bridge—The following information was taken from a report by B. Chavel and C.J. Earls, Evaluation of Construction Issues and Inconsistent Detailing of Girders and Cross-Frame Members in Horizontally Curved Steel I-Girder Bridges, International Bridge Conference Report IBC-02-43. The Ford City Bridge is a three-span continuous bridge, where two spans were straight and the third span was curved. There was a detailing inconsistency; the girders were detailed for the webs vertical in the no-load condition, and the crossframes to fit in the steel dead-load condition. Misfits of about 40 mm (1-1/2 in.) were reported in the crossframe-to-girder connection. This detailing inconsistency made field connections difficult, requiring additional forces to make the connections. Horizontal and vertical alignment were both in error due to this detailing inconsistency. Kentucky 12 Diff. Deflection Had problems with curved bridge. Tilt of web due to steel dead-load deflections had to be fixed. Was able to solve in field. Maine 12 Diff. Deflection After bridge bid, fabricator asked if state wanted webs plumb after or before concrete dead load applied. Owner decided after. Erector advised of decision and possible erection problems. Bridge went up just fine. APPENDIX B3—(Continued)

56 State Question Issue Comment Owner—Phone Comments and Separate Report Comments Tennessee 12 Diff. Deflection Not worth worrying about girders being out of plumb for differential deflections issues. Alabama 12 Fab. Error One bridge with 360 ft center span, drop in girder was about 3 in. short. Fabrication and QA/QC error. Florida 12 Fab. Error Bridge detailed for a 24 in. camber, shop built it to a 12 in. camber. They fixed it by using a 12 in. haunch on the deck. Oklahoma 12 Fab. Error Continuous bridge, 60 degree skew. Crossframes did not fit. Had to weld the crossframes to the stiffeners. The holes in the stiffeners were improperly located. Wisconsin 12 Fab. Error Have had problems where sweep was at the boundaries of their tolerances on curved girders. Had to fight them to get acceptable fit. Tennessee 12 Fabrication Issue Have concern about gap between flange splice plates and girder flanges that may be a result of differences in flange plate thickness tolerances or differences in depth of adjacent girders. Texas 12 Fabrication Issue Have had problems where allowed two-girder laydowns were used when drilling field splices in shop. Should not have allowed it. Specifications require bearing-to-bearing laydown, but that is not always enforced. California 12 Web Not Plumb Had one bridge where the web at bearing was not vertical; was 4% out of plumb. Colorado 15 Oversized Holes and Slots Use oversized holes and short slots for crossframe connections for skews more than 20 degrees. Connecticut 16 Rotation Box Girder Had a problem on 225 ft simple span, curved box girder, 300–400 ft radius, sharply skewed bridge. Erector made improper assumptions as to what rotations would develop. Bridge had to be re-erected. Georgia 16 Girder Fell Released crane before all K-frames were connected. Girder hit building as it fell. Heat straightened and then erected it. Mississippi 16 Erection Error 900-ft-long, curved, twin-tub girder bridge. Was shop assembled. Did use falsework but did not set elevations correctly. Tightened bolts as erection proceeded. Did not check alignment or elevations as they proceeded. When they got to the last pier, they were 6 in. short. They allowed erector to put a 6 in. piece of girder at one of the field splices rather than redo the job. Mississippi 16 Erection Error Had two other bridges where erector did not use falsework or follow erection procedure. Missouri 16 Erection Error Four-span bridge where girders missed bearing pads by 3 in. There was sweep in the girders that the erector did not correct for while erecting. Fixed by lifting girders and removing sweep condition. Missouri 16 Erection Error Erected first two girders on ground. Did not check elevation before tightening bolts. Ohio 16 Const. Error Much of the problem of web verticality on that job due to error in location of skewed piers. APPENDIX B3—(Continued)

57 State Question Issue Comment Owner—Phone Comments and Separate Report Comments Ohio 16 Erection Procedures In process of developing new supplemental procedures for erection considerations relating to out-of-plumb girders on skewed, curved, and other similar type bridges. Pennsylvania 16 Erection Procedures Port Vue Bridge—Three-span continuous straight section with a curved two-span continuous curved section. Design requested job to be detailed with webs vertical in the steel dead-load condition. There was no lateral bracing, and oversized holes were used for the crossframe connections. The first erector erected the curved spans without falsework. Horizontal and vertical alignments were both bad. The straight section had horizontal alignment errors of 65 mm (2.6 in.) and the curved section had elevation errors of as much as 75 mm (3 in.). A second erector replaced the first erector. He employed falsework on the curved section, loosened the connections on both sections, and properly aligned the members and retightened the connections to complete the job properly. Pennsylvania 16 Erection Procedures State College Bridge—Curved girder bridge, relatively large radius. First erector did not submit a comprehensive erection procedure. Had trouble erecting and did not finish. Second erector submitted a complete erection procedure, loosened the connections, rebolted the connections, and successfully completed the job. Tennessee 16 Design Issue Need to have enough crossframes to avoid buckling due to dead load of girder and/or concrete. Tennessee 16 Design Issue Check if individual members are erectable. Tennessee 16 Design Issue For erection of cantilever girders, need to check if cantilever needs bracing. Designer does this. Tennessee 16 Diff. Deflection For curved girders require crossframes to fit in the no-load condition (standard note now on design drawings). For straight girders, require crossframes to fit in the steel dead-load condition. Texas 16 Oversized Holes Oversized holes used in diaphragms on a rolled beam bridge. Diaphragms slipped and girder twisted during concrete pour. Beams were 2 in. out of plumb. Do not use oversized holes if crossframes or diaphragms are to be bolted. For field-welded diaphragms, may allow oversized holes for fit-up bolts. Texas 16 Erection Issue Have had problems with field-welded splices where alignment was not checked prior to welding of splice. Texas 16 Skewed Supports If crossframes of diaphragms are to be field welded, those near skewed supports are field welded after the concrete deck has been poured. Washington 16 Erection Issue Have had problems where erector does not pin and align members in accordance with requirements. Alabama 20 Lateral Bracing No longer use lateral bracing in design. If needed for erection, erectors are required to show in erection procedure. Erectors usually use clamped bracing or use cables, they do not weld or bolt. Tennessee 21 Erection Procedure They try to stay out of erection procedure approval or checking. APPENDIX B3—(Continued)

58 State Question Issue Comment Owner—Phone Comments and Separate Report Comments Maine 23 Erection Practices Try to have a pre-erection meeting to discuss pinning and bolting procedures plus elevation and alignment verification, particularly with inexperienced personnel. Florida 32 Sun Effects Curved girders move horizontal and vertical due to thermal effects of sun. Movement stops after forms are installed. Tennessee 32 Sun Effects Sun affects alignment and wracks girders during erection. APPENDIX B3—(Continued)

59 Organization Shop-Assembly Requirements for Splice Drilling or Reaming AASHTO 11.5.3.1—Progressive assembly with a minimum of three girders. Arkansas include two bearings. California 55-3.16—Specifications are not clear whether full assembly or progressive assembly is required. Collaboration Reference (7 ) 7.1.1 and 7.1.2—Allows either full girder or progressive assembly and shall be bearing to bearing. Colorado 509.21—May be full girder, progressive girder (three girders minimum), or special complete assembly at fabricator’s option. Florida 460-12—Specification does not address the degree of assembly for reaming or drilling. Georgia 501.3.05E—Normal assembly—full-length girder; complete assembly (when contract requires)—entire structure plus floor system. Partial assembly (when authorized by engineer)—at least three abutting sections. Illinois 505.04—Assembly may be horizontal, except curved members shall be web vertical unless otherwise approved. Progressive assembly with a minimum of three girders is allowed. 807.54—Assembly—full girder unless progressive or special complete structure is specified. Progressive is minimum of three girders and shall Kansas Kentucky 607.03.04—Progressive assembly with a minimum of three girders. Louisiana 807.17—Progressive assembly with a minimum of three girders, unless contract specifies full assembly or complete girder line. Maine 504.31—Assembly requirements not clear. Manitoba Not specified in specifications. Minnesota 2471.3J1—Progressive with a minimum of two spans bearing to bearing. Full assembly when in contract, length and width specified. Mississippi 810.02.16—Assembly shall be full-girder assembly unless progressive or special complete structure is specified. Progressive assembly is three contiguous girders. Missouri 712.3.3.5 and 712.3.3.16—Progressive assembly with a minimum of one span, bearing to bearing, unless the contract requires full shop assembly of all girders and crossframes. Montana 556.03.13—Full-girder assembly unless insufficient shop space; then progressive assembly allowed (minimum of two girders). N. Dakota Not specified in specifications. Nebraska Not specified in specifications. Nevada 506.03.06—Unless otherwise specified, assemble each girder full length. New York Full girder required unless progressive, with at least three girders listed as an alternate. Oklahoma 506.04—Progressive with a least three girders. Ohio 863.26—Progressive with at least three members. Girders to which diaphragms and floor beams frame shall be assembled to check fit. Pennsylvania Progressive with a least three girders. Rhode Island 824.03.3—Specify AASHTO specifications ream assembled. Quebec Main beams (girders) that include field joints must be pre-assembled in the shop, marked lightly with an awl. Tennessee 602.13—Unless contract states otherwise, assembly may be special complete, full girder, or progressive with at least three girders. Owners—Specification Review for Shop-Assembly Requirements APPENDIX B4 702.051—Type B standard unless stated otherwise on plans. Type A (for curved, transitions, super elevation, and/or ramp tie-ins) minimum of two spans bearing to bearing, full-bridge width. Type B not less than two spans bearing to bearing. Type C—minimum of three girders.

60 Organization Shop-Assembly Requirements for Splice Drilling or Reaming Owners—Specification Review for Shop-Assembly Requirements Texas 441.7 (1)—Progressive with a least three girders or bearing to bearing. Washington Wisconsin 506.3.7.1—Full-girder assembly is required unless otherwise approved. 6-03.3928—Unless contract states otherwise, contractor may choose between special complete, full girder, and progressive girder with at least three girders. APPENDIX B4—(Continued)

61 Organization Spec. No. Field Pinning and Bolting Practices Field Pinning and Bolting Sequencing AASHTO 11.6.4.3 & 11.6.5 Min. 25% pins and 25% bolts. During erection, the contractor will be responsible for supporting segments of the structure in a manner that will produce the proper alignment and camber in the completed structure. Arkansas 807.69 & .71 Min. 50% holes filled with pins and bolts. At least 2 pins in extreme hole locations (e.g., 4 pins on each side of a flange splice). All holes to be filled with snug-tight bolts before removing pins. California Information not found. Information not found. Colorado 509.21(I) Min. 50% holes filled with pins and bolts with pins in extreme corners of splice connections. For main member connections, the initial bolts tightened before support systems are removed and the connections completed. Florida 460-34 Min. 50% holes with pins and bolts. Information not found. Georgia 501.3.05 B2 Information not found. Before making connections, adjust splice joints to correct elevation and slopes and properly align beams. Illinois 505.08(h) Min. 25% pins and 25% bolts. Bolt tightening not to commence until entire continuous line in place. Initial bolts and the balance of the bolts shall be finger tight before removing pins. Kansas 702.07(i)(l) Min. 25% pins and 25% bolts. All corners to be pinned. Information not found. Kentucky Information not found. Information not found. Louisiana 807.48 Main splices, 50% pins and 50% bolts. Information not found. Maine 504.43 Eight pins in each flange and web splice and 50% snug bolts. Crane not to be released until 50% bolts snug tight. Pins not removed until remaining bolts installed and snug tightened. Manitoba 1061.73 50% pins and 50% bolts. Information not found. Minnesota 2402.3 F Min. 25% pins and 25% bolts with balanced distribution. Mississippi 810.03.28.10 Min. 25% pins and 25% bolts. Information not found. Missouri 712.5.1 Min. 33% pins and 17% bolts. Information not found. Montana 556.03.13B Min. 50% holes filled with pins and bolts. At least 2 pins in extreme hole locations (e.g., 4 pins on each side of a flange splice). Initial pins and bolts inserted before releasing load. Tightening not to begin until complete line is aligned and erected matching full camber line. Owners—Specification Review for Pinning and Bolting Practices APPENDIX B5 Engineering approval required before tightening. For continuous bridges adjacent spans to be fully erected. Check of bearing and splice elevations required before final bolting.

62 Organization Spec. No. Field Pinning and Bolting Practices Field Pinning and Bolting Sequencing Owners—Specification Review for Pinning and Bolting Practices N. Dakota 616.03 E3 Information not found. Splice points in beams shall be brought to proper elevation and supported before bolts tightened. Nebraska 704.03 E12 Adequate pins and bolts. Structure to be adjusted to requirements of blocking diagram and verified by inspector before final phase of bolt tightening. Nevada Information not found. Information not found. Oklahoma 506.04 5 Min. 4 pins per connection and 50% bolts (maybe). Fill remaining holes and tighten bolts; then remove pins. Ohio 863.28 Min. 50% holes filled, prefer 25% pins and 25% bolts. Structure adjusted to correct alignment and camber before permanent fastening is begun. Pennsylvania 1050.3(C).3c & 6 Min. 25% pins and 25% bolts. Support structure in a manner that will produce proper alignment and camber. Quebec 116.9.10.1 Max. 15% pins and sufficient bolts to keep pieces together. Information not found. Tennessee 602.45 Min. 25% pins and 25% bolts. Information not found. Texas 447.5 (1) Percent of pins determined by engineer and min. 25% bolts. Fill remaining holes and tighten bolts; then remove pins. Washington 6-03.3(31&32) Min. 15% pins and 35% bolts. Before bolting, contractor shall adjust structure to correct grade and alignment. Initial bolts to be tightened before member released from crane and next member added. Additional bolts may be added and tightened at that time. Drift pins to be replaced after all bolts tightened. Wisconsin 506.3.29 Min. 25% pins and 25% bolts. Before beginning the field bolting on a continuous span, the span and immediate adjacent continuous spans shall be adjusted to correct grade, including construction camber and alignment. APPENDIX B5—(Continued)

63 Organization Question Comment AFCO 1 Web horizontal, three piece minimum, for straight I-girders. DeLong’s 1 We use webs horizontal, no crossframes, bearing to bearing, if entire line will not fit on drill pad. Egger 1 Webs horizontal. If it is a fully assembled bridge, we install the bracing and have webs vertical. Three girder laydowns is our norm, but will go four or five girders if space allows. Fought 1 Webs horizontal, without crossframes, minimum three girders progressive assembly holding back one girder. Grand Junction 1 Webs horizontal, no crossframes except diaphragms at bearings, minimum bearing to bearing or three members. Harris 1 Webs horizontal without crossframes unless girders have a big skew or large camber; if so, then you may want to test fit a few frames in vertical position. High 1 Our preference is to assemble girders with the web vertical. We know we are responsible to have proper fit in the field. Many times at the estimating stage, decisions are made to assemble difficult connections based on problematic configurations even if codes do not require assembly. Other times we see assembly requirements that would not be a problem if it were not done. Most of the time we do not see a need to assemble straight girder crossframes. Connection configurations are a determining factor. We do not like oversized holes as a fabricator and erector in frame connections. Lateral bracing oversized holes are fine provided that frames are pinned and bolted before lateral bracing is placed. As to how many pieces are required in assembly, assembly length, bearing-to-bearing requirements, and definition of carryover members in a continuous assembly, we offer the following comments. Bearing to bearing is better than number of members. It allows you to check distance from bearing to bearing and camber configuration between bearing points. High 1A Common sense applies, however, because spans are increasing in length, and we have seen several in the 400 to 500 ft range. My point is that space may dictate what you can do and, if hard and fast rules are in effect, what are the options. It is our responsibility to guarantee fit and meet schedule. Both items are critical to owners. As for the definition of carryover members, we need to consider that if we had a girder in Pennsylvania, we could set it up to the same configuration in California—guaranteed. Carryover should be defined as the last piece in the continuous assembly that is brought back to position one to continue with the line. Level lines can be shot on the girder to put it in the same position at the ends and camber quarter points. Industrial 1 Minimum two bearings, webs horizontal, without crossframes. This is when we drill the field splices in the unloaded position. The unloaded position works because a bridge does not fully deflect from steel load until it is fully erected. Lincoln 1 Webs horizontal without crossframes. Stupp 1 We prefer to do straight I-girder assembly with the web horizontal and in an unloaded position. This position allows ease of adjustment for correct geometry prior to placement of the field connection holes. This position also gives you a clear picture of the camber pre-dead load. This is also the safest way to assemble. We prefer minimum of three members per assembly. Again this method gives you a very clear picture of one girder to another with regard to fit, length, and camber. We also understand that AASHTO/NSBA has looked at and recommended in some cases the need to only assemble two members at a time. In some cases, this may be very appropriate with regard to quicker assembly for quicker delivery or ease for those who CNC splices and do trial fit. Fabricators—Questionnaire Responses APPENDIX B6

64 Organization Question Comment Fabricators—Questionnaire Responses Tampa 1 Webs horizontal, without crossframes, prefer bearing to bearing with a three-girder minimum. Trinity 1 Web horizontal; crossframes not usually assembled; either three-girders minimum or bearing to bearing. Universal 1 We prefer to bunk the shop assembly by doing them vertical, bunking at least three girders at a time. We do not assemble any crossframes on straight bridges. Vincennes 1 Webs horizontal, without crossframes, minimum three girders. Unnamed 1 Web horizontal, no crossframes, minimum three girders. AFCO 2 Web horizontal, three piece minimum (but no fewer than required to check center to center of bearings) for radii greater than 600 ft, barring other complex geometric features. DeLong’s 2 Webs horizontal, bearing to bearing as a minimum, no crossframes unless geometry is unusual. Egger 2 Webs horizontal. If it is a fully assembled bridge, we install the bracing and have webs vertical. Three girder laydowns is our norm, but will go four or five girders if space allows. Fought 2 If curved, and girder lengths are not excessive (radius 1,000 ft or larger, length 100 ft or less), webs horizontal in a two- or three-girder progressive assembly holding back one girder and a limited web vertical trial assembly of two lines and several girders with crossframes to verify fit. With a tighter curve, longer girders or both (radius less than 1,000 ft and longer than 100 ft or less), a webs vertical progressive assembly, holding back one girder, with a minimum of three girders, two or more lines wide, with a limited number of crossframes. Grand Junction 2 Webs horizontal, no crossframes except diaphragms at bearings, minimum bearing to bearing or three members. Harris 2 Depends on radius of curve and type of connections of frames. Large radius, horizontal, and no frames. Short radius (500') vertical no frames if simple connection and no skew. Use frames if complicated and skewed. High 2 Webs vertical is our preference. We check the top and bottom flanges of each I-girder to ensure they are within tolerance with the girder standing vertical. The next consideration needs to be girder stiffness. In other words, how easily can a person flex the member laterally? We do not approve of any oversized holes or slotted holes in crossframe to stiffen connection because of geometry control (girder spacing, alignment, cross-slope configuration, etc.) when the bridge erects. As an erector, we have the same opinion. As for assembly length, our preference is the same as stated in High Question 1 this sheet. Industrial 2 Curved I-girders are swept after laydown, the same assembly as straight girders for field-splice drilling. Curved bridges are assembled with webs vertical after heat curving, for sweep check, if required. AASHTO specifications for heat curving must not be violated. Lincoln 2 Webs horizontal without crossframes. APPENDIX B6—(Continued)

65 Organization Question Comment Fabricators—Questionnaire Responses Stupp 2 For all of the same reasons as above we prefer to do curved I-girders in the web horizontal position. With even more concern about geometry, in this type of bridge, this position allows you to safely and accurately check both camber and curvature. As for assembly with crossframes, there are some extreme curves and/or skews that should require some type of trial assembly of representative girder sections and their component parts, be it crossframes or lateral bracing, to ensure field fit. This type of assembly should be called for on the design drawings with guidelines establishing the requirements for assembly to meet the contract. We do not believe it necessary to assemble web vertical and crossframes for the majority of curved I-girders. Tampa 2 Webs vertical “if” curve is tight, which would then require at least some crossframes. Prefer bearing to bearing with three-girder minimum. Trinity 2 Web horizontal; I-girders moved during progressive assembly; therefore, “X” frames not usually shop assembled. Assembly depends on splice height and curvature for number of girders. Universal 2 We prefer to bunk the shop assemblies of curved girder bridges in the vertical position. If the specifications require, we will install one or more girder lines parallel with each other and install crossframes and diaphragms to ensure the fit. We will also install any diagonal crossbracing at the same time. Vincennes 2 Webs horizontal, without crossframes, minimum three girders. Unnamed 2 Web horizontal, no crossframes, bearing to bearing, sometimes bearing to splice depending on length. AFCO 3 Minimum three girders or bearing to bearing. If external transverse members frame to both web and flange, they also should be part of shop assembly. DeLong’s 3 We have not fabricated box girders. Egger 3 We ream these in three-girder sets with no external bracing. Fought 3 Minimum three girders, no crossframes. Grand Junction 3 Minimum bearing to bearing or three members; no external crossframes: with diaphragm at bearings between girders. Harris 3 Three girders without frames. High 3 Our comments are the same as answered in Question 1, except for the need to assemble frames. Boxes do not flex; therefore, most of the time there is a need to assemble frames that tie boxes together. Sometimes they are drilled from solid in assembly. This is a fabricator’s choice. As a fabricator and erector, we do not like oversized holes in frames. Industrial 3 A true box girder is usually a pier cap without field splices, but occasionally one could have a field splice. Tub girders generally have field splices. Both tub and box are drilled in vertical assembly, minimum two bearings, supported against steel deflection. Lincoln 3 Do not fabricate steel boxes. Stupp 3 Our response would be the same as Stupp Question 1 this sheet. The only difference would be with respect to box girders used in truss type bridges and the need to assemble, be it trial or as part of the assembly, the vertical and lateral components to ensure field fit. In the case of simple straight box girder lines, no crossframes or other components should be required during assembly in the shop. APPENDIX B6—(Continued)

66 Organization Question Comment Fabricators—Questionnaire Responses Tampa 3 Bearing to bearing with three-girder minimum, without external crossframes, but may need end or bearing diaphragms. Trinity 3 Either three girders minimum or bearing to bearing without external crossframes. Universal 3 USI prefers the minimum three-girder assembly procedure. We do not install external crossframes on a straight bridge. Vincennes 3 Minimum three girders, without external crossframes. Unnamed 3 Minimum three girders, no external crossframes. AFCO 4 Minimum three girders or bearing to bearing. If external transverse members frame to both web and flange, they also should be part of shop assembly. DeLong’s 4 We have not fabricated box girders. Egger 4 We ream these in three-girder sets, with no external bracing. Fought 4 Minimum three girders. Depending on complexity, a trial assembly with crossframes may be needed to verify fit. Grand Junction 4 Minimum bearing to bearing or three members; no external crossframes: with diaphragm at bearings between girders. Harris 4 Depends on radius: large radius, no frames; small radius, 500 in., use frames. High 4 Here again we check curvature of top and bottom flanges. Frames are put in assembly and reamed or drilled from solid. Boxes do not flex laterally. Assembly length preference is the same as stated in Question 1. Whether the box is curved or straight, we assemble them with the webs vertical. Industrial 4 Curved box girders or tub girders are always assembled as curved. They will be drilled with webs vertical, minimum two bearings supported against steel deflection. Lincoln 4 Do not fabricate boxes. Stupp 4 Again, three-girder minimum is the preferred method with no crossframes. But each curved structure should be looked at closely for special requirements or needs based on geometry or radical changes in elevation or skew. That alone should determine the extent to which other components, crossframes or bracing, is added to the assembly process. Tampa 4 Bearing to bearing with three-girder minimum, must have end-to-bearing diaphragms, possibly need crossframes. Trinity 4 Either three-girder minimum or bearing to bearing with external crossframes. Crossframes should verify that girders are curved the same. Universal 4 We prefer to assemble curved box girders similar to curved I-girders as identified in our answer for Question 3. We will set up lines parallel to each other and install crossframes to ensure fit. Vincennes 4 Minimum three girders with external crossframes for tub girders. Unnamed 4 Minimum three girders, no external crossframes. AFCO 5 I assume the question refers to making connections during erection. As far as I am concerned, the use of drift pins is essential in achieving intended final profile, horizontal orientation, and girder attitude (plumbness). Additionally, the sequence of erection greatly impacts the overall geometry. DeLong’s 5 I think it is important to drill a line assembly to ensure fit in the field. I do not think it is necessary to include crossframes on most structures. The fabricators can do this at their option to improve their confidence level on a bridge with complex geometry. APPENDIX B6—(Continued)

67 Organization Question Comment Fabricators—Questionnaire Responses Egger 5 This appears to be an engineering question. We are limited by the specifications for each bridge. Fought 5 Failure to properly pin connection with drift pins prior to bolting can have an effect on geometry. When several girders are assembled on the ground and then raised as one unit, proper camber blocking must be used and connections properly pinned with drift pins to achieve the correct geometry before lifting into place. Proper installation (progressive) of crossframes on curved girders. Grand Junction 5 Minimum full-sized pins installed before bolting should be 10% of each connection equally installed on either side of splice. Harris 5 A lot. Most erectors do not use enough pins. High 5 Geometry needs to be maintained during construction. Elevations can be adjusted with either falseworks or multiple cranes. Bolting solid should not be accomplished before elevations are verified. Industrial 5 On long spans, enough crossframes or diaphragms must be installed to properly stabilize the structure and enough pins/bolts installed, in the field splices, to keep proper alignment. Lincoln 5 Good field erection will have a large impact on the final product fit-up. Stupp 5 Field connection practices have very minor impact on simple straight bridge types. These connections are simple and straightforward. Where we have seen an impact is in curved structures, where improper alignment due to the skew or elevation change has required the field to force connections, which can result in misalignment. In truss type components we have seen field problems as a result of the lengthening and shortening of members. In this case, the field is forced to align members out of plumb until the bridge is swung. This can result in a connection appearing to be totally out of alignment. This can be a major problem for those not aware of this condition prior to start of erection. Tampa 5 If erector is bolting up on the ground, he must block to no-load position. Trinity 5 Both bolted or welded field connections used with acceptable results. Bolted crossframes and diaphragms are difficult on skewed bridges. Universal 5 When we assemble girders using the minimum three-girder assembly method, we match drill one end of the girder during assembly. We use pins to center the plates to the holes. If the field pins the connections as standard field practices require, we have no field fit-up problems. Vincennes 5 Must torque bolts after all connections are made. AFCO 6 1. The engineer must adequately address constructability issues in the design (e.g., differential deflection). 2. Fabricator’s understanding of geometric features and how they impact erection. 3. Having an erection procedure that addresses issues that lead to the desired characteristics. DeLong’s 6 Bearings must be properly located in the field, including longitudinal and transverse dimensions, and elevations. Splice plates must be match-marked and properly oriented. Egger 6 Accuracy of straightness (or sweep) and camber. Also, accurately drilled holes and clear match-marks at the spliced connections. Fought 6 Simplicity of design—experienced erectors. APPENDIX B6—(Continued)

68 Organization Question Comment Fabricators—Questionnaire Responses Grand Junction 6 Pins (full size); proper bearing seat and anchor bolt placement; correct falsework (if used) placement; enforce submittal and approval of an erection plan! Harris 6 Common sense. You must consider what type of shop assembly to use, which is based on how complicated the structure is; i.e., straight, curved, radius, skew, connections, and camber. High 6 Geometry control is a must. Industrial 6 a. Substructure bearing seats adjusted for construction variations. b. Splice plates properly pinned. c. Enough stabilizing members in place. d. Main member webs kept as vertical as possible. Lincoln 6 Good erection crews. Stupp 6 One (if not the most important) issue is a properly detailed project. The detailing and the transfer of information through the shop and erection drawings is key. The next key issue for fabrication is the day-to-day control in the shop to ensure that the as-detailed bridge becomes a reality. Also staying within the tolerance ranges for camber and straightness as provided by AWS, AASHTO, and specific state specifications. Lastly, and very important, is the communication of as-built condition or any variation from the details to the erector. Tampa 6 Field survey/concrete/bearing placement by others must be correct. Trinity 6 Alignment of connections before final tightening of bolts. Universal 6 We have found that if the erector does not properly pin the field connections with the proper amount of pins, the tolerance errors start to multiply throughout the remainder of the bridge, disallowing the proper camber and proper alignment of the webs (vertically). Vincennes 6 All pieces must be clearly match-marked. Keep all camber and sweep within tolerance. Unnamed 6 Keeping ends of girders aligned and webs vertical. AFCO 7 Yes. Dennis Noernberg (501) 340-6314 erectors are of the opinion that if a bolt will go in the hole I do not need pins. This is totally and grossly inaccurate. Pins in web splices The majority of the problems related to misalignment and poor final steel profiles are a result of the lack of use of drift pins. Many ensure correct profiles and pins in flange splices make a straight bridge straight and not dog-legged. Furthermore, pins in crossframe connections on curved bridges will ensure that torsional rotation of erected-only steel is properly resisted; otherwise, “roll-over” can occur and cause numerous other problems. DeLong’s 7 Yes, we occasionally have problems in jobs built in more than one stage. When the Stage 1 deck has been poured, and the erector is trying to install the crossframes that connect a Stage 1 girder to a Stage 2 girder, he will pull the Stage 2 girder out of plumb trying to make the crossframe fit. We suggest waiting until after the Stage 2 deck is poured before installing the crossframes that attach Stage 1 to Stage 2. Egger 7 No Fought 7 Improper pier elevations during erection—insufficient crossframe installation during curved girder erection. Insufficient shoring on tightly curved bridges during concrete pour. Improper pinning of splice joints during erection. APPENDIX B6—(Continued)

69 Organization Question Comment Fabricators—Questionnaire Responses Grand Junction 7 Yes, have had problems on curved girder jobs where falsework could not be installed. Some of the girders had to be released from the crossframes and lifted with a crane and reconnected. Also had problems with curved box girders where the internal lateral bracing members were too light and had to be replaced. Harris 7 Yes High 7 Most issues were related to incorrect information on designs, fabrication tolerances exceeded, or erectors not controlling geometry. Let me briefly explain with examples. Rehab job designs sometimes do not reflect the as-built condition. The outcome is self-explanatory. We erected several jobs for other fabricators that mislocated the point of curvature on a girder (details correct). This obviously threw the girder spacing off and created crossframe connection fit-up problems. Several times we supplied steel to contractors where their erector misaligned boxes and had trouble making splices. One example of this is where the job was staged. It involved box cross girders. The first phase was to place a short box and erect the longitudinal girders to it. It involved two lines of girders. The next phase was to erect the longer pier box and tie multiple lines (8) of longitudinal girders to it. The call from the field was that the splice in the boxes could not be made. High 7A As the fabricator, we saw an opportunity to build the box as one complete member and affix the splice plates to it and drill from solid after which the boxes were parted. It was foolproof. When we got to the field the contractor’s erector misaligned the two boxes and the elevation on the pier was off. Geometry control, geometry control, geometry control—I cannot say it enough times. Another time the contractor’s erector decided not to use the erection procedure supplied by the owner. He eliminated falsework. Unfortunately, each pier had cross boxes and since it was a continuous structure, tie plates were used across the box tops to tie in longitudinal girders on either side. As the fabricator, we had all members in full no-load assembly. The call from the field was that they could only see half a hole in the splice plates over the box. We had the solution and the contractor had his erector temporarily report to us on site. I was personally on site with one of our fabrication supervisors. High 7B Since the longitudinal girders tied into the web of the boxes, everything needed to be exact. The first thing we checked with a surveyor was the face-to-face dimension at the bearing locations on the boxes within the span they were working. The one side measured 5/32 in. different than the other. Bolt holes are oversized by 2/32 in. The box was moved 3/32 in. The next move was to pick the girders spanning the face to face of boxes within the span with multiple cranes and spreader beams to get the girders in a no-load configuration. The erector did this. Not all girders were placed in this span before we erected girders in the adjacent span. All holes were made with 7/8 in. bolts without a problem. Eliminating falseworks without a procedure to maintain geometry does not work. Geometry control, geometry control, geometry control—I cannot say it enough times. APPENDIX B6—(Continued)

70 Organization Question Comment Fabricators—Questionnaire Responses Industrial 7 Yes. On curved structures, which are subject to a steep grade and a tight curve, the problem of web verticality can become a heated issue. The top flange will resist coming to plumb. The contract design drawings will clearly define the amount of sweep and camber, but will ignore this problem of twisting or torque that the web is subject to. This problem is magnified when there is a restricted erection area. The state must recognize that not every point of the web plate will be absolute plumb after erection and steel-load deflection. The designer must be able to recognize this potential problem and perhaps design using tub girders in lieu of a single girder. Lincoln 7 No Stupp 7 The only problems recently have occurred on a couple of bridge-widening projects. In both cases there was no allowance made for the offset in elevation between the existing and new. I believe that in both cases there were assumptions made with regard to the dead-load deflection of the steel and decking to achieve proper alignment with the current deck elevation. In one case, the offset was minimal and the deck had been removed from the existing. The slight offset was made up in the deck pour. In the second case there was no deck removal and thus the new steel was significantly higher than expected after erection. This made it impossible to tie the structures together permanently until the deck was poured. Both cases resulted in acceptable bridge projects, although the second case took considerably more time and effort. Planning for these conditions on widening projects is extremely important. Tampa 7 Yes. Had more than one project that deflected more than was anticipated by designers (tub girders). One of the problems is that fabricator has records for no-load camber position, but field has no check in the erected position so problem may not manifest itself until forms are in place. Then it is too late. Trinity 7 No comment. Universal 7 No Vincennes 7 No Unnamed 7 No AFCO 8 No DeLong’s 8 No Egger 8 Grand Junction 8 No High 8 FHWA’s Turner–Fairbank Highway Research Center has full-scale research currently underway on curved I-girders. How they function and react could be tied into boxes. Understanding how curved and skewed bridges function and react is being addressed by the Associated Pennsylvania Constructors Subcommittee, Penn State University, and University of Pittsburgh for PennDOT. Industrial 8 No Lincoln 8 Yes. State of Kansas (John Jones). APPENDIX B6—(Continued) There is some experimentation being conducted that calls for drilling splice connection holes in girders by means of a computer-aided manufacturing (CAM) setup. This eliminates the need to position continuous girders for reaming.

71 Organization Question Comment Fabricators—Questionnaire Responses Stupp 8 There is an effort by the AASHTO/NSBA Collaboration Task Group on Erection in considering standards covering some of these areas in which our company is participating. Also, there are task groups within the organization reviewing and updating standards for shop fabrication and quality control. Tampa 8 No, except differential deflection discussions at NSBA. Trinity 8 No comment. Universal 8 No Vincennes 8 No Unnamed 8 HDR has or is doing a study, I think. AFCO 9 Research should be done by AASHTO so as to enable engineers to properly address problems of differential deflection at the design stage and not ignore the problem. Even an experienced erector can experience makeup problems and end up with a structure that is not consistent with the intent of the designers unless this sort of problem is dealt with early in the process. DeLong’s 9 No Grand Junction 9 None High 9 We need to consolidate current efforts and control the outcome with a better understanding. Pockets of activity usually do not lead to accepted standards. Industrial 9 Research the use of low-price stainless steel in bridge construction. Lincoln 9 Blank Stupp 9 We have no research recommendations at the moment. Trinity 9 No comment. Universal 9 No DeLong’s 10 The alignment, deflection, and final position issues are discussed regularly at the NSBA/AASHTO collaboration meetings. Even with all of the educated, intelligent people participating in these discussions, we still have not reached a consensus. I believe these issues need to be looked at on a case-by-case basis. There is not a single, correct answer that will work for every structure. Grand Junction 10 For complicated structures (other than straight and square), contractors and designers should require results (records) of QC/QA final shop-assembly results. This ensures that the fabricator has assembled to match shop-assembly drawing requirements (within specified or agreed upon tolerances). Harris 10 Erectors tend to avoid using enough falsework or pins in connections. They think a bridge will hold its geometry and camber if they put a bolt in the hole. APPENDIX B6—(Continued)

72 Organization Question Comment Fabricators—Questionnaire Responses High 10 Contractors, fabricators, erectors, designers, and owners need to be on the same page. Standards need to be established relative to determining if a girder does or does not need to be out of plumb at the time they are erected. This is based on girder stiffness and allowable stresses in girders and diaphragms. Crossframes will be detailed according to this determination. This is another standard to consider—detailing frames. Tolerances at time of erection and after decking need to be established also. We just cannot use the word “plumb,” although it is the theoretical target. Industrial 10 The steel manufacturing industry and the steel fabrication/construction industry must start working together, like we have in the past. Lincoln 10 Blank Stupp 10 What we have seen over the years is a better environment for communication between designers, engineers, fabricators, and erectors. We all must continue in this effort to share ideas and experiences. We applaud this and other efforts within our industry to provide growth and understanding. Trinity 10 Have used two-girder assemblies with customer approval and had acceptable results. Vincennes 10 Oversized holes in crossframes. For box girders used as pier caps, keep the connection from the girder to the pier cap girder simple. We have seen these connections to be very difficult to ream while in assembly. APPENDIX B6—(Continued)

73 Erector Question Comment High 1 We answered “No.” However, we have bid jobs where the owner provided a suggested erection scheme. We have seen this in both Pennsylvania and New Hampshire recently. The erectors that were awarded these jobs did alter the provided schemes shown on the plans to erect the job. Neal 1 the sequence of some steps of the erection procedure. For example, one part of the erection must be done before another part is started to I cannot recall working on any bridges where the owner provided an erection procedure. The contract documents often provide criteria that govern accommodate traffic during erection. These requirements have had little effect on the quality of the erected structure. Peterson 1 No Rollins 1 No High 2 project recently where the owner’s designer stated on the bid package that the structure, after a pair of girders is erected and certain crossframes are We believe it has a positive effect because the designer needs to think through the scheme and associated forces to erect the project. We did see a bolted, can withstand a certain wind velocity and be stable. I am stating this because we, as the erector, had to prove the stability. Having found the calculated. statement to be true, we question the need for the verification. It seems like a waste of time and money for the owner to want things to be double Neal 2 the sequence of some steps of the erection procedure. For example, one part of the erection must be done before another part is started to I cannot recall working on any bridges where the owner provides an erection procedure. The contract documents often provide criteria that govern accommodate traffic during erection. These requirements have had little effect on the quality of the erected structure. High 3 geometry, especially in a multiple, continuous scenario. times. Span lengths control the need for either a falsework or multiple crane approach. Long spans usually require multiple falseworks to control to see if anything prohibits us from setting a falsework or positioning a crane. Holding cranes and rigging can function similar to falseworks many The first thing we look at is do we need to support girders based on type of bridge, number of spans, and span length. The second item we check is Neal 3 individual girder pieces. Examples of each are as follows: The location of falsework and sequence of erection are generally governed by (1) the overall site limitations and (2) the size and strength of the 1A. The clear channel requirements imposed by the Coast Guard may limit the placement of falsework. 1B. The location of streets and highways and railroads passing under the bridge will limit the location of falsework. 1C. The height of the bridge above the terrain will often limit the amount of falsework that can be economically used. 2A. The spacing of the falsework is a function of the strength of the girders and their ability to cantilever from one falsework to the next. 2B. It is often desirable to start erection with a “haunch” girder balanced on a pier using a bracket attached to the pier and then land on a falsework with the next girder. 2C. For curved girders, additional falsework is often required to prevent the girder from rolling. The falsework is usually set to the cambered geometry with vertical adjustments provided by jacking devices. Deflections are calculated and the jacking range allows for landing on the adjacent pier or abutment. Erectors—Questionnaire Responses APPENDIX B7

74 Erector Question Comment Erectors—Questionnaire Responses Peterson 3 Locate falsework near splices and under stiffeners (add stiffeners as necessary if none are available), provide jacking capabilities in falsework, and adjust as necessary to maintain proper elevations at the splices until all permanent connections are completed. Rollins 3 Engineering High 4 Yes. We have experienced problems with deflection, web vertically, and elevation—not alignment. We have had issues with certain highly skewed and a combination of curved/skewed bridges. A combination of high skew angle and a small curvature radius will be the most difficult. Owners detail the crossframes for final position. This means that the girder webs need to be forced out of plumb at the time of erection. The girder’s rigidity want the girders plumb after the deck is poured and cured. One issue is plumb has no tolerance associated with it. For bridges with a high skew we are vertical under the steel dead load at the time of erection. We determine which way to proceed based on a calculation. No matter what the or flex contributes to how easily this can be accomplished. For bridges with less skew or “right” bridges we detail the crossframes so that the webs outcome, if the webs are leaning 1/16 in. from top to bottom after the deck is poured, the webs are not plumb. High 4A not overstressed. We suggest 1/8 in. per foot of girder depth. A tolerance needs to be defined, and the designer should verify that the tolerance is acceptable and frames, diaphragms, connections, and girders are Neal 4 making the initial connections. Slotted connections do not seem to be the answer to this problem due to the loss of control of geometry. This leads to the curved girders being erected out of plumb in order to connect the crossframes. The use of undersized bolts will sometimes help in cambered geometry and the crossframes are detailed to final geometry, there will always be some distortion until all dead loads are finally applied. There are generally few problems with alignment of straight girders during or after erection. With curved girders, where the girders are detailed to Peterson 4 No Rollins 4 No High 5 when welding bearing stiffeners or other connection stiffeners, creates a flatness problem when smaller flanges are used. Yes. The answer again is dependent on span length. Our fabrication group does not want to see a flange size less than 12 x 3/4. “Flange cupping,” Neal 5 It is desirable that the flanges be sized so that each individual girder piece can laterally support itself when erected in a simple span or cantilever condition depending on the erection sequence. With long spans and small flanges, temporary lateral support trusses made of angles and wire rope are often required until adjacent girders are erected and permanent crossframes and lateral bracing are connected. Peterson 5 No Rollins 5 No APPENDIX B7—(Continued)

75 Erector Question Comment Erectors—Questionnaire Responses High 6 can be used. However, a 15-ton beam clamp can only grip the flange edge, if the flange is 12 in. wide. A 25-ton beam clamp requires a minimum highway. First let me make a statement for the erectors if using beam clamps to erect the bridge. Lighter girder sections imply smaller beam clamps Yes. Not only handling and erection concerns, but transportation concerns also come into play. Girder stability is essential when driving down the flange size 15 x 1 to function. Therefore, we need to rig girders differently if flange sizes are in the 12 in. category to put them in place, and we do. costs. If the fabrication group can tolerate flange sizes 12 x 3/4 and design allows it, we need to verify if special handling is required during transit will supply different answers. LRFD design specifications take material designs to their theoretical strength limit states, thus saving on material Optimizing girder flanges requires a look at fabrication, transportation, and erection as a total picture. If asked independently, these three groups High 6A Experience shows a value of 60 or less has stability during transport and erection. A value of 60 to 80 may be OK, but needs further stress calculations to verify, and values of more than 80 require temporary support (falsework or holding cranes) to offer stability. Neal 6 It is desirable that the flanges be sized so that each individual girder piece can laterally support itself when erected in a simple span or cantilever condition depending on the erection sequence. With long spans and small flanges, temporary lateral support trusses made of angles and wire rope are often required until adjacent girders are erected and permanent crossframes and lateral bracing are connected. Peterson 6 The length-to-width ratio between braced points should not exceed 60 to ensure stability while handling and erecting the members. Rollins 6 Yes. Stability of single girders. High 7 sizes that do not suffice dead load of deck forces or sequence of pour. It is not a problem to make the bridge stable at any point, but the process is bracing is required for the bridge. The problem is that the bracing required for dead load and wind forces during erection may determine bracing Yes. We encounter an issue when bidding certain states. The designs simply state that the general contractor is required to determine if lateral confusing during and after bid time. This is a real “stability issue.” Bob Cisneros (717) 293-4086, Senior Project Engineer, serves on the APC Subcommittee on the Stability of Structural Steel and would be our contact for discussion. Neal 7 ground assemble two adjacent girders with the lateral bracing and crossframes and erect them as a unit so that temporary bracing is not required. Each girder needs to be analyzed to determine the pick point(s) and whether temporary lateral support bracing is necessary. It is often possible to Peterson 7 No Rollins 7 Yes. Stability of girders in handling and erection. APPENDIX B7—(Continued) and erection. This means that special consideration should be given to how girders are picked and wheel spacings on how they get transported. Optimized materials in fabrication can be verified by designers if designers consider the unbraced length of the compression flanges, the width, and girder length. A good indicator (rule of thumb) is girder length (inches) divided by compression flange width (inches).

76 Erector Question Comment Erectors—Questionnaire Responses High 8 Yes. If you are erecting two halves of a bridge with one half complete and open to traffic and later are required to connect the other half to it with diaphragms or crossframes, connect the one side with full-sized holes and field drill the other after the deck is in place. If you are rehabbing a job with deck removed from one half and live traffic on the other, leave the connections of the two halves in place. Peterson 8 No Rollins 8 No High 9 Girders need to be plumb when picking or after erected. Multiple cranes or shoring is an answer. We simply calculate the sum of moments in the transverse direction along the member length when we pick them to ensure they are level. Neal 9 be calculated so that the girder is picked straight without roll. Picking at two points usually eliminates any lateral stability problems as long as a Curved girders can be picked with a single crane using a correctly sized spreader beam or by using two cranes. The location of the pick points can line between the pick points runs through the center of gravity of the girder. Peterson 9 My experience with curved girders is limited. Rollins 9 Engineering High 10 Owners vary in their concept as to when to tighten bolts. Erecting a structure and having to go over it again to tighten certain members adds to load conditions. The key is to survey the elevations during erection before tightening anything. cost. Girder stiffness and crossframe design come into play. We believe that long-span, straight bridges can have their splices tightened under no- Neal 10 splice is properly aligned before final bolting. Most states require a minimum of 50% of the splice holes filled with pins and bolts at erection. The use of oversized drift pins ensures that the Peterson 10 None, so long as the final connections are correct. Rollins 10 Engineering High 11 Yes. Currently the Associated Pennsylvania Constructors Subcommittee on Stability of Structural Steel is addressing different related concepts. Penn State University and the University of Pittsburgh have also taken field data related to these subjects. Also, the FHWA Turner–Fairbanks Highway Research Center has a full-scale research project currently investigating curved girder functions. Neal 11 Much research has already been done on curved girders. More needs to be done. As mentioned above, when the girders are detailed and fabricated to their cambered shapes and the crossframes and lateral bracing are detailed and fabricated to their geometric shapes, they will not fit when erected. Only after all dead load is applied will the bridge be properly aligned and plumb, which after all is the goal we all strive for. Peterson 11 No Rollins 11 No High 12 We need to consolidate current efforts and control the outcome with a better understanding. Pockets of activity usually do not lead to standardization. APPENDIX B7—(Continued)

77 Erector Question Comment Erectors—Questionnaire Responses Neal 12 to ensure the correct fit of the individual girders in the field. The key important issues associated with achieving a properly erected structure are accurate detailing and fabrication with adequate shop assembly Peterson 12 No Rollins 12 No High 13 Geometric control. We like concentric, not oversized holes on all members to ensure alignment, spacing, and cross-slope geometry. Secondary members such as lateral bracing are an exception to this rule. Peterson 13 Accurate shop fabrication, accurate location and elevation of supports, maintaining proper elevations at splices, and complete installation of connections before releasing falsework. High 14 Contractors, fabricators, transporters, erectors, designers, and owners need to be on the same page. Peterson 14 longer than the other because of shading of one by the other. Take into consideration the position of the sun and temperature of the steel when checking the alignment of a structure. One line of girders may be APPENDIX B7—(Continued)

78 Fabricator StateCity Respondent Phone Number AFCO Steel Little Rock AR Dennis Noernberg 501-340-6314 DeLongs’s Inc. Jefferson City MO Gary Wisch 573-635-6121 Egger Steel Company Sioux Falls SD Fred Lebichuk 605-357-2249 Fought & Company, Inc. Tigard OR Terry Weir 503-639-3141 Grand Junction Steel Grand Junction CO Jeff Bishop 970-242-4015 Harris Structural Steel Co. Piscataway NJ Richard McCallum 732-752-6070 High Steel Structures, Inc. Lancaster PA Robert Kase 717-390-4240 Industrial Steel Construction Hodgkins IL Robert Emerson 708-482-7500 Lincoln Steel Co. Lincoln NE Calvin Schrage 402-474-3030 Stupp Bridge Company St. Louis MO Dennis Nash 314-638-5000 Tampa Steel Erecting Company Tampa FL Cathy Klobuchar 813-677-7184 Trinity Industries, Inc. Houston TX Thomas Guzek 713-861-8181 Universal Structural, Inc. Vancouver WA Dave Williams 360-695-1261 Vincennes Steel Corp. Vincennes IN Kevin Day 812-882-4550 Unnamed Erector/Contractor City State Respondent Phone Number High Steel Structurers, Inc. Lancaster PA Robert Kase 717-390-4240 JS Rollins, Inc. Barlow KY Jay Rollins 270-334-3725 James Neal Trophy Club TX James Neal 817-430-3197 Peterson Beckner Industries McKinney TX Gilbert Bailey 972-562-6294 Fabricators—Respondents Erectors and Contractors—Respondents APPENDIX B8

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TRB’s National Cooperative Highway Research Program (NCHRP) Synthesis 345: Steel Bridge Erection Practices examines steel bridge erection practices for I-girder, tub-girder, and box-girder bridges; particularly curved, skewed, and staged structures. The report focuses on the impact of design and analysis practices on erection; methods used to predict erection deflections as a function of bridge type and complexity; shop-assembly practices and alternate methods of ensuring properly assembled geometry; stability issues; field connection practices; examples of structures in which erection practices have caused problems; owner requirements for erection procedures, implementation of requirements, and the impact of procedures on the quality of erection; and current and proposed research.

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