Innovative Bridge Designs for Rapid Renewal Toolkit (2012)

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72 STANDARD CONCEPTS AND DETAILS FOR ABC INTRODUCTION Standard concepts have been developed for the most useful ABC technologies that can be deployed on a large scale in bridge replacement applications. The technologies incorporated into the standard concepts have been successfully used in constructed projects drawn from around the United States. The fact that several diverse structural systems have been assembled and incorporated into these standards reinforces the concept that innovation does not necessarily mean creating something completely new, but rather facilitating incremental improvements in a number of specifi c bridge details to fully leverage previously successful work. To get maximum advantage from the on-site construction speed possible with prefabricated bridge installations, consideration should be given to using complete prefabricated bridge systems, including foundations and substructures. In many cases, foundation and substructure construction is the most costly and time-consuming part of constructing a bridge. This document provides standard concepts for complete prefabricated bridge systems, including superstructure and substructure systems and foundation strategies for shallow and deep foundation systems in the context of ABC projects as outlined in Chapter 1. Modular deck segments for concrete and steel bridge superstructures up to 130-ft spans that can be transported and erected in one piece provide the ideal building blocks for accelerated bridge construction. By standardizing the designs for these typical span ranges for routine or workhorse bridges, their avail- ability through local or regional fabricators will be greatly increased. This will reduce lead time and cost. Erection methods for large-scale prefabricated systems may not be well under- stood by those new to ABC. To assist the owners and engineers with their implementa- tion of ABC, a goal was to develop a set of standard conceptual details demonstrating

8INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT the possibilities and limits of ABC erection technologies. Where possible, crane-based erection would be the most cost effective. Guidelines are also provided for conven- tional erection of ABC systems using cranes. The erection concepts presented in the drawings are intended to assist the owner, the designer, and the contractor in selecting suitable erection equipment for the handling and assembly of prefabricated modular systems reflected in the ABC design standards. Another task entailed the identification of any shortcomings in the current LRFD Bridge Design Specifications that may be limiting their use for ABC designs and con- struction and making recommendations for addressing these limitations. The primary deliverable was to develop recommended specification language for ABC systems, suit- able for future inclusion in the AASHTO LRFD Bridge Design Specifications. These recommendations have been included in the Toolkit for use in conjunction with the plans and sample design calculations. DESIGN CONSIDERATIONS FOR ABC STANDARD CONCEPTS FOR MODULAR SYSTEMS Although most agencies are aware of ABC, very few practice it on a large scale. Ad- vancing the state of the art to overcome obstacles to ABC implementation and achieve more widespread use of ABC is a goal of this research. The development of the Toolkit was aimed at making the use of ABC commonplace. Findings from the outreach efforts of owner and contractor concerns and impedi- ments to ABC implementation served as a starting point for the R04 team to explore ABC solutions, specifically design and construction concepts that could be further developed and refined for implementation and incorporated into the standard concepts: • The largest impediment to increased use of ABC appears to be the higher initial costs. Reducing cost was a priority for most owners, as well as an overarching objective for this project. • Owners have concerns about long-term durability of joints and connections in precast elements. • ABC is perceived as raising the level of risk associated with a project. It is also perceived by some contractors as being too complex. Proven superstructure and substructure systems that reduce overall risks would be quite attractive to owners and contractors. • Lack of familiarity with ABC methods is a concern, particularly for designers. States are looking for design standards and other aids that could help them to design and implement ABC. The Toolkit is geared to fill this need. • There is a need for ABC design criteria for structures and components to be moved, for acceptable deformation limits during movement, and for better specifications. • ABC designs should be adaptable to a number of placement options to be cost competitive. The majority of the contractors are not receptive to owners requiring a specific method of construction to be used in ABC contracts.

9INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT • Lack of access for equipment or the need for large staging areas unavailable in urban locations is a hindrance to large-scale prefabrication. The use of precast elements for substructure has been impeded by the weight of components and hauling. The use of smaller elements for superstructure and substructure that can be assembled on-site could overcome access issues. • Standardizing components is good but also offers challenges in getting the indus- try and states to come together in a regional approach to ABC. Developing ABC standards that could be adopted regionally by states and prefabricators will be one goal. • Contractors would be more willing to make equipment purchases if ABC became more standardized or industrialized and was based around certain methods of erection to speed the assembly. This increases the prospects for repetitive use of the same equipment. The availability of ABC standards will promote the use of rapid renewal technolo- gies, increase efficiency, and reduce costs over time. Sufficient repetition is needed to make precast components more economical and their construction more efficient and faster. To this end, standardized ABC designs applied over several projects provide a way to build this capability and improve overall efficiency within the local contractors and prefabricators. Design considerations for the ABC standard concepts for modular systems devel- oped in this project are as follows: • ABC designs for routine bridges that can be used for most sites with minimal bridge-specific adjustments. • Standardized designs for modular systems, which cover span ranges from 40 to 130 ft, that can be transported and erected in one piece. • Substructure modules that have dimensions and weights suitable for highway transportation and erection using conventional equipment. • Substructure modules that can accommodate deep or shallow foundations based on site requirements. • ABC designs and specifications that allow the contractor to self-perform the pre- fabrication of nonprestressed components. • Prefabricated modules designed to be quickly assembled in the field with full moment connections. Joint details that allow rapid assembly in the field. • Modules that can be used in simple spans and in continuous spans (simple for dead load and continuous for live load). Details to eliminate deck joints at piers and abutments. • Ability to accommodate moderate skews. For rapid renewal, it would be more beneficial to eliminate skews altogether by making the bridge spans slightly longer and square. The availability of ABC standards will promote the use of rapid renewal technologies, increase efficiency, and reduce costs over time.

10 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT • Use of high-performance materials: high-performance concrete or ultra-high- performance concrete (UHPC), high-performance steel, or A588 weathering steel. • Segments that can be installed without the need for cross frames or diaphragms between adjacent segments. Improves the speed of construction and reduces costs. Use of diaphragms is optional based on owner preference. • Control of camber for longer spans, which is important for modular superstructures. Control fabrication of concrete sections, time to erection, and curing procedures so that camber differences between adjacent deck sections are minimized. • An integral wearing surface used in lieu of a field-applied overlay to expedite field construction. • Prefabricated approach slabs to expedite the approach work. Explore methods such as flooded backfill to reduce time for backfilling operations. Prefabricated components can provide a cost-effective solution for any alignment. However, straight alignments without skew allow multiple identical components, which tend to be the most economical. Preference should be given, if possible, to straightening the roadway alignment along the bridge length and eliminating skew for lower initial and life-cycle costs. Prefabricated elements can be used with or without overlays. Moving toward elements with overlays will allow larger vertical tolerances without the need for grinding. Posttensioning is an acceptable alternative that is well established for ABC that the designers can find information on from other sources. This Toolkit focuses on more innovative materials such as UHPC and advances their use for ABC connections. Use of high-performance lightweight concrete is a viable option to reduce the weight of prefabricated elements and systems. In addition to flooded backfill to reduce backfill- ing operations, expanded polystyrene (EPS) geofoam can be used for rapid embank- ment placement. Refer to the FHWA ABC website for information on EPS geofoam. DESIGN CONSIDERATIONS FOR ABC CONNECTIONS The ease and speed of construction of a prefabricated bridge system in the field is paramount to its acceptance as a viable system for rapid renewal. In this regard, the speed with which the connections between modules can be completed has a significant influence on the overall ABC construction period. Additionally, connections between the modular segments can affect the live load distribution characteristics, the seismic performance of the superstructure system, and also the superstructure redundancy. The designers need to develop a structure type and prefabrication approach that can be executed within the time constraints of the project site and also achieve the desired structural performance. Connections play a critical role in this approach. Connections of the modular units are important elements for accelerated bridge construction, be- cause they determine how easily the elements can be assembled and connected together to form the bridge system. Often the time to develop a structural connection is a func- tion of cure times for the closure pour.

11 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT The number of joints and the type of joint detail is crucial to both the speed of con- struction and the overall durability and long-term maintenance of the final structure. The use of cast-in-place closure joints should be kept to a minimum for accelerated construction methods due to placement, finishing, and curing time. Durability of the joint should be achieved through proper design, detailing, joint material selection, and construction procedures. Posttensioned joints use the induced compression to close shrinkage cracks at the joint interface, prevent cracking under live load, and enhance load transfer. The post- tensioned joints can be a female–female shear key arrangement in-filled with grout or match cast with epoxied joints if precise tolerances can be maintained. Posttensioning (PT) requires an additional step and complexity during on-site construction. Bridge owners could provide alternates for ABC connections including posttensioning with epoxy joints or closure pours that use rapid-set low-permeability concrete mixes based on performance specifications. Full moment connections between modular substructure components were uti- lized in this project to emulate cast-in-place construction. The closure pours were con- structed using self-consolidating concrete that can be completed quickly and results in the highest-quality durable connection. Self-consolidating concrete, also known as self- compacting concrete (SCC), is a highly flowable, nonsegregating concrete that spreads into place, fills formwork, and encapsulates even the most congested reinforcement, all without any mechanical vibration. SCC is also an ideal material to fill pile pockets in substructure components. It is defined as a concrete mix that can be placed purely by means of its own weight, with little or no vibration. SCC allows easier pumping, flows into complex shapes, transitions through inaccessible spots, and minimizes voids around embedded items to produce a high degree of homogeneity and uniformity. As a high-performance concrete, SCC delivers these attractive benefits while maintaining all of concrete’s customary mechanical and durability characteristics. Superstructure joints have perhaps been the most challenging aspect of ABC projects. Design considerations for connections between deck segments include the following: • Full moment connections that are practical to build quickly. • Durability at least equal to that of the precast deck. • Joint details suitable for heavy truck traffic sites. • Acceptable ride quality (similar to cast-in-place [CIP] decks). • No requirement for the use of overlays for durability. An integral wearing surface consisting of an extra thickness of monolithic concrete slab may be provided. ABC systems with and without overlay can be advanced as effective ABC solutions. Using overlays will allow larger tolerances in fabrication. ABC systems shown in this Toolkit are designed to work without overlay; but the owners may choose to provide an overlay such as latex-modified concrete, polymer concrete, or asphalt with membrane overlays consistent with their long-term preservation practices. This may be done after the ABC period.

12 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT • No requirement for posttensioning in the field. It should be noted that PT is a viable option for ABC. The ABC concepts developed for this Toolkit have used joints without PT. • Details that can accommodate slight differential camber between adjacent modules. • Rapid strength gain so that the bridge can be opened to traffic quickly. Investigations of superstructure joint types and material options have identified full moment connections using UHPC joints as the connection type for modular super- structure systems to satisfy the criteria for rapid constructability, structural behavior, and durability. The properties of UHPC make it possible to create small-width, full- depth, full moment closure pour connections between modular components. These connections may be significantly reduced in size as compared to conventional concrete construction practice and could include greatly simplified reinforcement designs. A lab testing program was carried out at Iowa State University in this project to further evaluate the performance of UHPC in ABC applications. The tests evaluated the con- structability of UHPC joints within an ABC approach and assessed the strength and serviceability of transverse UHPC joints under simulated live loads. The Iowa ABC demonstration project completed in 2011 under this project was the first in the United States to use UHPC to provide a full, moment-resisting transverse joint in the super- structure at the piers. By late 2010, field-cast UHPC longitudinal connections between prefabricated bridge components had been implemented in at least nine bridges in Canada and two in the United States. The disadvantages of using UHPC include fede- ral restrictions for sole source materials and the Buy America provision that will apply for the steel fibers. ABC STANDARD CONCEPTS AND DETAILS Bridge designs for “workhorse” bridges can be standardized to allow for repetition and prefabrication. The goal would not be to design each bridge individually, but to use repetitive design standards and adapt the site conditions (alignment, span length, width) to the standard. The use of modular systems is a proven method of accelerat- ing bridge construction. It should also be noted that, with regard to the design of new structures that facilitate rapid reconstruction, it is unrealistic to think that one or a few technologies will become dominant in the future. There will need to be an array of solutions for different site constraints, soil conditions, bridge characteristics, traf- fic volumes, etc. Contractors have also developed various proprietary systems and concepts to accelerate bridge construction, and ABC designs should be open to such innovations as well. The ABC solutions contained in the Toolkit should be enhanced with other technologies in the future as they evolve and become market ready for widespread implementation. The standard concepts are contained in Appendix A. The details presented in the plans are intended to serve as general guidance in the development of designs suitable for accelerated bridge construction. The details should not be perceived as standards that are ready to be inserted into contract plans. The use of modular systems is a proven method of accelerating bridge construction.

13 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT Overview of ABC Standard Concepts Typical designs for superstructure and substructure modules have been grouped into the following spans: • 40 ft ≤ span ≤ 70 ft; • 70 ft ≤ span ≤ 100 ft; and • 100 ft ≤ span ≤ 130 ft. The superstructure cross section and module widths have been shown for a typical two-lane bridge with shoulders as shown in Figure 2.1. Although the bridge cross sec- tion was chosen to represent a routine bridge structure (having the same width as the Iowa demonstration bridge), the design concepts, details, fabrication, and assembly are equally applicable to other bridge widths. The close stringer spacings were cho- sen to accommodate the module size and weight requirements for highway transport. Where shipping requirements for module widths are relaxed, or when the modules are fabricated adjacent to the site, wider girder spacings may be more economical. These designs can be applied to spans less than 40 ft as well. Standardized designs for superstructure systems cover spans to 130 ft, as these are spans that can be transported and erected in one piece at many sites. In the span range up to 130 ft, the precast designs utilize pretensioning without the need for on-site post- tensioning. Posttensioning can be used to extend the span length of a precast girder to 200 ft and beyond. Posttensioned spliced girders can be used to simplify girder ship- ping because the girder can be fabricated in two or three pieces and spliced together in the field. Many of the details included on the standards can be used for these longer span bridges with additional detailing. The girders are spliced with reinforced concrete closure pours at the site (off-line) and then erected. The posttensioning strand crosses these closure pours and provides the moment capacity at the splice. Useful references for posttensioned spliced girder design would be the Precast Bulb Tee Girder Manual published by Utah DOT (2010b) and PCI’s State-of-the-Art of Precast/Prestressed Concrete Spliced Girder Bridges (1992). Substructure construction takes up a significant portion of the total on-site con- struction time. Reducing the duration to complete substructure work is critical for all rapid renewal projects. With this goal in mind, ABC standards are provided for abut- ments, wingwalls, and complete precast piers that are commonly used in routine bridge replacements. These substructure systems could be support on deep foundations or Figure 2.1. Decked steel stringer system.

14 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT on spread footings, depending on soil conditions at the site. All substructure mod- ules have dimensions and weights suitable for highway transportation and erection using conventional equipment. It should be noted that the ABC standard concepts are intended for low to moderate seismic regions only. Organization of ABC Standard Concepts The systems presented in these ABC standard concepts consist of the following sheets that detail the ABC concepts noted: 1. Sheets G1 through G3: — General information sheets; 2. Sheets A1 through A12: — Semi-integral abutments, — Integral abutments, — Wingwalls, — Pile foundations and spread footings, and — Precast approach slabs; 3. Sheets P1 through P9: — Precast conventional pier, — Precast straddle bent, and — Drilled shaft and spread footing option; 4. Sheets S1 through S8: — Decked steel girder interior module, — Decked steel girder exterior module, and — Bearing and connection details; 5. Sheets C1 through C11: — Prestressed deck bulb-tee interior module, — Prestressed deck bulb-tee exterior module, — Prestressed double-tee module, and — Bearing and connection details. General Information Sheets Three sheets (Table 2.1) containing general information and instructions on the use of the ABC standard concepts have been included at the beginning of the set to guide users. The general information sheets contain specific instructions to designers so that all the key design and construction issues in ABC projects are adequately addressed during the final design and site-specific customization.

15 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT TABLE 2.1. GENERAL INFORMATION SHEETS Sheet No. Description G1 Standard Prefabricated Substructure I G2 Standard Prefabricated Substructure II G3 Standard Prefabricated Superstructure The general information sheets introduce the intent and scope of the standard concepts. They note that the intent of these ABC standard concepts is to provide infor- mation that applies to the design, detailing, fabrication, handling, and assembly of pre fabricated components used in accelerated bridge construction, designed in accor- dance with the AASHTO LRFD Bridge Design Specifications. The instructions note that the details presented should not be perceived as stan- dards that are ready to be inserted into contract plans. Their implementation should warrant a complete design by the EOR in accordance with the requirements for the project site and state DOT standards and specifications. The standards were developed to comply with the AASHTO LRFD Bridge Design Specifications, 5th ed., and will need to consider subsequent editions and interims. The designer should verify that all requirements of the latest AASHTO LRFD Bridge Design Specifications, including interim provisions, are satisfied and properly detailed in any documents intended or provided for construction. The systems presented in the superstructure design standards consist of prestressed concrete girders with integrally cast decks and a composite decked steel stringer module. Both systems include a full-depth deck as the flange that serves as the riding surface to eliminate the need for a cast-in-place deck. The prefabricated superstructure modules presented in the plans may be used with the prefabricated substructure sys- tems that are a part of these design standards, or they may be used with other new or existing substructures that have been adapted to conform to the bearing requirements for these superstructure modules. Substructures are the portions of the bridge located between the superstructure and the foundation (supporting soil, piles, or drilled shafts). Geotechnical design, pile design, and detailing are not considered substructures and are not covered in these design standards. Foundation design is driven by site soil conditions. The substructure details depicted can be adapted to fit other foundation types. The prefabricated sub- structure systems presented in the plans for precast abutments, wingwalls, and piers are intended to be used with the prefabricated superstructure systems that are a part of the design standards, but may be adapted to other superstructures as well. The reinforcing details and connection details shown are suitable for use in nonseismic or low-seismic areas—Seismic Zones 1 and 2. The general information sheets also provide guidance on key considerations spe- cific to ABC design and construction of prefabricated modular systems, including • Lifting and handling stresses; • Shop drawings and assembly plans;

16 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT • Fabrication tolerances; • Site casting requirements; • Geometry control; • Mechanical grouted splices; • Element sizes; and • General procedure for installation of modules. ABC Standard Concepts for Abutments Reducing the duration of the substructure work is critical for all rapid renewal projects. With this goal in mind, ABC standards are provided for abutments, wingwalls, and approach slabs that are commonly used in conventional bridge replacements. Details are based on a pile driving tolerance of ±3 in. The size of the corrugated metal pipe (CMP) void can be increased if difficult driving conditions are anticipated. Precast Abutments and Wingwalls Precast modular abutments are composed of separate components fabricated off-site, shipped, and then assembled in the field into a complete bridge abutment. Precast wingwalls are usually combined with the precast abutment barrel to form a complete system. Precast modular abutments have been constructed in several states. They con- sist of the following: • Integral abutments; and • Semi-integral abutments. Integral connection of the superstructure to the substructure will be a preferred type for ABC construction due to its fast assembly. Since not all states employ the use of integral abutments, or foundation issues may limit their use, standards have been created for both integral and nonintegral abutments. The individual precast com- ponents should be designed to be shipped over roadways and erected using typical construction equipment. To this point, the precast components are made as light as practicable. Voids can be used in the wall section to reduce shipping weights, allowing for larger elements to be used. Voids are also used to attach drilled shafts or piles to the cap for stub-type abutments. Once the components are erected into place, the voids and shear keys are filled with self-consolidating concrete. Wingwalls are also precast with a formed pocket to slide over wingwall piles or drilled shaft reinforcing. Once in place over the wingwall piles or drilled shaft, the wingwall pocket is filled with high early strength concrete or self-consolidating concrete with low-shrinkage properties for enhanced long-term durability. Integral and Semi-Integral Bridges for Rapid Renewal One of the most important aspects of design, which can affect the speed of erection, structure life, and lifetime maintenance costs, is the reduction or elimination of road- way expansion joints and associated expansion bearings. Continuity and elimination of joints, in addition to providing a more maintenance-free durable structure, can lead Reducing the duration of the substructure work is critical for all rapid renewal projects.

17 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT the way to more innovative and aesthetically pleasing solutions to bridge design. Pro- viding a joint-free and maintenance-free bridge should be an important goal of rapid renewals. Use of integral or semi-integral abutments allows the joints to be moved beyond the bridge. Integral abutment bridges have proved themselves to be less expen- sive to construct, easier to maintain, and more economical to own over their life span. Integral and semi-integral abutments have become the preferred type for most DOTs. When deck joints are not provided, the thermal movements induced in bridge superstructures by temperature changes, creep, and shrinkage must be accommodated by other means. Typically, provisions are made for movement at the ends of the bridge by one of two methods: integral or semi-integral abutments, along with a joint in the pavement or at the end of a reinforced concrete approach slab. The term “integral bridges” or “integral abutment bridges” is generally used to refer to continuous joint- less bridges with single and multiple spans and capped-pile stub-type abutments. The most desirable end conditions for an integral abutment are the stub or propped-pile cap type, which provides the greatest flexibility and, hence, offers the least resistance to cyclic thermal movements. Piles driven vertically and in only one row are highly recommended. In this manner, the greatest amount of flexibility is achieved to accom- modate cyclic thermal movements. A semi-integral abutment bridge is a variant of the integral abutment design. It is defined as a structure where only the backwall portion of the substructure is directly connected with the superstructure. The beams rest on bearings that rest on a stationary abutment stem. The superstructure and backwall move together into and away from the backfill during thermal expansion and contraction. There are no expansion joints within the bridge. Benefits of Using Jointless Construction for ABC ABC seeks to reduce on-site construction time and mitigate long traffic delays through innovative design and construction practices. Integral bridges and semi-integral bridges incorporate many innovative features that are well suited to rapid construc- tion. Only one row of vertical piles is used, meaning fewer piles. The backwall can be cast simultaneously with the superstructure. The normal delays and the costs associ- ated with bearings and joints installation, adjustment, and anchorages are eliminated. Some of the advantages of jointless construction for ABC projects may be summarized as follows: • Tolerance problems are reduced. The close tolerances required when utilizing expansion bearings and joints are eliminated with the use of integral abutments. • Rapid construction. With integral abutments, only one row of vertical (not battered) piles is used and fewer piles are needed. The entire end diaphragm or backwall can be cast simultaneously and with less forming. Integral abutment bridges are more quickly erected than jointed bridges. • Reduced removal of existing elements. Integral abutment bridges can be built around the existing foundations without requiring the complete removal of exist- ing substructures. Reduced removal of existing substructures will greatly reduce the overall construction durations of bridge replacements.

18 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT • No cofferdams. Integral abutments are generally built with capped-pile piers or drilled-shaft piers that do not require cofferdams. • Improved ride quality. Smooth jointless construction improves vehicular riding quality, diminishes vehicular impact loads, and reduces snowplow damage to decks. • Added redundancy and capacity for catastrophic events. Integral abutments pro- vide added redundancy and capacity for all types of catastrophic events. In design- ing for seismic events, considerable material reductions can be achieved through the use of integral abutments by negating the need for enlarged seat widths and restrainers. Furthermore, the use of integral abutments eliminates loss of girder support, the most common cause of damage to bridges in seismic events. Precast Approach Slabs for ABC Most bridge replacement projects require an approach slab at each end to prevent live load–induced compaction of the backfill, which eventually leads to a bump at the backwalls. Use of cast-in-place construction for the approach slabs could take up a significant portion of the total on-site construction time. Placing, finishing, and curing ground-supported slabs are slow operations, which under optimal conditions could take several days of on-site construction, even with rapid-set concrete mixes. It is therefore imperative that much of this construction be moved off-site so that the ap- proach slabs are off the critical path for the ABC period. The ABC standard concepts (Table 2.2) show details for prefabricated approach slabs in easy-to-transport panels (size and weight) that are then connected in the field with a UHPC joint to form full moment connections. A precast sleeper slab is used as end support for the approach slabs and also a location for the expansion joint. By this approach the schedule that would have taken several days at best to complete using conventional methods is com- pressed into a single day—for the field assembly of the precast slabs and sleeper slabs and the casting of the UHPC joints. Posttensioning with epoxy joints or rapid-set con- crete mixes may be used as alternatives for UHPC connections if the owners choose. TABLE 2.2. ABC STANDARDS SHEETS FOR PRECAST ABUTMENTS AND APPROACH SLABS Sheet No. Description A1 General Notes and Index of Drawings A2 Semi-Integral Abutment Plan and Elevation A3 Abutment Reinforcement Details A4 Wingwall Reinforcement Details 1 A5 Wingwall Reinforcement Details 2 A6 Semi-Integral Abutment Section A7 Integral Plan and Elevation A8 Integral Abutment Section A9 Approach Slab 1 A10 Approach Slab 2 A11 Semi-Integral Abutment Spread Footing Option Plan and Elevation A12 Spread Footing Option Selection

19 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT ABC Standard Concepts for Piers Precast Complete Piers Precast complete piers are also composed of separate components fabricated off-site or off-line, shipped and assembled in the field into a complete bridge pier. Piers with single- and multiple-column configurations are common. Foundations can be drilled shafts, which can be extended to form the pier columns. Driven piles may be used with precast pile caps, or precast spread footings may suffice where soil conditions permit. Pier columns are attached to the foundation by grouted splice sleeve connec- tors. Precast columns are usually square or octagonal, the tops of which are connected by grouted splice sleeves to the precast cap. Pier bents can have a single column or multiple columns. The precast cap is typically rectangular in shape. Table 2.3 lists standards sheets for precast piers. Some states, specifically those in high seismic regions, employ the use of integral pier caps. However, the standards were developed only for nonintegral piers in this project, which is the most common and most suited for rapid construction. In many cases, the integral pier cap connections are constructed with cast-in-place concrete; however, the connection can also be made using precast concrete. This connection reinforcement detail is often quite congested. There are also tight controls over toler- ances and grades. For these reasons, the most common form of connection is a cast-in- place concrete closure pour. In a nonintegral pier cap the superstructure and deck will be continuous and jointless over the piers. Also, nonintegral piers would be easier to reuse under a superstructure replacement. Like the precast modular abutment, the components of the precast complete pier have been designed to be shipped over roadways and erected using typical construc- tion equipment. To this point, the precast components are made as light as practicable. Precast spread footings, where feasible, can be partial precast or complete precast components. A grout-filled void beneath the footing is used to transfer the load to the soil, avoiding unexpected localized point loads. Column heights and cap lengths are limited by transportation regulations and erection equipment. Alternatively, the cap- length limitation can be avoided by utilizing multiple short caps combined to function as a single pier cap. Precast bearing seats can also be utilized. TABLE 2.3. ABC STANDARDS SHEETS FOR PRECAST PIERS Sheet No. Description P1 General Notes P2 Precast Pier Elevation and Details (Conventional Pier) P3 Precast Pier Cap Details (Conventional Pier) P4 Precast Column Details (Conventional Pier) P5 Precast Pier Elevation and Details (Straddle Bent) P6 Precast Pier Cap Details (Straddle Bent) P7 Precast Column Details (Straddle Bent) P8 Foundation Details (Drilled Shaft) P9 Foundation Details (Precast Footing)

20 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT ABC Standard Concepts for Steel Girder Superstructures Modular Superstructure Systems Modular superstructure systems composed of both steel and concrete girders have been included in the pre-engineered standards (see Table 2.4). Each modular system is expected to see a 75- to 100-year service life due to the quality of its prefabricated superstructure, the use of high-performance concrete, and the attention given to con- nection details. Standards for modular superstructures include the following steel and concrete systems: • Decked steel stringer system; • Concrete deck bulb tees; and • Deck double tees. Decked Steel Stringer System The decked steel stringer system is a proven concept shown to be quite economi- cal and rapidly constructible. Prefabricated decked steel stringer systems have been a very popular option for accelerated construction of bridges in this country. Their light weight, easy constructability, low cost, and easy availability were seen as advantages over other systems. The length and weight of each module can be designed to suit transportation of components and erection methods. Erection can generally be made using conventional cranes. Cast-in-place closure pours are typically used to connect adjacent units in the field. The modules can be made to different widths to fit the site and transportation requirements. It should be noted that steel products are subject to Buy America provisions on federally funded projects. Many states are familiar with the “Inverset” system or variations of this system. The patent for the Inverset system has expired. Standardizing generic designs for com- monly encountered spans will provide a big boost to gaining quick acceptance and more widespread use of this modular concept. As for the precast deck girders, the recommended connection will be the full moment connection for all the same reasons previously discussed. The deck will be cast with the steel girders supported at their Each modular system is expected to see a 75- to 100-year service life. TABLE 2.4. ABC STANDARDS SHEETS FOR STEEL GIRDER SUPERSTRUCTURE Sheet No. Description S1 General Notes and Index of Drawings S2 Typical Section Details S3 Interior Module S4 Interior Module Reinforcement S5 Exterior Module S6 Exterior Module Reinforcement S7 Bearing Details S8 Miscellaneous Details

21 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT permanent bearing locations. All formwork for the deck will be supported from the longitudinal girders similar to conventional deck construction (shored construction will not be assumed). This ensures that future deck replacements can be carried out without shoring. An integral wearing surface, typically 1½ to 2 in., can be built mono- lithic with the deck slab. In the future, the wearing surface concrete can be removed and replaced while preserving the structural deck slab. Full Moment Connections for Modular Superstructure Systems Investigations of joint types and material options performed in the previous tasks have identified full moment connection using UHPC joints as the preferred connection type for modular superstructure systems (steel and concrete) to satisfy the criteria for constructability, structural behavior, and durability as noted above. The term “ultra- high-performance concrete” refers to a class of advanced cementitious materials that display significantly enhanced material properties considered very beneficial to ABC. When implemented in precast construction, these concretes tend to exhibit proper- ties including compressive strength above 21.7 ksi, sustained tensile strength through internal fiber reinforcement, and exceptional durability as compared to conventional concretes. Conventional materials and construction practices for connection details can result in reduced long-term connection performance as compared to the joined components. UHPC presents new opportunities for the design of modular component connections due to its exceptional durability, bonding performance, and strength. The properties of UHPC make it possible to create small-width, full-depth closure pour connections between modular components. These connections may be significantly reduced in size as compared to conventional concrete construction practice and could include greatly simplified reinforcement designs. Posttensioning with epoxy joints can be an alternate to UHPC if preferred by owner or when UHPC is not available. The UHPC joint detail used had a 6-in. joint width with #5 U bars. UHPC has a strength gain of at least 10 ksi in 48 h when deck grinding can begin, where speci- fied. It is suitable for Tier 2 projects using modular systems. (The R04 team has been informed by the supplier that new UHPC mixes are available for bridges requiring only overnight closures.) The narrow joint width reduces shrinkage and the quantity of UHPC required, while providing a full moment transfer connection. Tests done at FHWA showed that a 6-in. joint width would be adequate to fully develop #5 bars even when straight bars are used. New York State DOT has built a few bridges with this detail using straight bars. Use of straight bars in UHPC joints is planned for the second ABC demonstration project in New York under the R04 project. FHWA tests have validated the strength and serviceability of such UHPC joints for modular con- struction. FHWA publications on UHPC should be consulted for more information (Graybeal 2006, 2010, 2011, 2012). Rapid-set concrete mixes may be used in such cases when traffic needs to be allowed in a few hours. This Toolkit focuses on the innovative approaches studied and developed under SHRP 2 R04; the Toolkit is not intended to be all encompassing for all ABC techniques, materials, and technologies available (other ABC resources should be consulted). Other ABC techniques and materials are mentioned in the Toolkit as potential alternatives, but will not be thoroughly discussed.

22 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT ABC Standard Concepts for Concrete Girder Superstructures Modular superstructure systems for concrete girders have been included in the pre- engineered standards. Each modular system is expected to see a 75- to 100-year service life due to the quality of its prefabricated superstructure, the use of high-performance concrete, and the attention given to connection details. Standards for modular super- structures (see Table 2.5) include the following concrete systems: • Concrete deck bulb tees; and • Deck double tees. Precast Concrete Deck Bulb Tee and Double Tee Conventional precast concrete girders have been well established for bridge construc- tion in the United States for over 50 years. There is wide acceptance among owners and contractors because they are easy and economical to build and to maintain. In most cases the girders are used with a CIP deck built on-site. For ABC applications the key difference lies in the fact that the girders will have an integral deck, thus eliminating the need for a CIP deck. The precast deck bulb tee (DBT) girders and double tee girders combine all the positive attributes of conventional precast girder construction with the added advantage of eliminating the time-consuming step of CIP deck construction. Contractors familiar with conventional precast girder construction should have no dif- ficulty in adapting to these newer deck girders installed using an ABC approach. Deck bulb tee and double tee girders are proven systems, having been standardized for use by several states, such as Utah, Washington, and Idaho. The NEXT beam, a variation of the double tee, has been developed by PCI Northeast to serve the ABC market. The structure depth is also advantageous for sites with underclearance issues. We expect the deck girder costs will be very competitive when compared with the girder and CIP deck systems and may come in even lower for sites where there may be constraints TABLE 2.5. ABC STANDARDS SHEETS FOR CONCRETE GIRDER SUPERSTRUCTURE Sheet No. Description C1 General Notes and Index of Drawings C2 Typical Section C3 Girder Details 1 C4 Girder Details 2 C5 Bearing Details C6 Abutment Details C7 Pier Continuity Details C8 Camber and Placement Notes C9 Miscellaneous Details C10 Alternate Typical Section C11 Alternate Girder Details

23 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT to deck casting operations. Cast-in-place closure pours are typically used to connect girders in the field. The girder flanges can be made to different widths to fit the site and transportation requirements. Joints Between Modules Similar to the decked steel modular systems, the concrete girder flanges will be joined using the UHPC joint detail, which has a 6-in. joint width with #5 U bars. One of the challenges with using U bars is that to satisfy the minimum bend diameter a deck thickness greater than 6 in. is required. This is not a problem for the decked steel girder bridges but requires a thickening of the flanges for DBT girders from 6 in. to 9 in. Use of straight bars in the joints would be preferable for DBT bridges to minimize the flange thickness and shipping weights. Tests done at FHWA showed that a 6-in. joint width would be adequate to fully develop #5 bars even when straight bars are used. Camber and Riding Surface Issues LRFD Article 2.5.2.4, Rideability, requires the deck of the bridge to be designed to permit the smooth movement of traffic. Construction tolerances, with regard to the profile of the finished deck, should be indicated on the plans or in the specifications or special provisions. The number of deck joints should be kept to a practical minimum. Where concrete decks without an initial overlay are used, consideration should be given to providing an additional thickness of 0.5 in. to permit correction of the deck profile by grinding and to compensate for thickness loss due to abrasion. Differential camber in prefabricated elements could lead to fit-up and riding surface issues. To the traveling public, the smoothness of the riding surface is a significant riding comfort issue. It is important to develop an adequate means of controlling or removing the differential camber between the girders on-site. Although the application of an over- lay helps overcome finite geometric tolerances, it also requires another significant critical path activity prior to opening a structure to traffic. An integral wearing surface may be an alternative to address differential camber issues. With prefabricated superstructure construction, the challenge is to develop methods that achieve the final ride surface with- out the use of overlays. Control of cambers during fabrication and equalizing cambers or leveling in the field are intended to achieve the required ride quality. Fabrication should be scheduled so that camber differences between adjacent deck sections are minimized at the time of erection. One option is diamond grinding decks with sacrificial cover to obtain the desired surface profile. If the differential camber is excessive, the contractors could apply dead load to the high beam to bring it within the connection tolerance. A leveling beam and jacks may also be used to equalize camber. If the prescribed adjust- ment tolerance between deck sections cannot be attained by use of the approved leveling system, shimming the bearings of the deck sections may be necessary. Standard Conceptual Details for ABC Construction Technologies The modular systems discussed in the previous sections may be erected using conven- tional construction techniques when site conditions permit. Given the proper project criteria, use of conventional equipment would be the first choice for constructing a bridge designed with ABC modularized components. Unlike conventional “stick-built”

24 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT bridges, the appropriate construction technology for rapid renewal projects built with ABC modular systems should be selected upon careful consideration of project and site constraints and the choice of technologies available. Advances in ABC construction technologies have introduced innovative techniques for erecting highway structures using adaptations of proven long-span technologies. These ABC construction tech- nologies can be grouped into the following two categories. Bridge Movement Systems Bridge movement systems include technologies in which the erection equipment is designed specifically to lift and transport large complete or partial segments of preas- sembled structures. SPMTs, lateral sliding, and launching would be good examples of these technologies. If the best option for a site is a complete preassembly of the structure that is then moved to its final position, there are several excellent published references on bridge movement technologies that can guide designers and owners (e.g., FHWA 2001, Utah DOT 2008). Movement of preassembled complete structures is a well-developed technology in the United States, with several specialty firms that pro- vide this service nationally. Phase IV of this project involves designing a bridge replace- ment using a lateral slide and will develop design standards for such systems. Bridge Erection Systems Bridge erection systems include technologies in which the erection equipment is designed to deliver individual components of a proposed structure in a span-by-span process. These technologies are intended to be easily transportable, lightweight, and modular systems. The use of this type of equipment to deliver fully preassembled struc- tures is not practical. Because the ABC design standards developed in this research are for modular superstructure and substructure systems, the conceptual details for ABC construction technologies focus on bridge erection systems that are intended specifically to deliver and assemble modular systems. Rapid bridge renewal projects using modular systems can be categorized into one of the project types as follows: 1. ABC bridge designs built with “conventional” construction; or 2. ABC bridge designs built with ABC construction technologies. The designer should ascertain whether its bridge renewal project warrants further consideration of the use of specialized ABC construction technologies or whether the site and project limits are more suitable for the use of conventional equipment and technologies. The use of ABC construction technology compels the owners and con- sultants to consider the following variables: 1. Bridge project type; 2. Site and traffic constraints; 3. Available space (if any, where and condition) for construction staging areas; 4. Environment surrounding the project site; and 5. Project construction time period.

25 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT The development of the ABC construction technologies could evolve around the demonstration of which technologies work best with the ABC designs (both substruc- ture and superstructure) developed in this project. A series of questions for owners and designers, as shown on sheet CC2 (Appendix A), will guide them toward the proper selection of the ABC construction technology that best fits a project’s needs. Erection technology selection is a complex process and is dependent on a number of factors, including the number of bridges to be built, convenience of crane support on the ground or by other means, span lengths, condition of the existing bridge to sup- port crane loads, and site restrictions. General selection guidelines are included in the construction concept drawings and are shown below. Rapid Bridge Demolition For rapid renewal applications the existing bridge must be demolished in a rapid pro- cess to allow the erection of the replacement structure. Because the demolition opera- tions require roadway closures and other traffic operations, completing the demolition process quickly and efficiently is often as critical as the replacement bridge erection op- erations. Typically the most effective use of field resources is to use the same equipment for the demolition operations and for the replacement structure erection operations. Reuse of the equipment avoids duplication of temporary support conditions such as crane mats, causeways, or trestle bridges. Overview of ABC Construction Technologies To assist the owners and engineers with their implementation of an ABC construc- tion technology, a goal was to develop a set of standard conceptual details defining terminology and demonstrating the possibilities and limits of each ABC construction technology. Guidelines are also provided for conventional erection of ABC systems using cranes. These sheets are intended to be used in conjunction with the design stan- dards for modular systems to achieve closer integration of design and construction starting in the design phase. Such an integrated design approach is critical to convey the designer’s intended assembly approach to the contractor and also foster more con- structible designs. Once a construction technology has been selected, the designer must integrate this technology into the bridge design. ABC Designs Built with Conventional Erection This is the typical construction method employed in most construction with pre- fabricated systems. Most contractors have cranes in their field resources or can easily acquire them. Bridge component erection can be done using land-based cranes ( rubber-tire or crawler) or barge-supported cranes. Cranes can also be supported on a causeway, a sand island, or a trestle bridge for river crossings. Benefits of a cause- way include cost savings by using native materials instead of building a crane trestle. Culvert pipes are used to allow water flow. Risks include high water flow that could wash away the causeway or sand island. Planning and designing specific temporary structures and specific contractor operations are performed by the contractor and its engineer. Anticipating the construction operations early in the design phase can have significant benefits. For rapid renewal applications the existing bridge must be demolished in a rapid process to allow the erection of the replacement structure.

26 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT Sections that can be transported and erected in one piece are optimal for ABC. Lengths of up to 130 ft may be feasible in many cases. The weights of prefabricated components should be within the lifting capacities of commonly used cranes. Mobility and crane placement constraints for a site could dictate the largest weights that could be safely handled using conventional erection. Keeping the maximum weight less than 80 tons will generally allow greater ease of erection. Components up to 125 tons may be used where needed for longer spans or wider bridge widths after careful consid- eration of site conditions. Substructure units tend to constitute some of the heaviest elements in a prefabricated bridge. The use of multiple large vertical cavities within the wall elements that are later filled with high early strength concrete allows for larger precast elements and leads to lighter shipping and lifting weights. ABC Bridge Designs Built with ABC Construction Technologies The above-deck carriers and launched temporary trusses are technologies that allow rapid replacement of structures where ground access for cranes below the bridge may be limited. These technologies could be applied to a river crossing or a bridge over another highway or railway such that traffic disruptions are minimized both on and under the new bridge. Above-Deck Driven Carriers Above-deck driven carriers (ADDCs) are designed to deliver individual components of a proposed structure in a span-by-span process with minimal disruption to activities and the environment below structure. Current ADDCs exist in two forms and both perform a similar function. An ADDC rides over an existing bridge structure and then delivers components of the new bridge spans using hoists mounted to overhead gantries with traveling bogies. As shown in the examples below, the ADDC equipment can be quite specialized as in the case of the RCrane Truss system used by railroads to replace existing short bridge spans. Some, like the Mi-Jack Travelift overhead gantry, require specific site adapta- tions to align their wheel set with the centerlines of the existing girders that support the heavy moving loads. A modified ADDC concept would be a combination of the RCrane Truss and the Mi-Jack Travelift to create pairs of lightweight steel trusses supporting an overhead gantry system. This lightweight equipment could then be used on structures where the existing bridge deck or girders are insufficient to support the heavier wheel loads of current ADDC equipment. This construction technology would be multifunctional, would be easily transportable on both urban and rural road systems, and would be mobilized with minimal erection and de-erection time. The trusses of the modified ADDC would be modularized into lengths that are easily trucked over both primary and secondary roads (either shipped on flatbed trucks or towed using the mountable rubber-tired bogies). Once assembled at the project site, the system would be equipped with several rubber-tired bogies that would be spaced to reduce and more evenly distribute the localized equipment dead load. Once the modified ADDC is rolled out across the bridge span(s), temporary jack stands would be lowered at the piers and abutments and would bear on the deck where blocking

27 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT had been added below from the pier up to the underside of the bridge deck. By bearing at the piers and abutments, the modified ADDC prevents overloading of the existing bridge structure during the delivery of the bridge components. This ABC construction technology would be applicable where an existing bridge or a set of twin bridges is to be widened and where portions of the existing bridge are to be replaced. With several movements, the ABC construction technology could be used to replace an entire bridge. Advantages of ADDCs are as follows: 1. Minimize disruption to traffic and the environment at the lower level of the bridge project; 2. Can be used where conventional crane access is limited by site constraints; 3. Allow for faster rates of erection due to simplified delivery approach of components; 4. Minimize disruptions at the lower level of the project site because component delivery occurs at the end of the existing bridge; 5. Reduce need to work around existing traffic and reduce need to reduce lanes, shift lanes, and detour lanes, which in turn improves safety for both the workers and the traveling public; and 6. Can be used to deliver prefabricated, modularized components of ABC-type sub- structures and superstructures. Launched Temporary Truss Bridge A launched temporary truss bridge (LTTB) is designed to deliver individual compo- nents of a proposed structure in a span-by-span process with minimal disruption to activities and environment below structure. Currently LTTBs exist in many forms; however, the basic principle of the technol- ogy is the same for each. The LTTBs are launched across or lifted over a span or set of spans and then, while acting as “temporary bridges,” are used to deliver the heavier components of a span without inducing large temporary stresses into those compo- nents. As shown in the examples below, the pieces of LTTB equipment are designed and modified based on sets of criteria that vary from project to project. The equipment could be quite specialized based on the needs of the project and could require extensive modifications from project to project based on changes in span lengths and component weights. The idea behind a modified LTTB would be to create a set of standardized light- weight steel trusses that would be assembled to a specific length that suits a given project. The truss design and details would follow the “quick connect” concepts used in crane boom technology and would allow site modifications with relatively minimal effort. The lightweight equipment could then be used to bridge across new spans to deliver components for a new bridge structure. This construction technology would be multifunctional, would be easily transportable on both urban and rural road systems, and would be mobilized with minimal erection and de-erection time.

28 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT The trusses of the modified LTTB would be modularized into lengths that are easily trucked over both primary and secondary roads (either shipped on flatbed trucks or towed using mountable wheel-tired bogies). Once assembled at the project site, the lightweight equipment would then be launched from span to span or could be lifted into position with cranes. Once the modified LTTB had “bridged” the new span, it would be stabilized and supported at each pier and abutment substructure unit. This ABC construction technology would be applicable where new bridge struc- tures are to be erected and could also be applicable where an existing bridge or a set of twin bridges is to be widened. Advantages of LTTBs are as follows: 1. Minimize disruption to traffic and the environment at the lower level of the bridge project; 2. Can be used where conventional crane access is limited by site constraints; 3. Minimize disruptions at the lower level of the project site because component delivery occurs at the end of the existing bridge; 4. Reduce need to work around existing traffic and reduce need to reduce lanes, shift lanes, and detour lanes, which in turn improves safety for both the workers and the traveling public; 5. Increase the possibility of erecting longer spans without significantly increasing the cost of bridge spans because the components of the spans can be delivered without additional temporary erection stresses; 6. Allow work to proceed on multiple fronts (i.e., where multiple-span LTTBs are used, girders can be set while the next girder is delivered); 7. Allow for temporary loads to be introduced directly into piers, minimizing the need for falsework; and 8. Can be used to deliver prefabricated, modularized components of ABC-type sub- structures and superstructures. Organization of Conceptual Details for ABC Construction Technologies The erection concepts presented in the drawings are intended to assist the owner, the designer, and the contractor in selecting suitable erection equipment for the handling and assembly of prefabricated modular systems. Examples for the organization of ABC construction technologies sheets are provided in Tables 2.6 and 2.7. Erection concepts presented in the drawings group the bridges into short-span and long-span categories using the following criteria: • Short span: Bridges with span lengths up to 70 ft and maximum prefabricated bridge module weight equal to 90,000 lb; and • Long span: Bridges with span lengths greater than 70 ft up to 130 ft and maximum prefabricated bridge module weight equal to 250,000 lb.

29 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT TABLE 2.6. OVERVIEW OF DRAWINGS FOR ABC CONSTRUCTION TECHNOLOGIES Drawing Description CC3 Short-span bridge replacement using cranes; single span over waterway; crane at roadway level at one end. CC4 and CC5 Short-span bridge widening using cranes; two-span bridge over roadway; due to critical pick radius, crane on one side on roadway below. CC6 and CC7 Short-span bridge replacement using cranes; two-span bridge over roadway; due to critical pick radius, crane on one side on roadway below. CC8 and CC9 Short-span bridge replacement using cranes; two-span bridge over waterway; due to critical pick radius, crane on one side on causeway below. CC10 and CC11 Short-span bridge replacement using cranes; two-span bridge over waterway; due to critical pick radius, crane on one side on temporary trestle bridge. CC12, CC13, and CC14 Long-span bridge widening using cranes; three-span bridge over roadway; due to critical pick radius, two cranes on one side on roadway below. CC15, CC16, and CC17 Long-span bridge replacement using cranes; three-span bridge over roadway; due to critical pick radius, two cranes on one side on roadway below. CC18, CC19, and CC20 Short-span bridge replacement using straddle carriers; two-span bridge over waterway or roadway; straddle carriers on permanent bridge. CC21, CC22, and CC23 Short-span bridge replacement using straddle carriers; two-span bridge over waterway or roadway; straddle carriers on launch beams. CC24, CC25, and CC26 Long-span bridge replacement using above-deck driven carrier; three-span bridge over waterway or roadway. CC27, CC28, CC29, CC30, and CC31 Long-span bridge replacement using launched temporary truss bridge; three-span bridge over waterway or roadway. CC32 Erection of prefabricated concrete substructure elements. TABLE 2.7. ABC CONSTRUCTION TECHNOLOGIES SHEETS Sheet No. Description CC1 General Notes CC2 General Notes CC3 Conventional Erection Replacement Single Short-Span Bridge CC4 Conventional Erection Widen Short-Span Bridge over Roadway CC5 Conventional Erection Widen Short-Span Bridge over Roadway CC6 Conventional Erection Replacement Short-Span Bridge over Roadway CC7 Conventional Erection Replacement Short-Span Bridge over Roadway CC8 Conventional Erection Replacement Short-Span Bridge over Waterway (Opt 1) CC9 Conventional Erection Replacement Short-Span Bridge over Waterway (Opt 1) CC10 Conventional Erection Replacement Short-Span Bridge over Waterway (Opt 2) CC11 Conventional Erection Replacement Short-Span Bridge over Waterway (Opt 2) CC12 Conventional Erection Widen Long-Span Bridge over Roadway CC13 Conventional Erection Widen Long-Span Bridge over Roadway (continued on next page)

30 INNOVATIVE BRIDGE DESIGNS FOR RAPID RENEWAL: ABC TOOLKIT Sheet No. Description CC14 Conventional Erection Widen Long-Span Bridge over Roadway CC15 Conventional Erection Replacement Long-Span Bridge over Roadway CC16 Conventional Erection Replacement Long-Span Bridge over Roadway CC17 Conventional Erection Replacement Long-Span Bridge over Roadway CC18 Straddle Carriers on Permanent Bridge—Short-Span Bridge CC19 Straddle Carriers on Permanent Bridge—Short-Span Bridge CC20 Straddle Carriers on Permanent Bridge—Staged Construction CC21 Straddle Carriers on Launch Beams—Short-Span Bridge CC22 Straddle Carriers on Launch Beams—Short-Span Bridge CC23 Straddle Carriers on Launch Beams—Staged Construction CC24 ADDC Concept—Plan and Elevation CC25 ADDC Concept—Typical Cross Section CC26 ADDC Concept—Staged Construction CC27 LTTB Concept—Plan and Elevation CC28 LTTB Concept—Typical Cross Section CC29 LTTB Concept—Staged Construction CC30 Typical Erection Truss Module CC31 Typical Rolling Gantry Concepts CC32 Erection of Prefabricated Concrete Substructure Elements TABLE 2.7. ABC CONSTRUCTION TECHNOLOGIES SHEETS (CONTINUED)