Boeckmann El at 2016

Instrumentation and Monitoring of Rustic Road
Geosynthetic Reinforced Soil (GRS) Integrated

Bridge System (IBS)
Prepared by
Andrew Boeckmann
Eric Lindsey
Sam Runge
J. Erik Loehr
University of Missouri-Columbia Department of Civil and Environmental Engineering
Final Report Prepared for Missouri Department of Transportation

November 2016 Project TR201417 Report cmr16-019
Technical Report Documentation Page
1. Report No. cmr 16-019 2. Government Accession No. 3. Recipient's Catalog No.
4. Title and Subtitle 5. Report Date

Instrumentation and Monitoring of Rustic Road Geosynthetic Reinforced Soil November 2016
(GRS) Integrated Bridge System (IBS) Published: November 2016
6. Performing Organization Code
7. Author(s) 8. Performing Organization Report No.

Andrew Boeckmann, Eric Lindsey, Sam Runge, and J. Erik Loehr
http://orcid.org/0000-0001-6035-8416
9. Performing Organization Name and Address 10. Work Unit No. (TRAIS)
Civil & Environmental Engineering
University of Missouri 11. Contract or Grant No.
E2509 Lafferre Hall, Columbia, MO 65211 MoDOT project# TR201417
12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered
Missouri Department of Transportation (SPR) Final Report (February 2014 to December
http://dx.doi.org/10.13039/100007251 2016)
Construction & Materials Division
14. Sponsoring Agency Code
P.O. Box 270, Jefferson City, MO 65102
15. Supplementary Notes
Conducted in cooperation with the U.S. Department of Transportation, Federal Highway Administration. MoDOT research
reports are available in the Innovation Library at https://www.modot.org/services/or/byDate.htm.
This report is available at https://library.modot.mo.gov/RDT/reports/TR201417/.
16. Abstract
An instrumentation and monitoring system was implemented for a geosynthetic reinforced soil (GRS) integrated bridge
system (IBS) constructed in Boone County, Missouri in 2014. The project location is subjected to relatively frequent flash
flooding, which was a significant consideration in the design of the bridge and the design of the monitoring system. The
monitoring system includes 26 surveying points on the bridge exterior to monitor external movement; settlement plates and
inclinometers to monitor vertical and horizontal exterior movement, respectively; earth pressure cells to monitor total
stresses within the abutment backfill; and vibrating wire piezometers to monitor pore pressures and drainage within the
abutment backfill. The GRS-IBS was monitored for a period of 19 months after construction. The monitoring period
included several high-water events, but none overtopped the bridge. The results indicate satisfactory performance,
including negligible external and internal movements and rapid backfill drainage in response to groundwater level
increases.
17. Key Words 18. Distribution Statement

Bridge abutments; Bridge construction; Earth pressure; No restrictions. This document is available through the
Geosynthetics; Monitoring; Pore pressure; Sensors. National Technical Information Service, Springfield, VA
Geotechnical instrumentation, Abutment performance. 22161
19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of Pages 22. Price
Unclassified. Unclassified. 76
Instrumentation and Monitoring of
Rustic Road Geosynthetic Reinforced Soil (GRS)
Integrated Bridge System (IBS)
prepared for
Missouri Department of Transportation
by
Andrew Boeckmann, Eric Lindsey,

Sam Runge, and J. Erik Loehr
University of Missouri
Department of Civil and Environmental Engineering
November 2016
Acknowledgements
Financial Support
Missouri Department of Transportation
City of Columbia
Bill Adams
Stephen Allen
Matt Gerike
James Kloeppel
Scott Joiner
Brian Mahan
FHWA
Daniel Alzamora
MoDOT
Thomas Fennessey
University of Missouri
John Bowders
Mohammed Khan
Disclaimer
The opinions, findings, and conclusions expressed in this document are those of the investigators. They are
not necessarily those of the Missouri Department of Transportation, U.S. Department of Transportation, or
Federal Highway Administration. This information does not constitute a standard or specification.
iii
Table of Contents
1. Introduction ............................................................................................................................................ 1
2. Background ............................................................................................................................................ 2
2.1 Technical Background ................................................................................................................... 2
2.1.1 GRS ........................................................................................................................................... 2
2.1.2 GRS-IBS .................................................................................................................................... 3
2.2 Rustic Road Bridge Replacement Project..................................................................................... 5
3. Monitoring System Design and Installation ......................................................................................... 18
3.1 External Movement and Scour .................................................................................................... 18
3.2 Internal Movement ...................................................................................................................... 20
3.3 Earth Pressure within GRS Backfill ............................................................................................. 23
3.4 Pore Pressure within GRS Backfill .............................................................................................. 26
3.5 Summary of Monitoring System .................................................................................................. 27
4. Monitoring and Performance ............................................................................................................... 29
4.1 Summary of Monitoring Activities ................................................................................................ 29
4.2 Visual Observations and Crack Gages ....................................................................................... 29
4.3 Survey Results ............................................................................................................................ 32
4.4 Settlement Plate Results ............................................................................................................. 35
4.5 Inclinometer Results .................................................................................................................... 35
4.6 Earth Pressure Results ............................................................................................................... 38
4.7 Piezometer Results ..................................................................................................................... 40
4.8 Summary of Observed Performance .......................................................................................... 42
5. Conclusions ......................................................................................................................................... 43
References .................................................................................................................................................. 44
Appendix – Bridge Plans for Rustic Road GRS-IBS ................................................................................... 45
iv
Table of Figures
Figure 1: Components of a GRS-IBS abutment from Adams et al. (2012). .................................................. 1
Figure 2: Free-standing GRS structure (Adams et al., 2011). ...................................................................... 2
Figure 3: Surcharges imposed on MSE and GRS (Adams et al., 2011). ..................................................... 3
Figure 4: GRS-IBS design steps from FHWA Interim Implementation Manual (Adams et al., 2012)........... 5
Figure 5: Original Rustic Road bridge showing deterioration of the outer girder, including corrosion
through an entire portion of the web near the abutment. .............................................................................. 6
Figure 6: Tub girders with precast bridge deck: (a) cross-section and (b) photograph of tub girder being
lowered into place. ........................................................................................................................................ 7
Figure 7: Rock chipping hammer is used to excavate limestone bedrock below south abutment. .............. 8
Figure 8: Rock chipping hammer and backhoe are used to excavate limestone bedrock below south
abutment. ...................................................................................................................................................... 8
Figure 9: Compaction of reinforced soil foundation for the south abutment. ................................................ 9
Figure 10: Placement of bottom row of CMU blocks for south abutment. Red blocks were used for first five
rows for scour indication. Leveling the bottom row is critical per FHWA Implementation Manual (Adams et
al., 2012). ...................................................................................................................................................... 9
Figure 11: Compaction of second course for south abutment. Laborer stood on corner blocks to prevent
movement of blocks. ..................................................................................................................................... 9
Figure 12: Wrapping separation geotextile around second GRS course of south abutment. .................... 10
Figure 13: Placement of reinforcement between second and third courses of south abutment................. 10
Figure 14: Completed third course of south abutment. ............................................................................... 10
Figure 15: Pump is used to remove seepage water from north abutment prior to compacting. ................. 11
Figure 16: Concrete saw is used to cut CMU block for corner of north abutment. ..................................... 11
Figure 17: Compacting tenth course of GRS of north abutment after placing second telltale.
Instrumentation installation is presented in Chapter 3. ............................................................................... 11
Figure 18: Placing reinforcement around instrumentation (inclinometer and telltales) atop tenth course of
GRS of north abutment. Instrumentation installation is presented in Chapter 3......................................... 12
Figure 19: Completed tenth course of GRS of north abutment. ................................................................. 12
Figure 20: Leveling CMU blocks ahead of placing backfill. Boards clamped to reinforcement were used to
prevent movement of the blocks for the previous course during compaction............................................. 12
v
Figure 21: Securing boards to reinforcement to prevent movement of the CMU blocks during compaction.
.................................................................................................................................................................... 13
Figure 22: Surveying and leveling to place anchor plates for girders. Anchors were necessary to provide
resistance against buoyancy forces against the tub girders. ...................................................................... 13
Figure 23: One anchor plate per girder was placed within backfill for each abutment. Plates were set
approximately 3 ft below the top of abutment. ............................................................................................ 14
Figure 24: Preparation of the beam seat for the north abutment. ............................................................... 14
Figure 25: Placement of the reinforcement for the bottom layer of the beam seat for the north abutment.
The beam seat consisted of two 4-in. thick layers of aggregate wrapped with reinforcement. Styrofoam
was placed in the front of each layer, and a row of narrow CMU blocks was placed in the back of each
layer............................................................................................................................................................. 14
Figure 26: Compacting first layer of the beam seat for the north abutment. .............................................. 15
Figure 27: Preparing second layer of beam seat for the north abutment. .................................................. 15
Figure 28: Compacting second layer of beam seat. ................................................................................... 15
Figure 29: Grouting CMU block openings of the top layer of the abutment. ............................................... 16
Figure 30: First girder is lowered into place. Crew ensured holes through girders were aligned with anchor
bolts. Figure 6 is another photograph of lowering the first girder................................................................ 16
Figure 31: Placing third girder. .................................................................................................................... 16
Figure 32: Crew places additional aggregate below first girder to achieve a level surface. ....................... 17
Figure 33: Rustic Road GRS-IBS from the southwest. ............................................................................... 17
Figure 34: Rustic Road GRS-IBS from the northeast. ................................................................................ 17
Figure 35: City of Columbia survey crew performed initial survey after Rustic Road GRS-IBS was
substantially complete but before it was open to traffic. ............................................................................. 18
Figure 36: Benchmark for surveying was established in limestone bedrock of creek running below Rustic
Road GRS-IBS. ........................................................................................................................................... 19
Figure 37: A grid of 12 reflective survey markers bolted to CMU blocks was installed on the face of each
abutment: (a) Grid for north abutment with marker labels as established by survey crew and (b) close
view of reflective marker. Labeling for south abutment markers is similar after substituting “S” for “N,” but
the location of markers 1 and 3, 4 and 6, and 7 and 9 are reversed. ......................................................... 19
Figure 38: Crack gages were installed where cracks developed on all four wing walls (plan view). .......... 19
Figure 39: Crack gages were used to monitor cracks that developed shortly after completion of GRS-IBS:
(a) installation of gage and (b) close view of crack gage. ........................................................................... 20
Figure 40: Installation of bottom settlement plate: (a) placement and leveling on thin layer of coarse sand
and (b) loose PVC sleeve over steel rod prevents friction between rod and aggregate. ........................... 20
Figure 41: Settlement plate locations within the north abutment: (a) plan and (b) elevation. ..................... 21
vi
Figure 42: Rods and PVC from bottom and middle two settlement plates extended up through slot in top
settlement plate. .......................................................................................................................................... 21
Figure 43: Settlement plate rods and PVC were extended to common cast iron housing embedded in the
roadway surface: (a) housing with cover and (b) housing without cover. ................................................... 21
Figure 44: Inclinometer casing installation: (a) chipping out 12-in. of limestone bedrock, (b) mixing grout
within hole in bedrock, (c) casing is inserted in grouted hole, and (d) view of final installation. GRS
abutment was built up around casing as shown in Chapter 2 photographs. .............................................. 22
Figure 45: Collection of inclinometer data: (a) inclinometer probe is inserted into casing and (b) probe
measurements are recorded in 2-ft increments as the probe is lowered to the bottom of casing and then
raised back up to the ground surface. A pulley assembly and casing extension were used to facilitate data
collection. .................................................................................................................................................... 23
Figure 46: Compacting north abutment backfill around settlement plate rods. Inclinometer casing is shown
in background to right. GRS course being compacted is near the top of the abutment, level with the
bottom of the bridge girders. ....................................................................................................................... 23
Figure 47: Earth pressure cell locations: (a) plan and (b) elevation. Six cells were installed in the north
abutment, two near the bottom and four near the top beneath the center of each girder. ......................... 24
Figure 48: Installation of EPC-1 near the bottom of the north abutment. ................................................... 24
Figure 49: Installation of EPC-3 in bottom layer of bridge seat: (a) thin layer of fine sand is placed across
bottom of hole for earth pressure cell, (b) earth pressure cell is placed atop fine sand, and (c) another
layer of fine sand is placed atop earth pressure cell. .................................................................................. 25
Figure 50: NEMA enclosure housing datalogger: (a) post installed just east of the north abutment, with
bottom of enclosure above 100-year flood level and (b) front view of the NEMA enclosure and datalogger.
Each blue cable carries signals from one vibrating wire device. ................................................................ 26
Figure 51: Piezometer locations within north abutment: (a) plan and (b) elevation.................................... 27
Figure 52: Piezometer PZ-1: (a) installation in sand pocket within GRS backfill and (b) close view of
vibrating wire piezometer. ........................................................................................................................... 27
Figure 53: Rustic Road GRS-IBS during July 2015 high water event: (a) looking upstream from atop the
bridge, showing creek high up its banks and (b) looking at north abutment. .............................................. 29
Figure 54: Photographs of downstream corner of south abutment: (a) August 31, 2015, (b) February 25,
2016, and (c) September 22, 2016. A gap between the abutment face and rip rap scour protection was
first observed during the August 31, 2015 site visit, but no changes in the gap were observed throughout
the course of subsequent monitoring. ......................................................................................................... 30
Figure 55: Crack on east wing of north abutment wall. ............................................................................... 30
Figure 56: Crack location relative to bearing bed. Drawing is from Rustic Road plans included as an
appendix to this report; annotations are original. As-constructed cut slope was steeper than 1:1............. 31
Figure 57: Crack gage data for each wing wall: (a) northeast, (b) northwest, (c) southeast, and (d)
southwest. For each gage, initial (installed) and final (September 22, 2016) locations of the gage
crosshair is shown. ...................................................................................................................................... 31
vii
Figure 58: Settlement from survey data: (a) surface of north abutment, (b) surface of south abutment, (c)
upper markers of north abutment, (d) upper markers of south abutment, (e) middle markers of north
abutment, (f) middle markers of south abutment, (g) lower markers of north abutment, and (h) lower
markers of south abutment. Positive settlement is movement downward. ................................................. 33
Figure 59: Lateral movement from survey data: (a) surface of north abutment, (b) surface of south
abutment, (c) upper markers of north abutment, (d) upper markers of south abutment, (e) middle markers
of north abutment, (f) middle markers of south abutment, (g) lower markers of north abutment, and (h)
lower markers of south abutment. ............................................................................................................... 34
Figure 60: Settlement of settlement plates, as determined by survey results. ........................................... 35
Figure 61: Inclinometer results for north abutment: (a) casing profile in direction toward creek, (b) casing
profile in east-west direction, (c) change in casing profile in creek direction, and (d) change in casing
profile in east-west direction. The data in plots (a) and (b) represent the absolute shape of the casing, and
the curvature is dominated by the installed shape of the casing. The data in plots (c) and (d) represent the
relative change in casing shape since installation and indicates negligible movement. ............................ 36
Figure 62: Inclinometer results for south abutment: (a) casing profile in direction toward creek, (b) casing
profile in east-west direction, (c) change in casing profile in creek direction, and (d) change in casing
profile in east-west direction. The data in plots (a) and (b) represent the absolute shape of the casing, and
the curvature is dominated by the installed shape of the casing. The data in plots (c) and (d) represent the
relative change in casing shape since installation and indicates negligible movement. ............................ 37
Figure 63: Earth pressures (total stresses) in north abutment from vibrating wire earth pressure cells.
Cells EPC-1 and EPC-2 were installed near the bottom of the abutment backfill; each of the other cells
was installed beneath one of the bridge girders (Figure 47). Daily precipitation records from nearby
weather stations were averaged, and the result is shown atop the graph. ................................................. 38
Figure 64: Earth pressure versus sensor temperature for EPC-5. Sensor temperature is measured by a
thermistor housed inside the instrument. .................................................................................................... 39
Figure 65: Earth pressure results after correcting for the effect of temperature using the observed
pressure-temperature slopes like the one shown in Figure 64. .................................................................. 39
Figure 66: Pore water pressures in north abutment from vibrating wire piezometers during monitoring
period. The signal for PZ-5 became unstable approximately two months after the end of construction. For
instrument locations, refer to Figure 51. Daily precipitation records from nearby weather stations were
averaged, and the result is shown atop the graph. ..................................................................................... 41
Figure 67: Close examination of change in pore pressures during one precipitation event. The signal for
PZ-5 became unstable approximately two months after the end of construction. ...................................... 41
viii
Rustic Road GRS-IBS Final Report November 2016
1. Introduction
The Geosynthetic Reinforced Soil (GRS) Integrated Bridge System (IBS) is a technology developed and
promoted by the Federal Highway Administration (FHWA) to deliver accelerated bridge construction
economically, primarily for relatively small bridges. A schematic of a typical GRS-IBS abutment is shown
in Figure 1 (Adams et al., 2012). The technology harnesses the stiffness of GRS to eliminate the need for
piling or other conventional foundation systems. Eliminating piling typically results in cost and schedule
benefits. As shown in Figure 1, the reinforced soil provides a continuous foundation for both the
superstructure and the integral approach. The integration reduces the likelihood of the “bump at the end
of the bridge” that is often associated with pile foundations. Eliminating the bump is another benefit
frequently cited by GRS-IBS proponents.
Figure 1: Components of a GRS-IBS abutment from Adams et al. (2012).
In 2013, three bridge replacement projects utilizing GRS-IBS were initiated in Missouri. One of the
replacements, Rustic Road bridge in Boone County, was selected for instrumentation and performance
monitoring. The bridge has several unique features, including a two-year return period for floodwaters to
overtop the bridge deck and a 15-deg. skew. These features, along with the Rustic Road’s light traffic,
made the bridge an appealing candidate for monitoring, which was conducted by the University of
Missouri for approximately 1.5 years.
Chapter 2 of this report presents additional background information regarding GRS-IBS technology and
the Rustic Road bridge, including project construction details. Details of the instrumentation selection and
installation are presented in Chapter 3, and Chapter 4 presents the monitoring results. Finally,
conclusions are presented in Chapter 5.
1
2. Background
This chapter includes an introduction to important technical concepts related to GRS-IBS as well as a
description of the design and construction of the Rustic Road bridge replacement project. Both topics are
relevant to the design and implementation of the monitoring program described in the rest of the report.
2.1 Technical Background
GRS was first implemented on a widespread basis in the 1970s for construction of slopes and retaining
walls for Federal Lands Highways. In the past decade, FHWA has published several comprehensive
research and guidance reports related to GRS, including recent guidelines for implementation of GRS for
bridge applications as GRS-IBS. Summaries of the most relevant portions of the FHWA publications are
presented in the sections below.
2.1.1 GRS
GRS refers to the composite material consisting of compacted soil and closely spaced (≤12 in. per
FHWA) layers of geosynthetic reinforcement. FHWA’s Composite Behavior of Geosynthetic Reinforced
Soil Mass (Wu et al., 2013) explains that strength and stiffness of a soil mass are improved by
reinforcement, which increases confinement of the soil while reducing lateral movement and dilation. As
demonstrated by Figure 2, GRS is internally stable; the wall facing for GRS is not structural.
Figure 2: Free-standing GRS structure (Adams et al., 2011).
Wu et al. emphasize the distinction between GRS, which is a composite material, and mechanically
stabilized earth (MSE), which also contains layers of compacted soil separated by reinforcement but does
not behave like a composite material. Thus, while it is appropriate to consider individual tensile forces
from the reinforcement for MSE walls, such an approach is not adequate for GRS because it neglects the
effect of close reinforcement spacing on the behavior of the soil mass. As demonstrated in Figure 3, the
composite behavior for closely spaced reinforcement has resulted in applied surcharges to GRS that are
several times greater than those applied to MSE.
2
Figure 3: Surcharges imposed on MSE and GRS (Adams et al., 2011).
The difference in the role of reinforcement between MSE and GRS is reflected in the required tensile
strength for each. For MSE, the required reinforcement strength, 𝑇𝑇𝑟𝑟𝑟𝑟𝑟𝑟 , is directly proportional to the
reinforcement spacing, 𝑆𝑆𝑣𝑣 :
𝑇𝑇𝑟𝑟𝑟𝑟𝑟𝑟 = 𝜎𝜎ℎ ∗ 𝑆𝑆𝑣𝑣 Eq. 1
where 𝜎𝜎ℎ is the lateral earth pressure at the reinforcement depth. For GRS, the relationship between the
required reinforcement strength and reinforcement spacing is more complicated than for MSE because of
the composite nature of GRS:
𝜎𝜎ℎ
𝑇𝑇𝑟𝑟𝑟𝑟𝑟𝑟 = � 𝑆𝑆𝑣𝑣 � ∗ 𝑆𝑆𝑣𝑣 Eq. 2
� �
0.7 6𝑑𝑑𝑚𝑚𝑚𝑚𝑚𝑚
where 𝑑𝑑𝑚𝑚𝑚𝑚𝑚𝑚 is the maximum grain size of the backfill. Equation 2 was developed by Wu et al. (2013)
based on the results of analytical modeling and laboratory tests of full-scale physical models. Typically, a
factor of safety (or reduction factors) would be applied when selecting the design reinforcement.
2.1.2 GRS-IBS
Early implementations of GRS primarily involved retaining walls and slopes, but its use for bridges via
GRS-IBS (Figure 1) has accelerated since FHWA introduced GRS-IBS as an Every Day Counts initiative
in 2011 (Adams et al., 2011). As part of the initiative, FHWA published the GRS-IBS Interim
Implementation Guide (Adams et al., 2012) and the GRS-IBS Synthesis Report (Adams et al., 2011). The
guide includes recommended material specifications and procedures for design and construction of GRS-
IBS, as well as recommended inspection methods, QA/QC procedures, and maintenance procedures.
The synthesis report documents technical background for GRS-IBS, including the research studies and
case histories used to develop the implementation guide.
Chapter 3 of the guide presents information regarding materials for GRS-IBS walls, the most significant of
which are shown in Figure 1. The facing elements for GRS-IBS are most frequently concrete masonry unit
(CMU) blocks. CMU blocks have several advantages: they are relatively inexpensive, they provide a form
for compaction of backfill material, and extending the geosynthetic between the rows of CMU blocks
serves as a frictional connection. Selection of GRS backfill material is critical since the GRS is a structural
component directly supporting the bridge load. The guide recommends either well-graded or open-graded
3
aggregate backfill, but notes that all GRS-IBS abutments at the time of publication (2012) used open-
graded backfill because of its constructability and high hydraulic conductivity. The guide specifically
recommends open-graded backfill for projects sites located in a flood zone. Rustic Road is such a site.
The guide states GRS backfill must be properly compacted to a minimum of 95 percent of maximum dry
density from a standard Proctor test (AASHTO T-99). The guide notes that many types of geosynthetic
materials can satisfy strength requirements for most implementations of GRS, but all GRS-IBS abutments
constructed at the time of publication had used a biaxial, woven polypropylene geotextile. Such
geotextiles are typically selected because they are relatively inexpensive and easy to place.
A detailed GRS-IBS design procedure is presented in Chapter 4 of the guide, which begins with the
outline of the procedure shown in Figure 4. The guide states that GRS has been shown to perform well
“under certain extreme conditions,” but the guide limits its recommendations to GRS-IBS structures with
heights not exceeding 30 ft and spans not exceeding 140 ft. The guide also emphasizes requirements for
backfill compaction to 95% of maximum dry density and reinforcement spacing less than 12 in. in the
introduction to the design guidance. The design procedure detailed in the guide and outlined in Figure 4 is
similar to the procedure FHWA recommends for design of MSE walls, with a few important differences.
One difference is the third step, which involves evaluating the feasibility of using GRS-IBS. The guide
primarily discusses the importance of evaluating scour for GRS-IBS over water since GRS-IBS have no
deep foundation elements. Another main difference is the load calculation. GRS-IBS is subjected to
significant loading from the bridge dead and live loading; in a typical MSE abutment, the bridge loads are
transferred to deep foundation elements rather than the MSE backfill. Finally, the internal stability analysis
procedure is notably different for GRS-IBS since GRS backfill is a composite material (e.g., the
differences between Equations 1 and 2 for required reinforcement strength).
Chapter 7 of the guide provides detailed procedures for construction of GRS-IBS. The introduction to the
chapter emphasizes the feasibility of quickly constructing GRS-IBS since the construction is completed
with “basic earthwork methods” and readily available materials. Most of the construction progress is
completed with three relatively simple jobs: placement of wall face blocks, compaction of GRS backfill
aggregate behind the blocks, and placement of reinforcement. The introduction also calls out four
important details for successful GRS-IBS construction:
• A “level and even” bottom row of blocks, since each subsequent row of blocks and GRS course is
built off the bottom row.
• Optimized crew size and equipment.
• Allowing the labor crew to become familiar with the construction procedure, specifically by having
each member “do their part” in each of the three simple steps described above.
• Locating the excavator such that it can place backfill material without tracking.
The rest of the chapter provides specific details for the construction procedures, including site
preparation/excavation, construction of the reinforced soil foundation below the GRS, placement and
compaction of backfill, placement of reinforcement, alignment of the wall face, preparation of the beam
seat, placement of the superstructure, and approach integration. Photographs of these tasks for the
Rustic Road project are shown in the next section.
4
Figure 4: GRS-IBS design steps from FHWA Interim Implementation Manual (Adams et al., 2012).
2.2 Rustic Road Bridge Replacement Project
Rustic Road is a low-volume road just east of Columbia, Missouri in Boone County. The road crosses the
North Fork of Grindstone Creek to provide passage to approximately 10 residences before reaching a
dead end. In 2013, deterioration of the original Rustic Road bridge (Figure 5) led to a bridge load rating
that precluded fire trucks from crossing the bridge. The replacement project was identified as a candidate
for GRS-IBS because the bridge is relatively short in span (50 ft) and height (14 ft), because of the need
for rapid replacement since there are no detours for the roadway south of the bridge, and because
relatively frequent flooding of the project site made the project an interesting GRS-IBS test case.
5
Figure 5: Original Rustic Road bridge showing deterioration of the outer girder, including
corrosion through an entire portion of the web near the abutment.
Design of the bridge replacement was completed by Bartlett and West, Inc. of Jefferson City, Missouri.
The design was completed largely in accordance with the FHWA GRS-IBS Interim Implementation
Manual (Adams et al., 2012). Plans for the completed design are included in the appendix. GRS-IBS was
not the only innovative initiative included for the Rustic Road bridge replacement. The superstructure
consists of four tub girders with attached precast bridge deck sections as shown in Figure 6. The four
pieces were fabricated off-site, and placement of the girders was completed during the course of one day.
To counter buoyancy forces on the tub girders, each girder was anchored to plates embedded
approximately 3 ft in the GRS via the bolts shown in Figure 6(b). Plates are shown in Figure 23. Vent
holes were also included in the girders to prevent trapped air from forming between the tubs during a
flood.
6
(a)
(b)
Figure 6: Tub girders with precast bridge deck: (a) cross-section and (b) photograph of tub girder
being lowered into place.
The GRS backfill material for the Rustic Road GRS-IBS consists of open-graded aggregate meeting
specifications for AASHTO No. 89 stone. The GRS reinforcement is a biaxial, woven polypropylene
geotextile. In addition, needle-punched, nonwoven polypropylene geotextile was wrapped around each
GRS layer just inside of the wall facing blocks. The separation geotextile was included to prevent loss of
material in case of damage to the facing blocks. The facing blocks were 8-in. tall by 12-in. long by 8-in.
wide split-face gray CMU blocks. Below grade (i.e. the first five courses of GRS), solid red CMU blocks of
the same dimensions were used for scour resistance and detection (via any exposure during the life of
the abutment).
Construction progress is documented in the photographs shown in Figure 7 through Figure 34. Details
are described in the figure captions. Construction progress generally followed the sequence and
procedures outlined in the Interim Implementation Manual, although several unique aspects of the project
required deviations from the manual. Limestone bedrock was encountered at depths shallower than
anticipated, requiring excavation via rock chipping hammer (Figure 7, Figure 8) to achieve adequate
abutment embedment. In addition, persistent seepage entered the excavation for the north abutment from
a permeable layer exposed by the excavation. A submersible pump was used to remove water from the
excavation prior to compaction (Figure 15). The construction crew experienced difficulty with the facing
blocks creeping outward during vibratory compaction. To reduce the displacement, the crew clamped
7
lumber to the reinforcement extending out in front of the wall from just beneath the course being
compacted (Figure 20, Figure 21). Photographs of the bridge after construction are shown in Figure 33
and Figure 34. Additional photographs from construction are presented in Chapter 3 to detail the
installation of instrumentation.
Figure 7: Rock chipping hammer is used to excavate limestone bedrock below south abutment.
Figure 8: Rock chipping hammer and backhoe are used to excavate limestone bedrock below
south abutment.
8
Figure 9: Compaction of reinforced soil foundation for the south abutment.
Figure 10: Placement of bottom row of CMU blocks for south abutment. Red blocks were used for
first five rows for scour indication. Leveling the bottom row is critical per FHWA Implementation
Manual (Adams et al., 2012).
Figure 11: Compaction of second course for south abutment. Laborer stood on corner blocks to
prevent movement of blocks.
9
Figure 12: Wrapping separation geotextile around second GRS course of south abutment.
Figure 13: Placement of reinforcement between second and third courses of south abutment.
Figure 14: Completed third course of south abutment.
10
Figure 15: Pump is used to remove seepage water from north abutment prior to compacting.
Figure 16: Concrete saw is used to cut CMU block for corner of north abutment.
Figure 17: Compacting tenth course of GRS of north abutment after placing second telltale.
Instrumentation installation is presented in Chapter 3.
11
Figure 18: Placing reinforcement around instrumentation (inclinometer and telltales) atop tenth
course of GRS of north abutment. Instrumentation installation is presented in Chapter 3.
Figure 19: Completed tenth course of GRS of north abutment.
Figure 20: Leveling CMU blocks ahead of placing backfill. Boards clamped to reinforcement were
used to prevent movement of the blocks for the previous course during compaction.
12
Figure 21: Securing boards to reinforcement to prevent movement of the CMU blocks during
compaction.
Figure 22: Surveying and leveling to place anchor plates for girders. Anchors were necessary to
provide resistance against buoyancy forces against the tub girders.
13
Figure 23: One anchor plate per girder was placed within backfill for each abutment. Plates were
set approximately 3 ft below the top of abutment.
Figure 24: Preparation of the beam seat for the north abutment.
Figure 25: Placement of the reinforcement for the bottom layer of the beam seat for the north
abutment. The beam seat consisted of two 4-in. thick layers of aggregate wrapped with
reinforcement. Styrofoam was placed in the front of each layer, and a row of narrow CMU blocks
was placed in the back of each layer.
14
Figure 26: Compacting first layer of the beam seat for the north abutment.
Figure 27: Preparing second layer of beam seat for the north abutment.
Figure 28: Compacting second layer of beam seat.
15
Figure 29: Grouting CMU block openings of the top layer of the abutment.
Figure 30: First girder is lowered into place. Crew ensured holes through girders were aligned
with anchor bolts. Figure 6 is another photograph of lowering the first girder.
Figure 31: Placing third girder.
16
Figure 32: Crew places additional aggregate below first girder to achieve a level surface.
Figure 33: Rustic Road GRS-IBS from the southwest.
Figure 34: Rustic Road GRS-IBS from the northeast.
17
3. Monitoring System Design and Installation

To monitor the performance of Rustic Road GRS-IBS, a system of instrumentation, land surveying, and
visual observations was implemented. This chapter provides details regarding the design of the
monitoring system, with each chapter section addressing a different component of the system: surveying
to monitor external movement of the GRS-IBS, settlement plates and inclinometers to record
displacement within the GRS-IBS abutments, earth pressure cells to measure total stresses within the
abutment backfill, and piezometers to measure pore pressures within the abutment backfill. Results of the
monitoring are presented in Chapter 4.
3.1 External Movement and Scour
External movement is a critical indicator of the performance of any bridge system. External movement
refers to displacement of the outside surfaces of the GRS-IBS, including settlement of the bridge or
abutments and lateral displacement of the abutments (e.g. bulging). External movement of the GRS-IBS
was primarily monitored via land surveying, which was performed by the City of Columbia survey crew. In
addition, crack gages were installed on four CMU blocks that cracked shortly after completion of
construction; the gages provide another indication of external movement. Visual observations during
regular monitoring site visits provided another indication of any significant external movement. Visual
observations also allowed for monitoring of other performance metrics such as the presence of scour,
which is observed via significant displacement of rip rap or exposure of the red CMU blocks (Chapter 2).
Surveying was conducted by the City of Columbia survey crew on a quarterly basis, with an initial survey
conducted upon completion of construction of the GRS-IBS as shown in Figure 35. The benchmark for all
site surveys was a survey marker established in the limestone bedrock exposed in the bed of the creek
below Rustic Road GRS-IBS (Figure 36). The survey crew used a total station device to perform the
surveying. Twenty-eight points on the Rustic Road GRS-IBS were surveyed each quarter to monitor
external movement. The points include 12 reflective markers on the face of each abutment as shown in
Figure 37 as well as the four corners of the bridge. In addition, the survey crew surveyed the settlement
plate devices described in the next section.
Shortly after construction completion, cracks developed at the top of all four abutment wing walls at the
locations shown in Figure 38. The cracks are discussed in Chapter 4. Each crack was monitored using a
crack gage as shown in Figure 39. Each crack gage has two plastic pieces, one with a 40 mm by 20 mm
grid and the other with a crosshair. Epoxy was used to attach the pieces to opposite sides of the crack
being monitored so that further opening of the crack would be indicated by movement of the crosshair
with respect to the grid.
Figure 35: City of Columbia survey crew performed initial survey after Rustic Road GRS-IBS was
substantially complete but before it was open to traffic.
18
Figure 36: Benchmark for surveying was established in limestone bedrock of creek running below
Rustic Road GRS-IBS.
(a) (b)
N-3 N-2 N-1
N-4 N-5 N-6
N-9 N-8 N-7
N-10 N-11 N-12
Figure 37: A grid of 12 reflective survey markers bolted to CMU blocks was installed on the face of
each abutment: (a) Grid for north abutment with marker labels as established by survey crew and
(b) close view of reflective marker. Labeling for south abutment markers is similar after
substituting “S” for “N,” but the location of markers 1 and 3, 4 and 6, and 7 and 9 are reversed.
Figure 38: Crack gages were installed where cracks developed on all four wing walls (plan view).
19
(a) (b)
Figure 39: Crack gages were used to monitor cracks that developed shortly after completion of
GRS-IBS: (a) installation of gage and (b) close view of crack gage.
3.2 Internal Movement
Internal movement refers to displacement within the GRS abutment backfill. Internal movement is an
important measure that can explain observed performance. For example, information regarding vertical
displacement within the abutment backfill would help explain the origin of observed settlement at the
surface of the abutment. For Rustic Road, vertical internal movement was monitored using three
settlement plates installed in the north abutment, and lateral internal movement was monitored using an
inclinometer, with one inclinometer casing installed through each abutment.
As shown in Figure 40, the settlement plate devices consist of 12-in. square, 0.25-in. thick steel plates
that were embedded in the backfill, with threaded steel rods extending up from the plates to the top of the
abutment. Coarse sand was placed between the bottom of the settlement plate and the coarse gravel
GRS backfill to facilitate horizontal installation of the plates. The threaded rods extended up to the top of
the abutment through loose PVC sleeves, which prevent friction between the rod and backfill (Figure
40b). As shown in Figure 41, the three settlement plates were installed above one another (i.e. along a
vertical line) about 5 ft behind the north abutment wall, with the bottom plate about 2 ft above the
reinforced soil foundation, the middle plate about 6 ft above the foundation (i.e. mid-height), and the top
plate about 3 ft below the pavement. The upper two plates were slotted to allow the rod and pipe from the
lower plate(s) to pass through the upper plates as shown in Figure 42. The pipes and rods from all three
plates were housed in a common cast iron housing embedded in the pavement (Figure 43). In plan view,
the settlement plates were located in the center of one driving lane to reduce the incidence of vehicle tires
striking the housing. Settlement plate measurements were collected via the land survey performed by the
City of Columbia survey crew as described in the previous section. The surveys were collected quarterly
throughout the monitoring period.
(a) (b)
Figure 40: Installation of bottom settlement plate: (a) placement and leveling on thin layer of
coarse sand and (b) loose PVC sleeve over steel rod prevents friction between rod and aggregate.
20
(a) (b)
Figure 41: Settlement plate locations within the north abutment: (a) plan and (b) elevation.
Figure 42: Rods and PVC from bottom and middle two settlement plates extended up through slot
in top settlement plate.
(a) (b)
Figure 43: Settlement plate rods and PVC were extended to common cast iron housing embedded
in the roadway surface: (a) housing with cover and (b) housing without cover.
21
An inclinometer system was used to measure lateral internal displacement of each GRS abutment. The
inclinometer system consists of a proprietary plastic casing and an inclinometer probe. The casing has
four machined grooves at 90-deg. angles running along its length. The casing is installed so that the
bottom of the casing is fixed and the top is accessible at the ground surface. For the Rustic Road
abutments, the bottom of each casing was fixed as shown in Figure 44: a 12-in. deep hole into limestone
bedrock was established by chipping, the hole was filled with grout, and the casing was set in the hole.
The probe has wheels that travel along the casing grooves. As the probe is lowered down and raised up
the casing (Figure 45), the probe records measurements of angle with respect to gravity. Integration of
the measurements results in an interpreted casing shape, and comparison of subsequent sets of readings
produces change in casing shape, which is interpreted as lateral deflection of the abutment. Additional
details of the inclinometer system are provided in the system instruction manual (Slope Indicator, 2011).
Like the settlement plates, inclinometer casings were also located about 5 ft behind the abutment wall
face and in the center of a driving lane (Figure 46), and the tops of the casings were located in cast iron
housings. Inclinometer readings were collected by the University during each monitoring site visit. The
visits occurred monthly for the first year of monitoring and then every other month for the following six
months.
(a) (b)
(c) (d)
Figure 44: Inclinometer casing installation: (a) chipping out 12-in. of limestone bedrock, (b) mixing
grout within hole in bedrock, (c) casing is inserted in grouted hole, and (d) view of final
installation. GRS abutment was built up around casing as shown in Chapter 2 photographs.
22
(a)
(b)
Figure 45: Collection of inclinometer data: (a) inclinometer probe is inserted into casing and (b)
probe measurements are recorded in 2-ft increments as the probe is lowered to the bottom of
casing and then raised back up to the ground surface. A pulley assembly and casing extension
were used to facilitate data collection.
Figure 46: Compacting north abutment backfill around settlement plate rods. Inclinometer casing
is shown in background to right. GRS course being compacted is near the top of the abutment,
level with the bottom of the bridge girders.
3.3 Earth Pressure within GRS Backfill
Information regarding earth pressure, or stress, within the GRS backfill indicates how load is distributed
within the abutment. GRS-IBS loading primarily comes from self-weight (i.e. weight of the GRS backfill)
and the weight of the girders. Knowledge of the stress distribution within the abutment helps explain
performance since deformations depend on stresses and vice versa. For Rustic Road, six earth pressure
cells were installed in the north abutment backfill as shown in Figure 47. The two sensors installed near
the bottom of the GRS-IBS backfill (EPC-1 and EPC-2) should measure the stress resulting from the total
weight of the abutment and bridge girders. The four sensors installed in the bridge seat (EPC-3 through
EPC-6) are intended to measure the load from the bridge girders. Of particular interest is the response of
EPC-3 through EPC-6 during flood events that produce buoyancy forces on the bridge girders.
23
(a)
(b)
Figure 47: Earth pressure cell locations: (a) plan and (b) elevation. Six cells were installed in the
north abutment, two near the bottom and four near the top beneath the center of each girder.
Vibrating-wire earth pressure cells were used. A photograph of one of the instruments is shown in Figure
48. The instruments consist of two circular stainless steel plates welded together with a thin space
between the plates that is filled with hydraulic oil (Geokon, 2011). Theoretically, the pressure of the
hydraulic fluid is equal to the pressure applied by the soil in contact with the plates. In practice, the
pressure applied by the soil is typically somewhat different from the actual total stress within the soil
because the stiffness of the pressure cells is not equal to the stiffness of the soil, resulting in a
redistribution of load. If the cells are stiffer than the soil, the earth pressure indicated by the cells will be
greater than the actual earth pressure (i.e. the earth pressure that would be experienced if the cells were
not present). If the cells are less stiff than the soil, the earth pressure indicated by the cells will be less
than the actual earth pressure. Note that the “earth pressure” measured by the instruments is equivalent
to “total stress” in conventional geotechnical parlance. To determine effective stress, the pore pressure at
the cell location must be subtracted from the total stress.
Figure 48: Installation of EPC-1 near the bottom of the north abutment.
24
Earth pressure measurement difficulties associated with stiffness contrasts can be exacerbated by
installation issues. The goal of the installation is to achieve a uniform stress distribution across the plates
and above and below the cell. To achieve a uniform distribution, the instruments were installed
horizontally and with a thin layer of fine sand above and below the cells as shown in Figure 49. The sand
prevents the uneven distribution that would result from angular pieces of gravel directly in contact with the
cells. The sand layers were relatively thin to prevent large changes in backfill density above and below
the cell. Installation of EPC-3 through EPC-6 was complicated by GRS-IBS details for the beam seat,
which include two 4-in. thick layers of backfill wrapped in geotextile as shown in the project plans included
as an appendix to this report. EPC-3 through EPC-6 were installed in the bottom 4-in. thick layer (Figure
49).
(a)
(b)
(c)
Figure 49: Installation of EPC-3 in bottom layer of bridge seat: (a) thin layer of fine sand is placed
across bottom of hole for earth pressure cell, (b) earth pressure cell is placed atop fine sand, and
(c) another layer of fine sand is placed atop earth pressure cell.
For each earth pressure cell, a vibrating wire pressure transducer measures the pressure within the
hydraulic fluid. In addition, a thermistor records temperature within the cell. Additional information
regarding the earth pressure cells is included in the product instruction manual (Geokon, 2011).
25
Measurements from the cells were read and recorded by a data logger on site as shown in Figure 50. The
logger was set to record measurements every 2 hours; the research team collected data during each site
visit. The logger also recorded measurements from the pore pressure instruments described in the next
section. Additional details regarding the logger are included in its instruction manual (Geokon, 2013b).
The logger was housed in a National Electrical Manufacturer Association (NEMA) enclosure, which was
installed on a post just east of the north abutment. The enclosure was installed so that the bottom of the
enclosure was above the 100-year flood elevation for the project site.
(a)
(b)
Figure 50: NEMA enclosure housing datalogger: (a) post installed just east of the north abutment,
with bottom of enclosure above 100-year flood level and (b) front view of the NEMA enclosure and
datalogger. Each blue cable carries signals from one vibrating wire device.
3.4 Pore Pressure within GRS Backfill
One of the most important performance measures for any retaining wall system is how quickly the backfill
drains. If the backfill is not freely draining, water pressure will develop on the face of the retaining wall,
and pore pressures will reduce backfill shear strength. Measurement of pore pressures, and especially
the response of pore pressure with time to water infiltration, is therefore an important indicator of
abutment performance. Pore pressure measurement also provides information regarding the state of
stress within the abutment backfill, complementing the earth pressure information described in the
previous section and facilitating calculations of effective stress.
For Rustic Road, ten vibrating wire piezometers were installed to measure pore pressure within the north
abutment backfill. The piezometers were distributed as shown in Figure 51 to obtain a representative
sampling of the pore pressures throughout the abutment. A photograph of a piezometer during installation
is shown in Figure 52. The piezometers were installed inside sand pockets with the GRS backfill to
stabilize the pore pressure measurements.
The piezometer measuring device, a diaphragm that responds to changes in pore pressure within the
backfill, is located inside the stainless steel housing (Geokon, 2013a). A filter stone is located on one end
26
of the housing. Signals from the vibrating wire element and an internal thermistor are transmitted via a
cable exiting the opposite end of the housing. Measurements from the cells were read and recorded by
the same data logger that was used to record earth pressure cell data (Figure 50). The logger was set to
record measurements every 2 hours; the research team collected data during each site visit.
(a)
(b)
Figure 51: Piezometer locations within north abutment: (a) plan and (b) elevation.
(a)
(b)
Figure 52: Piezometer PZ-1: (a) installation in sand pocket within GRS backfill and (b) close view
of vibrating wire piezometer.
3.5 Summary of Monitoring System
Table 1 is a summary of the monitoring system components used to measure the performance of Rustic
Road GRS-IBS as described in this chapter. External movement, scour, internal movement, earth
pressure, and pore pressure were measured by a combination of land surveying, visual observation, and
electronic instrumentation. Monitoring was completed for a period of 19 months after the end of
construction, with site visits every month during the first 12 months and every other month thereafter.
27
Table 1: Summary of monitoring system performance metrics and corresponding monitoring

system component details. Monitoring period was approximately 19 months.
Performance Monitoring System
Metric Component Component Location(s) Monitoring Frequency
• 12 reflective marker on face of
Land Surveying (by Quarterly throughout
each abutment (Figure 37)
External City of Columbia) monitoring period.
• 4 corners of bridge
movement
Crack gages Top of each wing wall (Figure 38)
Visual observation Entire project site
Monthly for first 12
• Rip rap in creek bed and on
months and every other
side slopes
Scour Visual observation month thereafter
• Red CMU blocks below grade
on each wall face
3 plates in a vertical line: bottom,
Settlement plates Quarterly throughout
middle, and top of the north
(vertical displacement) monitoring period.
Internal abutment backfill (Figure 41)
movement Inclinometer Monthly for first 12
One casing per abutment (Figure
(horizontal months and every other
46)
displacement) month thereafter
As shown in Figure 47:
• Two cells near bottom of north
Vibrating wire earth
Earth pressure abutment Data logger recorded
pressure cells
• 4 cells near top of north measurements every 2
abutment (1 per girder) hours; data collected
10 piezometers distributed during every site visit
Vibrating wire
Pore pressure throughout the north abutment
piezometers
(Figure 51)
28
4. Monitoring and Performance

Monitoring results are presented in this chapter. An overview of the monitoring activities is presented first,
with subsequent sections each presenting results from a specific monitoring system component. The
observed performance of Rustic Road GRS-IBS is summarized at the end of the chapter.
4.1 Summary of Monitoring Activities
Details of each monitoring system component were presented in Chapter 3 and summarized in Table 1.
During the course of the 19-month monitoring period (March 2015 through September 2016), 15 site visits
were conducted, one per month for the first year and every other month thereafter. For each site visit, the
research team documented visual observations with notes and photographs, recorded crack gage data,
performed inclinometer readings, and collected data that had been logged for the vibrating wire
piezometer and earth pressure cells. In addition to research team site visits, the City of Columbia survey
crew visited the site every three months during the monitoring period and surveyed the abutment face
targets, corners of the bridge, and settlement plate rods.
4.2 Visual Observations and Crack Gages
Visual observations were documented with each site visit. Most of the observations were consistent with
a bridge performing well in its early service life; “no apparent change since last site visit” was a common
note. However, three sets of observations are noteworthy: (1) a high water event in early July 2015, (2)
potential shifting of the scour protection at the downstream (west) corner of the south abutment, and (3)
cracks that developed at the top of all four wing walls. Each set of observations is discussed below.
In late June and early July 2015, a series of rain events in Boone County led to a significant water level
increase in the North Fork of Grindstone Creek as shown in Figure 53. During the site visit when the
photograph was taken several days after rain had stopped, the creek level was observed near the top of
the rip rap, approximately 3 ft above the normal level. The normal creek level is just above the reinforced
soil foundation as shown in figures throughout Chapter 2. Water marks on the CMU blocks shown in
Figure 53 indicate the creek level had been several feet higher than its level at the time of the
photograph. The marks indicate the maximum water level was just below the abutment mid-height.
(a)
(b)
Figure 53: Rustic Road GRS-IBS during July 2015 high water event: (a) looking upstream from
atop the bridge, showing creek high up its banks and (b) looking at north abutment.
29
During a site visit in August 2015, one month after the high water event, a gap was observed between the
downstream (west) corner of the south abutment and the rip rap scour protection as shown in Figure
54(a). It is possible the gap formed in response to the high water event; it is also possible the gap was
present from the first placement of the scour protection in May 2015 since that portion of the scour
protection was underwater during June and July 2015 site visits. Regardless, observations during
subsequent site visits as shown in Figure 54(b) and Figure 54(c) have not indicated any growth in the size
of the gap nor any significant shifting in the rip rap.
(a) (c)
(b)
Figure 54: Photographs of downstream corner of south abutment: (a) August 31, 2015, (b)
February 25, 2016, and (c) September 22, 2016. A gap between the abutment face and rip rap scour
protection was first observed during the August 31, 2015 site visit, but no changes in the gap were
observed throughout the course of subsequent monitoring.
Shortly after construction, cracks were observed in CMU blocks at the top of each wing wall. All four
cracks developed approximately 10 ft back from each abutment corner as shown previously in Figure 38,
which indicates the location of crack gages that were installed to monitor the cracks. The cracks extend
from the top of the wing wall down two or three rows of CMU blocks as shown in Figure 55. The location
of the cracks corresponds to the back end of the beam seat as shown in Figure 56. It is possible the
cracks are related to the stiffness contrast between the beam seat and the surrounding GRS backfill. It is
also possible the cracks are a results of differential settlement associated with the front of the wall bearing
directly on rock while the sloping backfill rests on soil, but the constructed cut slope was steeper than 1:1.
As described in the rest of this chapter, the survey data indicate little external movement, and the
settlement plate and inclinometer data indicate little internal movement. Crack gage data are shown in
Figure 57. The data indicate little to no movement since the crack gages were placed: cracks on the east
wing walls of both abutments have spread approximately 1 mm (0.04 in.), while the cracks on the west
wing walls of both abutments have spread approximately 2.5 mm (0.1 in.)
Figure 55: Crack on east wing of north abutment wall.
30
Approximate Location
of Wing Wall Cracks
Beam Seat
Figure 56: Crack location relative to bearing bed. Drawing is from Rustic Road plans included as
an appendix to this report; annotations are original. As-constructed cut slope was steeper than
1:1.
Figure 57: Crack gage data for each wing wall: (a) northeast, (b) northwest, (c) southeast, and (d)
southwest. For each gage, initial (installed) and final (September 22, 2016) locations of the gage
crosshair is shown.
31
4.3 Survey Results
Results of surveying are plotted in Figure 58 and Figure 59. Figure 58 shows settlement (vertical), with
positive settlement indicating downward movement, and Figure 59 shows lateral (horizontal) movement.
For each figure, there are eight plots, with all left-side plots representing north abutment data and all right-
side plots representing south abutment data. For each figure, the top two plots represent data from
survey points near the surface of the bridge, including the four corners of the bridge deck as well as the
inclinometer casing. The second two plots represent data from the top row of survey markers installed on
the wall face (Figure 37), the third two plots represent data from the middle rows of survey markers, and
the bottom two plots represent data from the bottom row of markers.
Lateral movement values were calculated as the Pythagorean sum of the changes in northings and
eastings between the two surveys:
Lateral Movement = �(𝑥𝑥 − 𝑥𝑥0 )2 + (𝑦𝑦 − 𝑦𝑦0 )2 , where
𝑥𝑥 = northing
𝑥𝑥0 = initial northing
𝑦𝑦 = easting
𝑦𝑦0 = initial easting
Internal movement measurements are included in the figures for the sake of comparison. Settlement data
from settlement plate surveys are included in Figure 58 for the north abutment plots. Similarly, lateral
movement data from inclinometer probe readings are included in Figure 59 to facilitate comparisons
between survey data and inclinometer data. Settlement plate data is discussed further in Section 4.4
below, and inclinometer data is discussed further in Section 4.5 below.
The results of Figure 58 and Figure 59 indicate vertical and lateral movement of both abutment wall faces
was negligible during the monitoring period. The results indicate up to 1.5 in. of vertical movement and up
to 5 in. of lateral movement for points near the ground surface, but the ground surface data is highly
variable and contradicted by results from internal movement devices (i.e. the top settlement plate and
inclinometer probe results near the top of casing), which show negligible movement. It is reasonable to
conclude Rustic Road GRS-IBS has not experienced significant external movement. The survey results
are discussed in greater detail below.
For both abutments, settlement was less than 0.25 in. for all survey markers on the abutment faces while
survey results for points near the ground surface indicate about 1 in. of settlement. However, the survey
data for surface points varies considerably with time, especially compared to the survey markers on the
face of the abutments. It is possible the surface of the bridge did indeed settle about 1 in., but it is also
possible 1 in. is within the accuracy of the surface measurements since the bridge corners were not
marked with permanent survey markers. The latter possibility is supported by the results of settlement
plates, which settled only 0.25 in. If the surface had in fact settled 1 in., additional settlement would be
expected for at least the top settlement plate.
A similar trend is noted in the lateral movement results: variable results at the ground surface indicating
significantly more movement than was observed for the abutment face markers. For both abutments,
lateral movement indicated for survey targets installed on the abutment faces was less than 0.5 in. for all
surveys. However, for both abutments, survey results for points near the ground surface indicate as much
as 5 in. of lateral displacement, although values were generally between 1.0 and 1.5 in. Variability of the
surface data is considerable, and even greater than indicated by the top two plots of Figure 59 because of
the definition of lateral movement provided above. For instance, the results for the northwest corner of the
bridge indicate the corner moved about 1 in. northwest before moving back southeast, 5 in. past the point
where it started. This is likely a result of the survey accuracy for surface points as discussed above,
especially since the inclinometer probe data near the surface for both abutments indicated less than 0.2
in. of movement.
32
(a) (b)
(c) (d)
(e) (f)
(g) (h)
Figure 58: Settlement from survey data: (a) surface of north abutment, (b) surface of south
abutment, (c) upper markers of north abutment, (d) upper markers of south abutment, (e) middle
markers of north abutment, (f) middle markers of south abutment, (g) lower markers of north
abutment, and (h) lower markers of south abutment. Positive settlement is movement downward.
33
(a) (b)
(c) (d)
(e) (f)
(g) (h)
Figure 59: Lateral movement from survey data: (a) surface of north abutment, (b) surface of south
abutment, (c) upper markers of north abutment, (d) upper markers of south abutment, (e) middle
markers of north abutment, (f) middle markers of south abutment, (g) lower markers of north
abutment, and (h) lower markers of south abutment.
34
4.4 Settlement Plate Results
Figure 60 is a plot of settlement plate results based on surveying the settlement plate rods. The data
fluctuate between 0.25 in. of settlement and 0.25 in. of upward movement. Based on these results, it is
reasonable to conclude there is negligible settlement within the GRS backfill and 0.25 in. is the
approximate accuracy of surveying the settlement plate rods. These conclusions are supported not only
by the magnitude of settlement values, but also by the lack of any trend toward movement in one
direction and by inconsistencies between the different plates. For instance, the middle plate indicating
upward movement while the bottom plate indicates settlement, and the upper settlement plate moving
less than either of the other plates.
Figure 60: Settlement of settlement plates, as determined by survey results.
4.5 Inclinometer Results
Internal lateral deflection results interpreted from the inclinometer probe for the north and south
abutments are shown in Figure 61 and Figure 62, respectively. (Information regarding the installation and
and operational theory of inclinometers was presented in Section 3.2.) The top two plots for each figure
show the absolute shape of the inclinometer casing, with the left plot reflecting the shape in a plane
perpendicular to the creek (i.e. parallel to the centerline of the roadway) and the right plots reflecting the
shape in a plane parallel to the creek (i.e. perpendicular to the centerline of the roadway). The bottom two
plots for each figure show the change in inclinometer casing shape relative to the initial reading, using the
same directions as for the top two plots. Each data series in the bottom two plots therefore represents the
difference between the corresponding data series in the top plot and the initial data series in the top plot.
The results of Figure 61 and Figure 62 indicate the lateral deflection that occurred during the monitoring
period was negligible. For the north abutment, the installed casing shape was slightly curved, with the top
of casing about 1 in. from vertical. The casing shape did not change significantly throughout the
monitoring period; the greatest change in profile occurred at the top of the casing and was less than 0.2
in. Similar results were obtained for the south abutment. The installed casing shape was nearly vertical,
with the top of casing less than 0.5 in from vertical. The greatest change in profile for the south abutment
casing also occurred at the top of casing and was less than 0.4 in.
35
Figure 61: Inclinometer results for north abutment: (a) casing profile in direction toward creek, (b)
casing profile in east-west direction, (c) change in casing profile in creek direction, and (d) change
in casing profile in east-west direction. The data in plots (a) and (b) represent the absolute shape
of the casing, and the curvature is dominated by the installed shape of the casing. The data in
plots (c) and (d) represent the relative change in casing shape since installation and indicates
negligible movement.
36
Figure 62: Inclinometer results for south abutment: (a) casing profile in direction toward creek, (b)
casing profile in east-west direction, (c) change in casing profile in creek direction, and (d) change
in casing profile in east-west direction. The data in plots (a) and (b) represent the absolute shape
of the casing, and the curvature is dominated by the installed shape of the casing. The data in
plots (c) and (d) represent the relative change in casing shape since installation and indicates
negligible movement.
37
4.6 Earth Pressure Results
Total stresses from the earth pressure cells throughout the monitoring period are plotted in Figure 63.
Perhaps most evident from the time-series data is a cyclical trend for each earth pressure cell. The
pressure cycle appears to have a time period of one year. The cause for the cyclical trend is most likely
temperature, which follows a similar trend. Figure 64 shows the total stress measured by one of the
instruments, EPC-5, versus the temperature measured by the thermistor in the same instrument. Indeed,
there is a strong correlation between temperature and measured total stress. It is not clear whether the
temperature effect is real, perhaps due to thermal expansion of the girders, which are constrained by the
anchor bolts, or simply an internal effect associated with the earth pressure cell devices. Although a
manufacturer-supplied temperature correction factor has been applied to the results shown in Figure 63,
the factor only accounts for the effect of temperature on the cell itself, not the effect of temperature on the
installed system that includes not only the cell but also the surrounding compacted soil (Geokon, 2011).
In a study for the National Research Council of Canada, Daigle (2003) found that manufacturer
temperature effect factors “largely underestimated the temperature effect.”
The effect of temperature can be removed from the results of Figure 63 by using the calculated slopes of
the pressure-temperature lines (Figure 64) and the measured temperatures with time. Implementing such
math assumes that the response shown in Figure 64 is strictly the effect of temperature on the installed
earth pressure cell systems rather than any actual load increase due to temperature. One could argue
such an assumption is unwise. Nevertheless, the results after removing the effect of temperature are
presented in Figure 65. The results with (Figure 63) and without (Figure 65) temperature effects are
useful for bounding the effect of temperature. It is also noteworthy that after removing temperature
effects, the observed total stresses from all six cells are all relatively constant during the monitoring
period, except for a gradual decrease in EPC-3 and EPC-4 during the last six months of monitoring.
Figure 63: Earth pressures (total stresses) in north abutment from vibrating wire earth pressure
cells. Cells EPC-1 and EPC-2 were installed near the bottom of the abutment backfill; each of the
other cells was installed beneath one of the bridge girders (Figure 47). Daily precipitation records
from nearby weather stations were averaged, and the result is shown atop the graph.
38
Figure 64: Earth pressure versus sensor temperature for EPC-5. Sensor temperature is measured
by a thermistor housed inside the instrument.
Figure 65: Earth pressure results after correcting for the effect of temperature using the observed
pressure-temperature slopes like the one shown in Figure 64.
Other observations regarding the earth pressure data are noteworthy:
• Earth pressure measurements were not strongly influenced by precipitation events. As noted in
the visual observations section above, the creek level was never high enough to result in
buoyancy forces on the bridge girders.
39
• Measurements from EPC-3 and EPC-4 experienced two sudden increases and one sudden
decrease in the first two months of operation. It is difficult to explain the cause of the sudden
changes, but the net effect is likely less significant than one might assume based on inspection of
the magnitude of the individual changes. The stresses in EPC-3 and EPC-4 are approximately
1000 psf greater than those in EPC-5 and EPC-6 both before and after the changes.
• EPC-3 through EPC-6 are each loaded by the weight of half of one of the bridge girders, which
corresponds to a stress of approximately 1200 psf. After correcting for temperature effects, the
observed stresses in EPC-3 through EPC-6 were all lower than the anticipated stress from the
weight of the girders, although EPC-5 and EPC-6 measured stresses of approximately 800 psf.
• After accounting for the effect of temperature, the pressure recorded in EPC-1 and EPC-2 was
greater than the pressure recorded in EPC-3 through EPC-6. This is consistent with the
anticipated stress profile within the abutment: EPC-1 and EPC-2 should be subjected to loading
from the weight of the girders as well as the weight of the overlying GRS abutment. Estimating
the load from the girders to EPC-1 and EPC-2 is difficult because of the stress distribution within
the GRS backfill. The stress due to the weight of backfill alone (ignoring girder weight) is
approximately 1500 psf, assuming the backfill weighs 125 lb/ft3. EPC-1 and EPC-2 both
measured approximately 1500 psf. Measurements for EPC-1 and EPC-2 are therefore lower than
anticipated (since the girder weight would result in stresses greater than 1500 psf). This is similar
to the observation of low measured stresses for EPC-3 through EPC-6.
• The cyclical pressure trend is less pronounced for EPC-1 and EPC-2 than for EPC-3 through
EPC-6. This is consistent with the temperature effect hypothesis: EPC-1 and EPC-2 are at
greater depths and therefore more insulated from surface temperature fluctuations.
4.7 Piezometer Results
Pore water pressure results from the vibrating wire piezometers are plotted in Figure 66. The signal for
one of the piezometers, PZ-5, became unstable about two months after the end of construction. The
observed pore pressures are mostly consistent with time, but several locations show peaks that appear to
be in response to precipitation events. The peaks dissipate quickly, which indicates the GRS backfill is
freely draining, as designed. To examine the drainage more quickly, pore pressure data during one
precipitation event is plotted in Figure 67. Indeed, the pore pressures generated in response to the
precipitation event dissipate within six hours of the event.
The measured pore pressures appear to mostly be a function of the vertical location of the piezometer
within the backfill. (Locations of the piezometers were shown in Figure 51.) PZ-1 through PZ-3 are
located near the bottom of the abutment, approximately at the normal creek water elevation. These
instruments typically recorded pore pressures of approximately 100 psf, a relatively small value
corresponding to about 1.6 ft of water. The other piezometers were located above the normal creek water
level and, as expected, recorded pore pressures around zero. The responses to rain events were also
influenced by instrument height, with PZ-1 through PZ-3 showing strong responses to precipitation
events, PZ-4 (6 ft above the bottom of the abutment) showing less strong and less frequent responses,
and PZ-7 (9 ft above the bottom of the abutment) responding slightly to one precipitation event.
40
Figure 66: Pore water pressures in north abutment from vibrating wire piezometers during
monitoring period. The signal for PZ-5 became unstable approximately two months after the end
of construction. For instrument locations, refer to Figure 51. Daily precipitation records from
nearby weather stations were averaged, and the result is shown atop the graph.
Figure 67: Close examination of change in pore pressures during one precipitation event. The
signal for PZ-5 became unstable approximately two months after the end of construction.
41
4.8 Summary of Observed Performance
Monitoring activities during the 19-month monitoring period included visual observations and land
surveying as well as measurements from settlement plates, inclinometers, earth pressure cells, and
piezometers. Visual observations included documentation of a significant high water event, some
potential shifting of scour protection that was deemed minor, and cracks that developed at the top of each
wing wall. The cracks were monitored with crack gages, which all indicated very limited further movement
after the initial observation. Land surveying results indicate external movement of the survey targets on
the abutment wall faces was negligible during the monitoring period. Some movement was recorded for
survey points on the surface of the bridge, but the movement values are likely a result of survey accuracy
for the surface points, which were not established with permanent markers like the targets on the wall
face. Internal movement of the GRS backfill was also negligible, as measured via settlement plates and
inclinometers. The response of earth pressure cells appears to be dominated by temperature effects, but
the measured pressures are otherwise reasonable and were not strongly influenced by precipitation
events. Piezometers indicated pore pressures near the bottom of the GRS backfill spiked during
precipitation events, but dissipated within six hours, indicating the backfill is freely draining as designed.
42
5. Conclusions
The predominant conclusion is that Rustic Road GRS-IBS is performing as intended: external and internal
displacements are negligible, and the backfill is typically dry and drains freely after precipitation events.
Cracking was observed atop the wing walls shortly after construction, but the cracks have not expanded
in the ensuing 19 months. Other observations and recommendations from the monitoring of Rustic Road
GRS-IBS include:
• Survey, settlement plate, and inclinometer measurements generally indicated negligible

movement. The only exceptions are results from some surveys of some points near the surface of
the bridge, but results for those points were highly variable and typically inconsistent with nearby
measurements. Permanent survey targets should be used for all survey points to improve the
accuracy and repeatability of survey results.
• The settlement plate design appears to have functioned as intended.
• Settlement plates and inclinometers are effective methods for measuring internal displacements
when the devices are installed properly.
• Earth pressure cell measurements appear to have been strongly influenced by the temperature
within the GRS backfill. After removing the effects of temperature, the measured stresses were
relatively constant with time and relatively consistent with respect to location within the backfill;
however, all of the measurements were somewhat lower than anticipated.
• Vibrating wire piezometers were an effective method of measuring pore pressures within the GRS
backfill. Measurements indicated the backfill drains quickly in response to precipitation events.
43
References
Adams, M., Nicks, J., Stabile, T., Wu, J., Schlatter, W., and Hartmann, J. (2012). Geosynthetic Reinforced
Soil Integrated Bridge System Interim Implementation Guide. U.S. Department of Transportation,
Federal Highway Administration, Report No. FHWA-HRT-11-026, Washington D.C., USA.
Adams, M., Nicks, J., Stabile, T., Wu, J., Schlatter, W., and Hartmann, J. (2011). Geosynthetic Reinforced
Soil Integrated Bridge System, Synthesis Report. U.S. Department of Transportation, Federal
Highway Administration, Report No. FHWA-HRT-11-027, Washington D.C., USA.
Daigle, L. and J.Q. Zhao (2003), Assessing Temperature Effects on Earth Pressure Cells, Report to the
National Research Council of Canada Institute for Research in Construction, IRC-RR-131.
Geokon (2013a), Instruction Manual: Model 4580 Vibrating Wire Pressure Transducer, Document Rev. N,
June 2013.
Geokon (2011), Instruction Manual: Models 4800, 4810, 4815, 4820, and 4830 Vibrating Wire Earth
Pressure Cells, Document Rev. M, September 2011.
Geokon (2013b), Instruction Manual: Model LC-2x16 16 Channel Vibrating Wire Datalogger, Document
Rev. N, October 2013.
Slope Indicator (2011), Digitilt Inclinometer Probe 50302599 Manual, November 2011.
Wu, J.T.H., T.Q. Pham, and M.T. Adams (2013), Composite Behavior of Geosynthetic Reinforced Soil
Mass, U.S. Department of Transportation, Federal Highway Administration, Report No. FHWA-
HRT-10-077, Washington D.C., USA.
44
Appendix – Bridge Plans for Rustic Road GRS-IBS
A-1
BOO·NE COUNTY, MISSOURI
LOCATION PLAN PROJECT LOCATION RUSTIC ROAD
SECTION 16
TOWNSHTP 48 NORTH
RANGE 12 WEST . BRIDGE REPLACEMENT
FEDERAL PROJECT NO. lBRD 9900(592)
BOONE COUNTY COMMISSION
Daniel K. Atwlll
Janet M. Thompson Karen Miller
CHIEF ENGINEER OF RESOURCE MANAGEMENT
~L? lA
D~rjn Cofupbell, P.E.
-tµd/fl
KEY MAP
(NDEX OF SHEETS
SHEET
DESCRIPTION NUMB.ER
TITLE SHEtT 1
DESIGN DES.IGNATltlN
GENJ':RAL NOTES AND QUANTITIES 2
ADJ ... . . .. . <'400
Cl!RRENT RUNNING SPEED 30 mph ROADWAY DRAWINGS
PROPO$EQ DESIGN SPE;ED 20 mph
CART ROAD NUMBER . . 3.,31 TYPICAL Sf:CTJONS 3
FUNCTIONAL CLASSJFICATION Run:il Local
'R.tGHT OF WAY ANO EASEMENT PlAN 4
LENGTH OF PROJECT
MAINTENANCE OF EXISTING TEMPORARY BYPASS PLAN
ROADWAY PLAN-PROFlL,i:
5
6 ; ,w....
BEGIN STATION 10+65 ± ROADWAY PLAN AT· SRIDGE 7 w
ENO STATION .
PROJECT LENGTH
13+00
0,045
±
miles TRAl'TIC CONTROL 8
:c
(I)
EROS10N. CONTROL PLAN 9 .w
LEGEND UTILITIES CROSS SEdTION$ 10-13 .j:!
{USED IN PLANS) DRAWINGS .FOR !3RIOGE NO, 3:1100041 i=
EXISTING PUBLIC WATl:iR SUPPLY DISTRICT NO, g ElEVAl}ON AND PLAN 14
OF BOONE COUNTY .
391 NORTH RANGELINE ROAD GEOSYNTHETIC REINFORCED S,OIL SYSTEM 15
LOCATION SURVEY MARKER . COLUMBIA, MO 65201 ..
UTILITIES PH. 573....:474~9521 NORTH ABUTMENT .PLAN AND ELEVATION 16
UTILITY POLE COLUMBIA POWER AND LIGHT
--T- SO\JTH ABUTMENT PLAN AND ELEVATION 17
UNDERGROUND TELEPHONE 701 E. BROADWAY
OVERHEAD POWER -OHt:- COLUMBIA, MO 65201 D!cTAILS OF ENO BENTS .AND DEAOMAN ANCHORAG.E 18
WATER . . . •N···.
BOONE COUNTY SEWt'.R BRIDGE: lYPICAL SECTIONS 19
WATER VALVE 1314 NORTH SEVENTH STREET
COLUMBIA, MO 65201 C()RRAL .RAIL .2.0
CROUND· MOUNTED $1GN 573-443-2774
Gl;:OTl;:CHNICAL DATA
TELEPHONE PEDESTAL
:.''::.\
~!~T~~fR~~\TREET BORING LOG SHl:ET NOS. 1-2 21
FENCE
C.0UJM8JA, MO 65201
PH. 573-886-.3336 BORING LOG SHEET NOS. 3-4 22
BENCHMARK
FINAL PLANS
JULV,2014
Final General Notes:
Estimated Quantities (Roadway) Quantities Design Specifications:
** Mobilization Lump Sum 1 2002 - AASHTO 17th Edition (Seismic)
Load Factor Design
Contractor Furnished Surveying and Stoking Lump Sum 1 Seismic Performance Category A
2011 - Geosynthetic Reinforced Soil Integrated Bridge System Interim
Removal of Improvements Lump Sum 1 Implementation Guide FHWA-HRT-4-026.
Clearing and Grubbing Lump Sum 1
Maintenance of Temporary Bypass Lump Sum 1 Fo2g1r1d~ f~~i~fo 0 ~~D 6th Edition and 2013 Interims
Load and Resistance Factor Design
Removal of Temporary Bypass Lump Sum 1
Design Loading:
Construction Signs Square Foot 181.5 HS-20-44 (LFD Superstructure, LFD Substructure)
Type Ill Movable Barricade 2 35#/Sq. Ft. Future Wearing Surface
Each Earth 120 #/Cu. Ft., Equivalent Fluid Pressure 45#/Cu. Ft.
Type Ill Movable Barricade w/ Light Each 2
Design Unit Stresses:
Type 5 Aggregate for Base 4" Thick Square Yard 233 Class B Concrete (Substructure/ f'c = 3,000 psi
8" Thick Asphalt Pavement Square Yard 233
Class 8-1 Concrete (Corral Roi)
Class A-1 Concrete (Superstructure,
except Corral Rail/
f'c
t'c
=
=
4,000 psi
5,000 psi
Bridge
Replacement .~ ..--i
...m ••• .
4" Thick Gravel Pavement Square Yard 100 = 60,000 psi on Rustic
Silt Fence Linear Foot
Reinforcing Steel Grade 60) fy a "
0
[
383 Sr t al t A709 Grade 36) fy = 50,000 psi Road a
a z
eo exti e a ric: 5
Type I Ditch Check Each 7 over North ~ ii
- Minimum Tensile Strength
Fork a ~
Type II Ditch Check
Sediment Removal
Each
Cubic Yard
5
10
- Tensile Strength
GRS Backfill Material:
@ 2% Strain (see JSP's)
AASHTO No. 89 Clean, Crushed Angular Stone (See Table Below)

Grindstone
Creek
lal
•• ~~~
z
;;
I
Perm Erosion Control Geotextile (Rip Rap) Square Yards 214
Black Wall:
~~,:. i~
i:j,i~
* Furnishing Type 2 Rock Blanket Cubic Yard 72 For Details of blocks not shown in plans, see Job Special Provisions.
CMU= Concrete Masonry Unit ~~g ~
e
* Placing Type 2 Rock Blanket Cubic Yard 72
Excavation:
=~~~
wGCICI
Type Ill Object Markers Each 12
*** Restoration Lump Sum 1
Comply with Occupational Safety and Health Administration (OSHA)
for all excavations.
t~~;
! Joint Filler:
~~~,
2;;;§ I
"
..
All joint filler shall be in accordance with Sec 1057 for preformed
sponge rubber expansion and partition joint filler, except as noted, lal ~:~1 ~ ~
~
Reinforclng Steel:
Minimum clearance to reinforcing steel shall be 1 1/2 ", unless .J ~~Cl
ii~~
~
[
~
Estimated Quantities (Bridge) otherwise shown.
"""
.-··i I
wzii: i
mDj:
gj" Traffic Handling: au
Removal of Bridges (3310004) Lump Sum 1
a!
m Close road at bridge during construction and maintain temporary bypass. "
Class 2 Excavation in Rock Cubic Yard 34 See Traffic Control Plan on sheet no. 8.
<( ~ ii
~
LOCATION SKETCH
Ia: ****
Geosynthetic Reinforced Soil System (GRS)
Pre-Engineered Superstructure
Corral Rail
Lump
Square
Linear
Sum
Foot
Foot
2
1284
107
Miscellaneous:
"Sec" refers to the sections in the Missouri Standard and supplemental
Specifications unless specified otherwise.
Utility
m •i
High strength bolts, nuts and washers may be sampled for Pole
~ quality assurance as specified in Sec 106.
§
le
~ u,
w
Ia: j::
HYDROLOGIC DATA
I j::
Iz GRS Abutment Open-Graded Backfill (AASHTO No. 89} Drainage Area = 6.45 Square Miles
I
z
Edge o f ~
~ U.S. Sieve Size Percent Passing
Povemen ~ j <(
BACKWATER/BASE FLOOD DATA (100 YR)
1/2 Inch 100
::::>
Gradation
(AASHTO M-43)
3/8 Inch
No. 4
90-100
20-55 High Water Elev. = 688.53 I
I
a
lm
No. 8
No. 16
No. 50
5-30
0-10
0-5
Design Discharge = 6,400 cfs
Esfimated Backwater= 0.84 ft.

0
z
i (A~J~+3' !f'!i~) <(
I \~I) Pl ::;; 6 Ave Velocity thru Opening = 7.64 ft./s
j Control Point 101 /BM Control Point 102/ BM 2 u,
w
_J
~ Soundness
The backfill shall be substantially free of shale or other poor
durability particles. The material shall have a magnesium
/1\ FREE BOARD
N: 1130161.7400 N: 1129633.390 ....
----- -
(AASHTO T-104)
~ sulfate loss of less than 30 percent after four cycles (or a
sodium value less than 15 percent after five cycles)
Design Frequency = 25 (year) E: 1701659.0880 E: 1701673.301
0
'ii Elev. 684.26 Control Point 104 Elev. 708.78
"'c - Design Discharge = 54,400 cfs z
£
Min. Internal Friction Angle
( 42' I--- Freeboard = -2.99 ft.
Cut X in Concrete of Manhole
Structure Approximately 11-60'
..J
1
;
Notes:
"-......../ Design High Water (DHW) Elev. = 686.91 SE of CP 101 and 890
Northeast of CP 102 c2
? ROAOWAY OVERTOPPING w
~ All construction materials and methods shall comply with the latest edition of the Missouri
N: 1130398.3850 z
<O Standard Specifications for Highway Construction and the Missouri Standard Plans for
Design Elev.(1' Below Shoulder) = 685.87 E:1702129.1190
Elev. 690.12
w
Highway Construction unless specified otherwise. (!)
[ The Contractor shall maintain proper drainage and erosion control at all times during construction.
Design Discharge = 2000 cfs
Design Frequency > 4 (year)
i
;:;,
The locations of existing utilities are shown for informational purposes only and are not guaranteed to be accurate or complete.
It is the responsibility of the Contractor to contact all necessary utility companies and obtain utility staking prior to the start
e'
'.;- of construction.
" Contractor shall repair or replace any fencing or gates removed or damaged during construction activities to equal or better
than existing condition. Work shall be done to the approval of the affected land owner and the Engineer. Payment for this work Permanent Erosion Control
..e
m
c
shall be included in the pay item for "Removal of Improvements".
Geotextile (keyed into riprap)
Q (*) Materials, construction requirements and payment for both Furnishing and Placing Type 2 Rock Blanket shall be in
accordance with Sec 611 and the Job Special Provisions.
(**) Mobilization will include demobilization and any expenses required for coordination with utilities.
(***) Restoration shall conform to the Job Special Provisions. Permanent Erosion Control Geotextile above concrete SEALED DATE: 08/29/14 •
Between Riprap And Bank Soils ~
(****) Square Feet of Bridge quantity shall not exceed plan quantity. encasement '//. DESIGNED BY: TDL
DRAWN BY: MSS i
RAG ~
DETAILS OF RIPRAP WITH GEOTEXTILE DETAILS OF RIPRAP WITH GEOTEXTILE APPROVED BY:
DESIGN PROJ: 16137.110
(Type 2 Rock Blanket) (Type 2 Rock Blanket in front of abutments) SCALE: AS NOTED •w
DATE: AUGUST 2014 ~
Note: This Drawing is Not to Scale. Follow Dimensions DRAWING NO: NONE
g
SHEET NO: 2 of 22
•
VARIES 3'-6"-0'
(At Max 15:1 Taper)
--..
'----.."
Existing J'----.. '- - .

Grade
1~" BP-1 Surface Course
EXISTING TYPICAL SECTION 6~" Plant Mix Bituminous Course 1-

STA. 12+03.14 TO 13+00.00 4" Type 5 Compacted Aggregate Base rn
bl
PROPOSED TYPICAL SECTION
SOUTH ASPHALT SECTION
7'-6" 7'-6" VARIES 0'-3' STA. 12+09.60 TO 12+40.95
q;_ Roadway---------.....
~ .. ~~-----~03======::r---.:_5:7
4.0% (< v,ili'tt
\)11'--i-",,--c===--------
i.__ci:.\,,, / /
a\'<--S ,,,, Asphalt Pavement
7 ,l,t,S
"" "!"')
~------
_________ '11'--'',,,, _,.,....,,.....
7'-6" 7'-6"
q;_ Roadway
EXISTING TYPICAL SECTION

STA. 10+65.00 TO 11 + 75.74
Existing\
Grade __\_
4" Thick Aggregate Surface

GRAVEL
VARIES 0'-3'-6" VARIES 0'-3'-6" STA. 12+40.95 TO 13+00.00
At Max 15: 1 Taper 7' -6" 7' -6" At Max 15:1 Taper
--} < Roodwoy

~ 2.0% Max 2.0% Max ..
2.0%
,,,, ,,rc!:c===========f:-==1=======i====~
5'-0" 5'-0"
:','.\
,,,,,,
___ _,,,,,,1~" BP-1 Surface Course q;_ Roa way
/------
6~" Plant Mix Bituminous Course /
4" Type 5 Compacted Aggregate Base =:::::i----:::;>

,,,,,,---c~=2=.0=%=o=2=.0=%=o
/
/
::,·.\
Existing\
Grade __ \_
4" Gravel
m
c
1
NORTH ASPHALT PAVEMENT
STA. 10+65.00 TO 11 +56.14 PROPOSED TYPICAL SECTION
TEMPORARY BY-PASS SEALED DATE: 07/22/14 <e
0
STA. 0+00.00 TO 2+41.00 DESIGNED BY: TDL
DRAWN BY: MSS
I Note:
Any materials, labor or other items associated with grading, required to
construct the typical sections, outside of the limits of the GRS Abutment, shall
Note:
Proposed typical section for temporary by-pass shall be used, if required, to
maintain the bypass in a traversable condition for the entire length of time
0
~--;.1
5'
APPROVED BY:
DESIGN PROJ:
SCALE:
RAG
16137.110
AS NOTED m
!i
Ji!
SCALE: 1" = 5' DATE: JULY 2014
be incidental to the project. the bypass is required, per the approval of the engineer. 11t~
DRAWING NO: NONE ii:'
SHEU NO: 3 of 22
.. -~· ".! -·- •
\
\
\ \ '\ \
LEGEND
\
\
\
\ '''' , ''
CONCRETE -~$>-------
\
\
\
'. '.
' '· .'
\ '
'
\
\ \ 1111 ASPHALT
\ '· '\ 0 20' 40'
~ GRAVEL
\ \ \ \
Li-- I I
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\ \
SCALE: 1• - 20'
\ '\ PERM. UTIL. ESMT.
'%~\ \ ,:'\\.,",, Area
'b \ '%,. \ \ \ \ . . TEMP. CONST. ESMT. AREA
\\\\\ TOTAL TRACT TCE PUE

TRACT REMAINING
(ACRES) (Ff') (Ff')
\\ ' ',
I 65.74 6258 2160
(ACRES)
65.74
\ 2 77.12 6916 77.12
\\
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\·· .... "•· .?j, \ '. \ \
OWNERS: PETER A.. ANSBACHER, TRUST~E OF ~TER 1\·

\ ' ' '
'
ANSBACHER TRUST NO. 1 \ £} \
DEED IN BOOK 832 PAGE'~ \ , \
E \
~
\,'
/\ '
OWNERS: PETER A. ANSBACHER, TRUSTEE OF PETER A.
ANSBACHER \
/
\ ANSBACHER TRUST NO. 1
TRACT \
\
! \ DEED IN BOOK 832 PAGE 8
(D \ i i~.~~i-~ Id
\ :PERMANEN;r ANSBACHER
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,\ EASEMENT \ TRACT
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CONSTRUC([ON EASEMI'~,' . ', \ \ '-._ \
OWNERS: DONALD E. AND SABRA G. PITTENGER, EASEMENT •· .. ·._,, . ., ...
0::
PITTENGER FAMILY TRUST
DEED IN BOOK 2602 PAGE 145 '' \\ \
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SEALED DATE:
DESIGNED BY:
07 /22/14
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DRAWN BY: MSS ~
APPROVED BY: RAG

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SCALE:
DATE:
AS NOTED
JULY 2014 !
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DRAWING NO: NONE fr.
SHEET NO: 4 of 22
LEGEND
ANSBACHER
TRACT
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ASPHALT
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ANSBACHER
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Notes:
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Once the contract has been awarded the contractor shall assume all responsibility for issues associated with the temporary <C ii::ftl5
LL D..al., 0 8
bypass including but not limited to maintaining the bypass In a condition equal to or better than existing. The contractor is cow
also responsible for resolving any traffic control issues in relation to the temporary bypass and as stated.in the Job Special 0 >- <( ct:: z
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Provisions. w CQ tt::...Jo
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See Sheet No. 8 for Temporary Traffic Control required for the Temporary Bypass including contractor requirements
associated with potential two-way traffic on a one-way road.
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See Sheet No. 9 for details of Erosion Control not shown here. z
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All work associated with furnishing and placing Special Fill for Grading will be considered completely covered by the I- 6
contract Lump Sum price for "Maintenance of Temporary Bypass". z §
All work associated with removing Special Fill for Grading will be considered completely covered by the contract Lump Sum <C
price for "Removal of Temporary Bypass". ~
~
See Job Special Provisions for details of Special Fill for Grading. ~
,,,,,''\~NIIM1.1,,,,,,,, 'g
If required, use Geotextile Fabric between Special Fill areas and normal fill areas to keep Special Fill clean. Use Geotextile .:,' ~~------~q,(', i
i~.l,11MOTHY0. ~\~%
Fabric between the gravel driving surface and Special Fill.
For Limits of Construction and utility easements and property owner information see Sheet No. 4. \
-L, NUMBER ~ )••J- r
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The note "Do Not Disturb Ditch" does not apply to the required erosion control measures.
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TI-IIS SHEEf HAS BEEN
SIGNED, SEALED ~D DATED
ElECTRONICAl..lY.
SEALED DATE:
DESlGNED BY:
07/22/14
TDL
.
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0 DRAWN BY: MSS
l APPROVED BY:
DESIGN PROJ:
SCALE:
DATE:
16137.110
AS NOTED
JULY 2014
RAG
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DRAWING NO: NONE
SHEET NO: 5 of 22
BAR 15 ONE INCH ON OFFICIAL DRAWINGS. 0 !"
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LEGEND
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CONCRETE
ANSBACHER ASPHALT 0
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For limits of temporary construction easements see sheet no. 4. ..JZ Ill-, u g
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DATE: JULY/2014 i
10+00 11+00 12+00 13+00 14+00 14+25 DRAWING NO:
NONE ~
SHEET NO! ~
6 of 22 ~
BAR IS ONE INCH ON OFFICIAL DRAWINGS, 0 1"
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' ' ' rm ($,r---i..... Notes:
\ ' '0 10' ' 20'
Any work indicated on the plans that extends
beyond the project limits is considered incidental to
\
\ ~ I , I and a part of the construction of this project.
10' ' . . .
\
\ See Erosion Control Sheet for Erosion Control
\ ' details not shown.
\f '
\
: \ OWNERS: PETER\A. ANS,B, ACHER, The existence and approximate locations of utility
\ TRUSTEE facilities, as shown on the plans, are based on the
\ DEED BK 832, PG 8 .best information available at this time. This information
\
i~.. provided "as-is" and Boone County expressly
disclaims any representation or warranty as to the
·· .. C.Of!l.Pleteness, accuracy, or suitability of the
information .. fgr any use. Reliance upon this information 5
is done at the"'· rlsk and peril of the user, and Boone
"· "· ..C.Q.unty shall not be liable for any damages that may
arise "from ..ar:iy.. error in the information.
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Type 2 Rock Blanket (2' thick)
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OWNERS: DONALD E. PITIF;NGER AND
SABRA G. PITTENGER, CO-'JRUSTEES
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'·!;·and 122 SY of Permanent Erosion c I- w
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DEED BK 2602, PG 145 . \ 1v1 '-.\
Control Geotextile fabric
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COST OF .INSTALLING TYPE 111 OBJECT MARKERS INCLUDING\
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BREAKAWAY POSTS WJ,LL BE CONSIDERED,i<COMPLETEL Y '-_ \
COVERED BY CONTRACT. UNIT PRICE FOR 1f",YPE Ill OBJECT, \
MARKER. ', \ \ \ \
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NUMBER J
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A TOTAL OF 12. 'i:YPE 111 OBJECT MARKERS WI~ BE PLACED·,

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n-llS SHEET HAS BEEN "§"
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36" SIGNED, SEN.ED AND DATED
ElECTRONIGAU.Y.
OM-3L Ob Jee\ Mo~ker OM-3R Object Marker IN FRONT OF THE ·CORRAL RAIL ON EACH SIDE QF THE ROAD; \
'' AS SHOWN. '·, \ \ \ SEALED DATE: 07/22/14 ~
'
PLACEMENT OF TYPE Ill OBJECT MARKERS WILL BE 0:_{,lNE IN
\ ' \
\
DESIGNED BY: TDL ~
ACCORDANCE WITH MODGJ'S EPG 6f0.5 AND USING ST{) \
DRAWN BY: MSS ~
APPROVED BY: RAG ~
903.03, \\ \ \ \ "ii
DATE: JULY/2014
i DRAWING NO:
NONE
Ni-~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~--~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~--'--~~......7 -----'
SHEET NO:
of 22
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BRIDGE II .• ''II
CLOSED AT
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NORTH FORK
GRINDSTONE CREEK Ii, I!I
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60" X 30"
(Black lettering with
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NOT TO S 48" X 48" 24" X 30" 24" X 30"
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36" X 36" X 36" i ;
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ROAD WORK
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TYPE C WARNING LIGHT (TYP.) G20-2 bJ
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Notes:
CLOSED
Contractor shall comply with the Manual on Uniform Trafic R11-2
Control Devices (MUTCD) for the traffic control of this project. 48" X 30"
Cover all conflicting signs. 0*

Use a minimum sign spacing of 200' unless specified otherwise
or as directed by the Engineer. * ONE SIGN REQUIRED PER SIDE
OF CLOSURE ONLY
See Standards No. 616.10 and 903.03 of the Missouri Standard TYPE Ill MOVABLE BARRICADE ...I
Plans for Highway Construction for details not shown.
0
Contractor will be responsible for eliminating conflicts caused 0::
by opposing traffic on the temporary bypass. 1-
Placement and use of channelizers shall be per the approval z
200' 500' of the engineer. Any channelizers damaged by construction 0
activities shall be promptly replaced. Cost of replacing damaged 200' 200' 200' (..)
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channelizers will be the responsibility of the contractor.
(..)
CHANNELIZERS CHANNELIZERS
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SPACING 10' SPACING 10'
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.I. 200'
.I. 200'
CONTROL LEGEND
I. 500'
.I. 200'
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SIGN (SINGLE SIDED)
NOTES: Traffic allowed In one direction

only at any given time.
t,
DIMENSIONS IN FEET UNLESS OTHERWISE NOTED. E TYPE Ill MOVABLE BARRICADE .................................... ~
SEALED DATE: 07 /22/14 •
DESIGNED TDL t
g
(1) POSTED SPEED LIMIT PRIOR TO ROAD WORK.
TYPE C WARNING LIGHT DRAWN BY: MSS i
(2) SPACINGS MAY BE ADJUSTED AS NECESSARY TO APPROVED BY: RAG
MEET FIELD CONDITIONS.
•
PROJ: 16137.110 [·l
CHANNELIZERS SCALE:
DATE:
AS NOTED
JULY/2014 t[
"] Note: Drawing is not to scale. Follow dimensions DRAWING NO, NONE a
] L.............................................................................................................~............................................~........................................................................................................................................................~....................................................................................................................~.............................................................................................................
SHEET NO: of 22 ~
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Notes:1 ,
Efrosion Control Pia~ as shown is' ,Jhe minimum\
Additional erosion control measures may. be added I
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20'
I 11111 1 I!
durinQ construction as r~quired by the er\g.fneer. Any \
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/ Exact location of si'lt fence and ditch ch<i'qk will \
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'~etail;e~ ;t~hi2~.. 10 fo[ Temporary Erosion Control\

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DRAWN BY:
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] , SHEET NO: of 22
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NOTE:
SEE JOB SPECTAL PROVISIONS FOR DETAILS OF REMOVAL OF

SEALED DATE:
DESIGNED BY:
07/22/14
TDL
"
TEMPORARY BYPASS AND REQUIREMENTS TO RESTORE TOPOGRAPHY
0
TO EXISTING CONDITIONS. DRAWN BY; MSS
I APPROVED BY:
DESIGN PROJ:
SCALE;
DATE:
16137.110
AS NOTED
JULY 2014
RAG
ti
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DRAWING NO: NONE
ti SHEET NO, 10 of 22
s ...~.............................................................................................,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,..~...,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,..~...,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,..~...,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,.....,..-....,.....,.....,.....,.....,.....,.....,.....,.....,,
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NOTE:
SEE JOB SPECIAL PROVISIONS FOR DETAILS OF REMOVAL OF SEALED DATE: 07/22/14
TEMPORARY BYPASS AND REQUIREMENTS TO RESTORE TOPOGRAPHY
DESIGNED BY: TDL
TO EXISTING CONDITTONS.
DRAWN BY: MSS
APPROVED BY: RAG
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2+0 tl.OO- i
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. -1 DESIGN PROJ:
SCALE:
16137.110
AS NOTED
-40 -30 -20 -10 0 10 20 30 40 DATE: JULY 2014
~ DRAWING NO: NONE
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THIS SHEET 1--M BEEN
SIGNED, SEALED AND DATED
El.ECTRONICALLY.
~
SEALEO DATE: 07 /22/14 •
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DESIGNED BY, TDL ti
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~
DRAWN BY: MSS
APPROVED BY, RAG )
~ DESIGN PROJ: 16137.110 J

SCALE,
DATE:
AS NOTED
JULY 2014
'~
] DRAWING NO: NONE
t:
3 SHEET NO: 12 of 22 :J*-
0 10'
L....- I
SCALE, 1" = 10'
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...................................~~
SEALED DATE: 07/22/14
..
DESIGNED BY: TDL
0 DRAWN BY: MSS
I APPROVED BY:
DESIGN PROJ:
SCALE:
DATE:
16137.110
AS NOTED
JULY 2014
RAG
DRAWING NO: NONE

SHEET NO: 13 of 22
. j i!1
NOTES:
For General Notes, Final Quantities, and BRIDGE - RUSTIC ROAD OVER NORTH FORK GRINDSTONE CREEK ·~~! ~b
Location Sketch, See sheet No. 2
:~re·.:~':;::::,::""·
(50') STEEL TUB WITH PRECAST SLAB GIRDER SPAN
Outline of existing bridge 3310004 is indicated by
light Dashed Lines. Heavy lines indicate new work.
Type 3 NEMA Box on
Wooden Post
Place bottom of box
at Elev. 690.0 (min) Boring Log Data
:m ;~ !
ig -ii~ g ~
* Concrete encasement as shown is a cutaway view
in order to show the level course. Concrete encase-
F.F. Sta. 12+09.60
Profile Grade Elev. 686.80
@ End of Slab
The locations of all subsurface borings for 1rii~ :!
ment, as constructed shall completely enclose the
F.F. Sta. 11+56.14
Profile Grade Elev. 686.10 (Typ) Rail @ C/L Roadway this structure are shown on the bridge pla_n ·~ ~ 8 ·~
sheet for this structure. Boring data for the .....,....,................,.......... ············•···········!·····•
level course. @ End of Slab Telltales 5 Yr. H.W. Elev.
@ C/L Roadway
686.01 numbered locations is shown on Sheet
100 Yr. H.W. Elev. Nos. 21-22. The boring data for all locations
INSTRUMENTATION NOTES: 689.37
The University of Missouri will provide the contractor ··-----~ndicated, as well as any other boring logs or
with a detailed instrumentation plan. other factual records of subsurface data and ........_..........................._.
investigations performed for the design of
University of Missouri to furnish the following items: the project, will be available from the I-
Engineer upon written request. No greater m
~
- Telltales (North Bent Only) - there are a total significance or weight should be given to the
of 3 telltales, 1 installed at the footing, 1 at the lower boring data depicted on the plan sheet
X point of the abutment and 1 at the upper X point than is subsurface data available elsewhere.
of the abutment. Telltales will be installed in-line • Integration Zone
vertically through a common casing. For locations of The Engineer does not represent or warrant
E telltales see Sheet No. 18. ~ Select Granular Fill that any such boring data accurately
~ 1" (Min)----,-!-- depicts the conditions to be encountered in
- Earth pressure cells (North Bent only) - All Level Course - Level Course constructing this project. A contractor
cells to be installed with a thin layer of fine assumes all risks it may encounter in basing
aggregate above and below the pressure cells. For 0 R Type 5 Aggregate its bid prices, time or schedule of .J
~
Class 2 Excavation Ground Line
gj pressure cells below the superstructure backwall, in Rock Limits (Survey Date 2012)
performance on the boring data depicted
; cells to be installed in the Beam Seat aggregate Elev. 672.5 Concrete Class 2 Excavation here or those available from the Engineer,
Encasement * in Rock Limits
or on any other documentation not expressly
approximately 1" below the backwall. For locations
of Earth pressure cell see Sheets rs and 18. Anticipated Top of
Elev. 673.0
warranted, which the contractor may obtain. (
~
- Tensiometers (North Bent only) - Anticipated Top of Rock
Elev. 673.5
Rock Elev. 674.00 Casing for
Inclinometer
and SAA (Typ.) m
-------~
~
tensiometers shall be placed as shown on the plans.
For locations of tensiometers see Sheet No. 15.
GENERAL ELEVATION I 11i
~
i The above items will have cables which will run §
j ~~-----'~1---tlll. . . .
~ ~
through an instrumentation trench to the NEMA box. \\..
Details of the trench will be provided in the
instrumentation plan.
Type 3 NEMA Box
(Exact Location to be Determined '-82
',""' ',,,,,
,,,,
,,
. ...., .....
Class 2 Exe. in Rock Limits
Sta. 12+05.94
Offset 14' Left
Class 2 Exe. in Rock Lim1ts Closs 2 Exe. in Rock Lirrii'tat Remove Existing
z
- Inclinometer and SAA casings (both End Bents) -
Contractor is to install the casings prior to
Sta. 11 +43.63
Offset 14' Left
/
Class 2 Exe. in Rock Limi:>',,,
Sta. 11+54.61 ',,
Sta. 11+94.98 ,,
Offset 14' Left '',,,
,..._
Bridge No. 3310004
:3D..
~'-
Offset 14' Left ',,, ,,
11 construction of the substructure. Casings should be
.9' embedded in grout 1 foot into rock. Casings will be
placed outside of the pavement, if possible.
Q::I:I::I~!~~~,~ \ Fill Face of '2r. End 84
c
z
! \ End Bent No. 1 [ \
0 <(
..e~ \ Beg. Sta 11+56.14
@ Ct Roadway and
\
\
1 .o z
0
Contractor to furnish the following items: Ct Structure ~,........,.,..,~\..-,------~-~ Back of GRS
0 0
~
:g
Base Bent No. 2 ")
.::::
Fro~t of ~~cing Blocks Station 12+14.03
- Type 3 NEMA box - the minimum dimensions
~
OJ
'ii' of the NEMA box are 24" x 20" x 6" (HxWxD). No (at top of 'block wall**)
"' End Bent Ne\ 1
a direct payment will be made for the NEMA box or Sta 11+61.6~ w
t
%' associated items. Costs shall be subsidiary to the
~
project.
- Survey Markers (both End Bents) - use

\
\
\
\
End Bent No. \2
Sta 1 +04.0~
@ Roadway a,nd
tructure \
Ct Structure,
5.77375
.J
w
\
"' angled retroreflective survey markers (targets) \
\
Ct Roadway,
g"' (approximately 120 mm wide by 75 mm tall) placed \ Ct Bents & Profile
Grade
i as shown on the plans. No direct payment will be \

\ Concrete
made for survey markers. Costs shall be subsidiary \
- to the project. For locations of survey markers see 1 \ Encasement
i Sheets 16-17. '

f "'
rs will require holes to be drilled into
~ the rock. Holes will be approximately 2" in diameter Class 2 Exe. in Rock Limits,--+----""""
J and the depth will be as directed by the University. Sta. 11 +59.80
Offset 14' Right
~ C l a s s 2 Exe. in Rock Limits
Sta. 11+70.77
Offset 14' Right
For locations of Benchmarks
Beg. Sta. 11+56.14
see Sheet No. 2
Profile Grade Elev. 686. 10
See Job Special Provisions for additional information

53' -5 1/2" FF to FF (Horizontal Dim)
Span (1 - 2)
BM#1 N: 1130161.740
E: 1701659.088
Elev. 684.26 SEALED DATE:
DESIGNED BY:
08/29/14
TDL
.
O associated with instrumentation. M#2 N: 1129633.390 DRAWN BY: MSS
I PLAN
** Stations are shown to show the location of the top of the block wall required to
maintain a minimum hydraulic opening.
E: 1701673.301
Elev. 708.78
BM#3 N: 1130398.385
E: 1702129.119
APPROVED BY:
DESIGN PROJ:
SCALE:
DATE:
AS NOTED
AUGUST 2014
RAG
16137.110 @
§
~
Top of MH Cover
Note: This Drawing is Not to Scale. Follow Dimensions Elev. 690.12
DRAWING NO: NONE
SHEET NO: 14 of 22
. Asphalt Pavement Instrumentation Legend
Construction Joint
X Tensiometer Locations
Earth Pressure Cell Locations

4"Type 5
Aggregate Base Layer Notes: ~
Telltales not shown for clarity. For locations of telltales see Sheet Nos. ~
Detail "B" M&m . t'.

i"'
~
Items in the above legend, as well as Telltales, are to be placed in the ... ,....................... ,...........;.01
2' North End Bent only
min Q)
c
0
Gray colo N
Hollow c
CMU Anticipated
0
:.;:;
Blocks
(Zone A)
To of Rock
673.5 @ Bent 1
ec,,
Q)
674.0 @ Bent 2 ......
c
Red color
Solid +-----/-'----~::ll*-ri--,__~.,.:-~i;.,.,..:1--1--l=__,..--Y
CMU
Blocks
(ZoneB)-'--.1.=~==+~~.p.ii;...;J,-.._......,.......~~~~...6..~=~~~~~,J..-------------'- 4" Type 5
8' Aggregate Base
Riprap Slope
Scour Protection * GRS Base Limits of Concrete
Select Granular Fill Layer
Encasement (Scour Protection)
! Concrete Encasement (For required properties
(Scour Protection) TYPICAL SECTION B-B of fill material see

sheet No. 2 and Job Special
(SEE SHEETS 16 & 17 FOR LOCATION OF SECTION B-B))
Provisions)
* Geotextile in front of block wall, embedded in the riprap, shall be doubled up.
Extend riprap geotextile between the two bottom layers of
facing blocks above the concrete encasement to provide a frictional connection. See sheet no. 2 for details of geotextile and riprap not shown.
Concrete Encasement
Estimated Quantities for Geosynthetic Reinforced Soil (GRS)
1& 2
(Scour Protection) 3D SECTION c
System at End Bents No. w
Item Bent 1 Bent 2 Construction Notes (for further details and clarification see the Job Special Provisions): (.)
Excavation Cubic Yard 500 260
Leveling Course - Setting the first course of the facing block level and to grade is critical in maintaining wall alignment for the entire height of the
ct::
Tvoe B Concrete Encasement (Scour Protection) Cubic Yard 2 2
abutment. Therefore a leveling course of fine aggregate shall be placed to provide a suitable surface for placing the lowest layer of CMU blocks.
0
Fine Aaareaate Level Course (1" Thick Minimum) Sauare Yard 32 32 LL :iE
/1\
The leveling course shall be kept as close as possible to the minimum thickness stated on the plans. Leveling course for facing blocks shall be 6
Select Granular Fill Cubic Yard 170 170 inches wider than the facing blocks on each side, minimum. ~w
Tvoe A Geosvnthetic Reinforcement Snuare Yard 1800 1800 Wt-
- ct::
(
Tvne B Gen~vnttwtic Reinfn•r=<>nt
Separation Geotextile Fabric
v v
-
- -
"""'
. C:nuare 'tarrl-f....
scfu~Yard
.
145-
""'51!0
/'-../
_14i:;
580 r
/ Concrete encasement - This item is to be constructed 4" thick minimum and shall extend to the edge of the rock excavation adjacent to the
wings and be a minimum of 3" beyond the edge of the level course elsewhere. Concrete encasement shall be placed to the limits shown above and
as shown on sheet no. 14.
~
(I)
>-
(I)
Area of Facina Blocks (Zones A and B) Sauare Feet 1070 965
I-
w_ ..J
Reinforcing Steel Pounds 123 123 Block Wall - Each layer of the block wall shall be constructed entirely before beginning the next layer. A running bond pattern shall be maintained J:0
Deadman Anchoraqe System Pounds 785 785 between layers of blocks. Geotextile placed under the Rip-Rap shall be anchored to the lowest two layers of blocks above the concrete encasement. I- (I)
Notes: Check the wall for plumbness a minimum of every three layers of blocks and correct any deviations greater than X". z
The table of Estimated Quantities for Geosynthetic Reinforced Soil System represents the quantities used in preparing the cost estimate and
are for information only. Payment for all materials and labor to construct the GRS System at the end bents, including the items in the above Pin and grout corner blocks for the entire height of the wall. See FHWA GRS-IBS Implementation Guide Section 7.7.6 for example of how to cut
>-
(I)
table, will be considered completely covered by the lump sum price for Geosynthetic Reinforced Soil System. Variations may be encountered blocks at the corners of the wall. 0
in the estimated quantities but the variations cannot be used for an adjustment in the contract unit prices. w
Select Granular Fill (AASHTO 89 Stone) - The stone backfill shall be placed behind each layer of CMU blocks in a lift thickness not to exceed the (!)
Work this sheet with sheets 14, 16, 17 & 18. CMU block height in Zones A & Band not to exceed 12" in the Integration Zone. Placement of the aggregate shall be from the wall face backward
to prevent the formation of wrinkles in the geotextile. The backfill shall be compacted in accordance with the Job Special Provisions.
Type A Geosynthetic Reinforcement may be substituted for Type B Geosynthetic Reinforcement. No adjustments will be made to the contract
price. At the end of a day's operations, slope the last lift of backfill away from the wall face to direct surface runoff away from the wall. Do not allow
surface runoff from adjacent areas to enter the wall construction area.
For properties of Select Granular Fill, Block Wall (inc. Zones A & B) and Geosynthetic Reinforcement and Separation Geotextile, see the Job
Special Provisions. • Geosynthetic Reinforcement - The geosynthetic layers shall extend between the layers of CMU blocks to provide a frictional connection. Pull
the geosynthetic taut prior to backfilling to remove wrinkles. To limit construction damage to the geosynthetic, construction equipment shall not
For Details and Elevations of Beam Seat see Sheet No. 18. drive directly over the geosynthetic. An aggregate thickness of 6" is sufficient to prevent equipment from damaging the geosynthetic. No la · of
~ fabrics t e ce. Wh ed here, a )4" thickness of stone shall be spread between pieces of fabric. ee Job Special
j For Details of the installation of Instrumentation Devices see Sheet No. 14 and the Job Special Provision Provisions for other details re ate to p acing Geosynthetic Rein orce
2'-0" (min)(typ)
Beam Seat Construction - Beam Seat shall be constructed as described in Section 7.8.1 of the FHWA GRS-IBS Implementation Guide. For
------- Fill areas behind Beam Seat elevations see sheet no. 18. Thickness of the beam seat zone is approximately 8" and consists of a minimum of two 4" lifts of TI-IIS SHEET HAS BEEN
SIGNED, SEALED ANO DA.lED
·... ~·= .. ELECTRONJC'AI..LY.
1------...-.....-1.~
Geotextile with wrapped-face GRS. Place precut 4" thick± Closed Cell Foam on the top of the bearing bed reinforcement, butted against the back side of the CMU
. -~.:, 11>".....(,>"l--'~~'--1),.-'
Facing Block. Set half-height CMU blocks on top of the Closed Cell Foam. Closed Cell Foam and Half-height CMU blocks are incidental to the Pay 08 29/14
Select ','q::. SEALED DATE:
~
·... ~\.
Item "Geosythentic Reinforced Soil System (GRS)". Wrap 4" lifts across the beam seat. Before folding the final wrap, it may be necessary to grade DESIGNED BY: TDL
Granular ~
··~·:. the surface aggregate of the beam seat slightly high, to about Yi", to aid in seating the footing and to maximize contact with the bearing area. DRAWN BY: MSS ~
Fill (Typ.) ',-q:1. APPROVED BY: RAG
DESIGN PROJ: 16137.110 til
SCALE: AS NOTED ~
~M-rr-,~~AU_G_U-ST~2-01_4_.lli
DETAIL "A"
r
* For Beam Seat Elevations see Sheet Na. 18
** See Detail "A" ~ Roo.dwuy &

[@ Survey Markers
~ Structure z
~ T u r n i n g Point
0
Point t
Contro.ctor Mo.y cut top 2 rows of blocks~"'
Elev = 686.27 to MO. tch elevo. tion (if required) <Typ.)
690
_j
690
-~-
.. I
685-1----
c
0
:;:;
0
~ 680 - 1 - - - - -
Zone A
1-
w UI
lal
575-1----
Notes:
For Details pertaining to Zones A & B, see Job Special
ELEVATION VIEW -
(Looking @ Front Face of Wall)
NORTH ABUTMENT
t ~
Provisions. <(
For additional construction notes associated with the block
wall see the Job Special Provisions. 82-----s m
Turning Point (o.t Top of 'v/o.ll)
Sta.. 11 +53.73 Notes: z
Offset = 12.5' LT 0
120°
Work this sheet with sheets 15 & 18. j::
D ~
w
...J
w
oes
For etails of Zones A an B and
addtitional block wall details see Job
z
Details of Suggested Block EDP
Inside Fuce of
CMU Blocks
Special Provisions
:3CL
Cuts for Obtuse Corners 1 1-
z
--i----. - - - - - - - - 'i. Roudwo.y~-~- w
:!!l:
I-
0
0 FF Sta.. 11+56.14 ::,
+ EDP ca
ApproxiMo. te GRS
<(
(o.t Top of :c
of Wingwall
Inside Fo.ce of
~
Details of Suggested Block 0
Cuts for Acute Corners
Extend grout cap
to outside edge of
CMU Blocks z
wingwall and slope to End of 'v/o.ll 'i. Pre-Engineered
drain towards stream Sta.. 11 +40.17 Superstructure Bea.Ms
Notes: (Typ.) Offset = 12.5' RT
Block corner configurations shown above are Turning Point Co. t Top of 'v/o.ll)
suggested shapes only. Other configurations will
be accepted so long as they conform to the
aesthetic and structural requirements of the
engineer.
Sta.. 11 +68.17
Offset = 12.5' RT s
81~
Dashed lines represent the tangent of the
outside of the facing blocks.
***
Half sized blocks are allowed as shown above PLAN VIEW - NORTH ABUTMENT *** Trim or sawcut these blocks to provide a custom fit to SEALED DATE! 08/29/14
the superstructure to prevent loss of fill material. If the DESIGNED BY: TDL
and per the approval of the engineer. gap between the superstructure and these facing blocks is
1 Concrete Encasement at the Bottom of the Wall DRAWN BY: MSS
OTh
difficult to fill with small sections of block a non-shrink APPROVED BY: RAG
All blocks that are not in line with the tangent
and Wall Taper are Not Shown for Clarity grout shall be used to close the space per the approval of 16137.110
I~
DESIGN PROJ:
of the outside of the facing blocks (dashed line
the Engineer. SCALE: AS NOTED
above) are to be pinned and grouted as show
above. DATE: AUGUST 2014
"'] DRAWING NO: NONE
] L..::;;;;;;:;;;;;;;~.=.:::;::::;:::;;;;;:::;;;;:::::;;_;;::::;;;::::;;.;:::~::::;;;;::::;;;;:::;:;:::;::::..:;;::;;;;;;:;;;;;:;;;;:::::;;;;;;;:::;::::;::::;:::::::;:::::::::::::::;;;:::::;;;;;;:::;;;;;:::;;;;:::;;;;;:::::;::::::::::::::::::::~::;;;;:::::;::::;;;;;::::::;::::;;;:::::;;;;;:::;;;::::;;;;::::;:,_N:o:t!e~:~Th:i:s~d~r~aw:i:ng~i:s~n~o:t~t~o~s:c:a~le~
. ....'.F~o:llo~w~d:im:e~n:s:io~n:s~.--------------------------------------------------------------------------------_t~~~==~~~
SHEET NO: 16 of 22
* For Beam Seat
r
Elevations see Sheet No. 18
** See Detail "A" I@ Survey Markers

l Roo.olwo.y & Contro.ctor Mo.y cut top 2 6
rows of blocks to Mo.tch ~
Point l S t r u c t u r e ~ Turning Point
elevo. tion (if requireol) CTyp.) ;
o.nd Enol of \.ling
I 9Y4' H
Elev Sto.. 12+34.01
690 ~~~~~~~E=le=v======6=8=6=.6=2====\--t_!_---r-~~~~~~-+~~~~~~---,=,---t-r-~~-::-:--:-----:-:--~-:7~~~17 590 Elev. 687.36±
Enol of \.ling
Sto.. 12+19.57 .....;
Elev. 686.92± ,._,,
4--
685
c
0 D
:;:; c A
0 0
:;:;
Zone
I- D
D
~~ != ~ .
w
>
Q) 680
>
ourse ID
0
m •• I
w lal
r~..~.
~3~
!l
~
~
z:g ~
ilicz !?
~~~ij i
Zone B b~~li !
~ ~~! ~
2;i~i I
lal 111,icf ...
~=~
.J ....
.:t~
i 25
~
gj' - - - - - - - 22'-0' ------1-i t - - - - - - - - 22'-0' - - - - - - ~ owu
m
555-W===========-~~====~~---=---l--_J_~~~~~~~~~~~~~..J._..J._~~~~~~~~~~~~555 ••• ~
,a!
ELEVATION VIEW - SOUTH ABUTMENT
If~
• u ~
m ...
~
(Looking @ Front Face of Wall) c( ,D~ ,iD •<
ia: Notes:
For Details pe'rtaining to Zones A & 8, see Job Special
~ i
Provisions. ii
"'m
N
'3
fc!
For additional construction notes associated with the block I
5
1
wall see the Job Special Provisions.
z ~
~
0 I
ia: Turning Point
Notes: ~ ~
~
Co.t Top of \v'o.ll) 5
!"
g
Sto.. 11 +97.57 Enol \v'o.ll Work this sheet with sheets 15 & 18.
Offset = 12.5' LT Sto.. 12+19.57 w I- -
z~ ~
Offset = 12.5' LT
For details of grout cap not shown, see ..J w ;;
22'-0H -----------,~ sheet no. 18. w :i;g_
LI'>
~
wen 0::
l ~ oes (.) en ::,
! Insiole F o . ~ 84 rEDP For details of Zones A and B and

addtitional block wall details see Job
S ecial
< c O
...J 0:: (/)
fu Ill !!?
~
~
~I
IQ
i
MU Blocks
ApproxiMo. te GRS Areo.
Top of \.lo.LL
0:: -: :iJ
wO •
(!) z ~
c I- z
ct 1d 5
II
Bottom of Wing Wall may be stepped to Ill -, (.)
~ FF Sto.. 12+09.60 cow ~
Pre-Engineereol -~---.1..-
'i. avoid unnecessary rock excavation. A 1" < 0:: z ~
i
--> ~ . •
Superstructure Beo.Ms (9. min level course shall be constructed before OCI.O
placing blocks in the stepped sections. o:: ..Jo ~
c
a:
/
Stepped sections, if necessary, shall meet ~ii1!m
I- w
~
-;oo.olw::- - - . e a rova I o t er. enc

~·
; =>w ~
0:: u.
€
~
'O>~~Q..25....,L:>.oL:¥-¥-->4-hAAAH"*-,- Inside F o. c e of i
CMU Blocks
f
~
~ ***
i EDP
'f Turning Point
~~81 Enol of \.lo.LL
m Deto.il • A' Sto.. 12+34.01
•,!: ··~~~~~~==:;=~L-~-Extend grout cap
~------83 Offset = 12.5' RT
\. to outside edge of
wingwall and slope to Turning Point
drain towards stream Co.t Top of \.lo.LL)
Front of Wall
(Typ.) Sto.. 12+12.01 ••• Trim or sawcut these blocks to provide a custom fit to 1----~~~....~
"'
;S
Outside Edge of Wingwall Detail
Offset = 12.5' RT PLAN VIEW - SOUTH ABUTMENT
Concrete Encasement at the Bottom of the Wall
the superstructure to prevent loss of fill material. If the
gap between the superstructure and these facing blocks is
difficult to fill with small sections of block a non-shrink
0-------------11
.:::.
0
Grout Cap on Wings not
for clarity.
and Wall Taper are Not Shown for Clarity the Engineer. 0-/2\
grout shall be used to close the space per the approval of
........._____....._........
t-D-AT-.,--AU_G_U_ST~20_1_4....
DRAWING NO: NONE

~L-~~~~~~~-=-~~~~~~~~~~--=~..:.:=~~-------~~~~~~~~~~~~~~~~~__,~~--
Note: This drawing is not to scale. Follow dimensions. sHEETNo, 17 of 22
0
tfe>'v. [85.~~ {~~ ~~~1
@'e No. 1
CL BEAM SEAT CL BEAM SEAT
Elev. 696.68 @ End Bent No. 2
Tighten Anchor Bolt
ELEVATIONS FOR BENT 1 ELEVATIONS FOR BENT 2
n
Until Snug CTyp,)
Glrolers sho.ll be oleslgneol to Elevation A 683.46 Elevation E 684.15
ln~~o~
CTyp)
Fill hole with o.n o.pr:,ro-.,ed
beo.r on 3' Min, concrete below
steel tub o.nol distribute the Elevation B 683.55 Elevation F 684.20
non-shrink grout ofter
loo.ols evenly to the Elevation C 683.59 Elevation G 684.24
[~~~s 4~1l~~~ ~tlJ':e';{o.~~
~ lnsto.llo.tlon o.nd properl
tightening of
substructure Elevation D 683.64 Elevation H 684.28
hole with o.pproveol o.nchor bolts CTyp.,
non-shrink 6" I typ >
grout o.fter o.nchor I I * Concrete below the steel tub is necessary to provide
rod ho.s been a uniform bearing area to distribute loads from the
lnsto.lled. CTyP.'"',)'-.r-~..---< superstructure to the substructure. This concrete shall
be reinforced In order to prevent cracking.
Reinforcement is to be designed by the manufacturer.
Grout Co.p o.nol
Beo.r,i Seo.t not shown Distance between the bottom of the steel tub and the
for clo.rlty bottom of the concrete backwall may be adjusted if
deemed necessary by the manufacturer. If this
I-
Place top of steel plate
min of 3'-0" below
lowest Beam Seat
dimension is altered, then the Beam Seat Elevations
shall be adjusted accordingly. m
Elevation per Bent ** Embedment of steel tub into concrete backwall is
per the manufacturer.
la.I
+
0
.n
)!," Thick Steel Deadman Plate L L
0 0
C Su er- - 0
"'.c
structure Beo.Ms De
,E C,F 30' -4"
B,G A,H c O
·- 'l-
E o Top of Slo.b @ Ii. of Roo.ciwo.Y.
Elev. 685.90 @ Enci Bent No. 1
' Elev. 686.68 @ Enci Bent No, 2
:"'"' is ~
"-
0
+ Ii. of Anchor Bolt Hole.
~ ·- Field drilling Is not o.lloweol.
SECTION NEAR END BENT L+
a.D
0
+ Size of o.nchor bolt hole is per
r,io.nufo.cturer's recor,ir,iendo.tlon.
Bent No. 1 Looking Bo.ck Sto.tlon >
Bent No. 2 Looking Aheo.d Sto. tlon + "'
Q)
>, U+
I]) 0
to+
Anchor Bolt Hole

L•-
© L 4=:J ~
Anchor Bolt Hole >, 0 c; E
Sto.. 11 +51.55 Anchor Bolt Hole Sto.. 12+00.96 Anchor Bolt Hole
0- I])0 '
Offset 11.46' LT _JO ~ Tellto.les o.nol Eo.ri:h Pressure
Sto.. 11 +54.38 Offset 11.46' LT Sto.. 12+03.80
L <])
OL Cells noi: shown for clo.rlty
Offset 6.54' LT Offset 6.54' LT ·- 0
U) <!)
+<t- to L I
Anchor Bolt Hole
Sto.. 12+04.43
I])
"'"'
c "- N 4' x a• Mo.sonry block
Offset 5.46' LT £~
co
.Y. 0
O L 8' wide styrafanl'l block
Plo.te <typ.) -------\\>. >,£
U) U)
£ 0. cut height to "'" tch
required beo.M seo.i: elevni:ian
I-
0
0 Anchor Bolt Hole ©+
Anchor Bolt Hole 8
~-~--=-~.-- "'
0
+ Sto.. 12+07.26 "' c
0
Anchor Bolt Hole Sto.. 11+58.47 ;Ii Offset 0.54' LT
______ Offset 0.54' RT _ _ _ _ _
_J __ -------~s-~{'i7si1-cr---- #4-Bo.rs
Anchor Bolt Hole Anchor Bolt Hole

Anchor Bolt Hole
Sto.. 12+07,89 f~~~ 0
l~ng.
Offset 0.54' RT Plo.ceol In o.
Sto.. 11 +61.94 Sto.. 11+61.31 Beo.M Seo.ti holes of co
Offset 6.54' RT Offset 5.46' RT Anchor Bolt Hole
Sto.. 12+10.73 2 lo.yers of fine o.ggrego. te fo.cing ·- 0
wro.ppeci In blocks. ::<:+
Offset 5.46' RT - :J
geosythnetlc relnforcer,ient.
'
Anchor Bolt Hole
Mlnlr,ur, of 4' thick Ceo.ch lo.yer),
See sheet 15 for Beor,i Seo.t Construction note.
~00
Sto.. 12+14,19
~" ltyp)
Offset 11.46' RT
Anchor Bolt Hole
Sto.. 11+64.78 End Bent No. 1 Enci Bent No. 2 Lo.yers below not shown for clo.rlty.
Offset 11.46' RT SECTION A-A
PLAN SHOWING ANCHOR BOLT LOCATIONS Notes:
1 '-6 11 Work this sheet with sheets 14, 15, 16 & 17.
9" 9 11 Anchor rod nuts to be placed on the bottom of the steel deadman plates to be shop welded.
All anchor rods, nuts and deadman plates shall be fabricated from ASTM A709 Grade 36 Steel.
I
Anchor rods and associated hardware shall be galvanize according to ASTM A123.
---$-- Y," steel deadman plates shall be cleaned and receive a heavy coating of an approved bituminous paint prior to
' final placement.
"°',,''1
,11\\llllllf1,
I s
0
Anchor bolt holes in the precast beams shall be oversized per the manufacturer's recommendations to allow for
clearance of the anchor bolts, taking into account the high probability of field variations of the anchor bolt
-;;. . or
-····-.Mts.
$t:J./ ...... ~-\ ~~
''1,,
. . o>o<{-:-
I
w locations. 2 f TIMmf!D, \ '.;c
I Payment for any material and labor required to construct the Deadman Anchorage System, including the anchor Ll
~~\fE-!1~~/${
NUMBER )""~
--4-- rods, will be considered completely covered by the lump sum price for Geosynthetic Reinforced Soil System (GRS).
For estimated quantities of Deadman Anchorage System see Sheet No. 15.
Holes may be cut in the geosynthetic reinforcement material to facilitate placement of anchor rods. Only remove
-:-,, <".r/""-------·i~
111,,
1
'IONAl t,,,,,,
''1111111111 1
THIS SHEET HAS BEEN
'~
t
material necessary to fit geosynthetic reinforcement around anchor rods. No slits are to be cut in the geosynthetic SIGNED, SEALED AND DATED
B.ECTRONICALLY,
reinforcement. Follow the manufacturer's recommendations for approved methods.
~
Fill top 3 rows of blocks along front face of abutments with an approved non-shrink grout after placing the #4 SEJ\LED DATE, 07/22/14 •
bars. Continue placing grout for the 1" minimum thickness grout cap on top of blocks as shown, without allowing DESIGNED BY: TDL
0
1/2" Steel Deadman Plate Dimensions a cold joint to form between grout cap and grout applied to fill the blocks. DRAWN BY: MSS
I Fiii top 3 rows of blocks along wings of abutments and top 3 rows of blocks adjacent to the superstructure with an
approved non-shrink grout after placing the #4 bars. After grout has cured place the capstones on top of the
wings as shown in the details on Sheets 16 & 17.
APPROVED BY:
DESIGN PROJ:
SCALE:
RAG
16137.110
AS NOTED I~
For details of instrumentation devices not shown, see Sheet No. 14 and the Job Special Provisions. DATE: JULY 2014
. Note: Drawing is not to scale. Follow dimensions DRAWING NO, NONE

18 of 22 ~
i
j 1-~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.a;::.::.:.:..:;:~~...:;~;;:..~.J
SHEET NO:
Notes: 22'-0' Roo.clwo.y 12'
Concrete for precas\ deck slab units shall Corro.l Ro.ll >--~~~~~~-1_1'-_0_'~~~~~~--,l,___~~~~~~-1_1'-_0_'~~~~~~----i:1· ·1
be Class A-1 with t' c = 5000 psi (Min) (Typ) Ct_ Roadway and
> - - - - - - Ct_ Profile Grode
Concrete for Corral Roil shall be Class B-1 with f'c 4000 psi
All reinforcement shall be epoxy coated Grade 60. Joint

Hooks and bends shall be in accordance with the CSRI Manual of
Standard Practice for Detailing Reinforced Concrete Structures,
Stirrup and Tie Dimensions.
----0.0% 0.0%-----
i
··.:.·
· ~.. :. . .
.· -·.
J
..
•.. ~
Shop Drawings of precast deck slab units, shall be submitted to

engineer for approval and in accordance with Sec 107.
:· ..... .-·., -:·. . ..... .
Pre-engineerecl,-~·-_:__---+----~,...-'"T_~
See Job Special Provisions for requirements of Pre-Engineered prefo.brlco. tecl
Superstructure beam. design and load rating.
Ct. Precas\ Beam
go.l vo.nlzecl steel
The manufacturer of pre-engineered superstructure mus\ furnish
tub glrclers 3'-0' 6'-0' 6'-0' 6'-0' 3'-0'
1-
lifting devices cast in slabs. Manufacturer is responsible for
product until hookup to crane hook when delivery is made to HALF SECTION NEAR ~ SPAN HALF SECTION NEAR END BENT rn
jobsite. lal
Extreme care shall be exercised in lifting, handling and storage of
the precas\ units to prevent cracking or damage. They shall be
lifted by means of \he device provided or another approved
design. Units shall be maintained in an up-right position and
supported near \he ends at all times.
TYPICAL SECTION
Any issues related to the shipment of Pre-Engineered
Superstructure beams will be the responsibility of the * Dimension as specified by precast beam manufacturer.
manufacturer.
Contractor shall provide lateral connections between slab beams so

the deck acts as a single multi-beam unit through irteraction of
adjacent slab beams and connections.
Aclcl steel tubes o.t
Longitudinal shear keys and recess in top of slab shall be filled the highest reo.sono.ble
with an approved type of non-shrink grout after Pre-Engineered point outsicle of the
Superstructure beams have been installed. bo.ckwo.ll, within 1/3 spo.n
froM encl bent. (typ))!OI(
All exposed edges of beams, except key ways, shall be chamfered
%" or rounded to %" radius.
Surface texture of the top of the beam shall be in accordance

with Sec 502, transverse to centerline of the beam.
Apply a protective urethane coating in accordance with Sec.

1059.10 to the backwall concrete where it will be embedded within
the GRS abutment and wing walls.
z
0
Any damage to epoxy coating of reinforcement cast into precas\
beam shall be repaired in accordance with Sec 710.3.3.
.:::
(.)
For Corral Rail reinforcement, development lengths of #7R3, #4R4
Approx 2" Typ.
(per manufacturer's recommendation)
] w
U)
& #5 SP1 Bars are to be determined by \he manufacturer.
Development lengths shall be equivalent to that required to meet a ..J
TL-2 crash test rating (minimum) per MSHTO LRFD Bridge Design HALF SECTION SHOWING STEEL TUBE LOCATION
<(
Specification, 6th Edition. (.)
For Corral Rail Reinforcement not shown, see sheet nc. 20. ll.
Cost of furnishing, delivering and installing Pre-Engineered
** Steel tubes are to allow for air to move between \he girders
during flood conditions. Tubes shall be a minimum of 3" inner ~
Superstructure beam units, grout,
including all labor and equipment,
and attachments for Corral Rail,
complete-in-place, will be
diameter. Tubes are to be welded so as to create a watertight
seal and not allow moisture to get inside the tub section of the
w
considered completely covered by the contract unit price for girder. Any galvanizing damaged during manufacture of the
(!)
Pre-Engineered Superstructure. girders shall be repaired. Any galvanizing repair will be incidental c
Cost of installing corral rail, not including any materials or labor
to the cost of the Pre-Engineered Superstructure.
~
required to construct \he attachments to the Pre-Engineered al
Superstructure beams will be completely covered by the contract
unit price per linear foot for "Corral Rail".
\\\\\!llllf11
-------------------r------- ,,,,,, Of Mts. 1111, 1
(U)_J
§\~·;>;:;-:.~~01~
2 °"/ TIMOTHY 0, \ "'o
=,LEAF)-=
~ \ NUMBER ~
~·-
m
Beo.M Length "'o '.;\ \PE-2012000778 / f:J 2
1 (**) Camber as computed by
~~,
. -;., «"'t... ~··-·--~·-··· /~~
(§ . .,.: .:-
~
11flONAl \.~,,,,,
111
1f//,r1111\I\
precast beam manufacturer. Beo.M
mis SHEET HAS BEEN
Horlzonto.l Line SIGNED, SEALED AND DATED ~
SEALED DATE:
DESIGNED BY:
ELECTRONICALLY.
07/22/14
TDL
.
~
DRAWN BY: MSS

APPROVED BY: RAG
TYPICAL PRECAST BEAM CAMBER DESIGN PROJ: 16137.110
SCALE: AS NOTED
Note: If actual camber differs from computed camber,
DATE: JULY 2014
it must be approved by the engineer.
Note: This drawing is not ta scale. Follow dimensions.
DRAWING NO:
19 of 22
NONE I
SHEET NO:
~
11'-5)f' 10'-o" 10'-0" Match Line
(Typ Interior Section)
13 Jl3R5 Bars
3' -6" (TvP.) Varies Max Spa. 1'-3" ( #3 R5)
11 t3 Saa. IJ4R4, #7R3 and #3R5
#3R5 5" 6" 7 Spa.@ 4 _ 3" (\J' 4Y.i':: (Spacing Typ.)
= 2-4" #3R6
-O'Y.i 6 Spa. @ 1'-3" = 7'-6" (#3R5) (Typ)
- 2-#6R8 Yi" Open -2-#6R9 -2-#6R9

(EF) Joint (Typ.) (EF) (EF)
B'
#3-R7 (In Pairs)-J::,._tl±l::±±1:±±t
t"'H'-r-r--r-Hl-f'T;===:::!::::I= ~ I '
I I,
B
I
I
_.,..
m1m ~
co
<Id
r-.. (0
O>
c:
0:: a:: ·o
I
I')
*'
0
(Typ.)
.. I I #3 R7 (In Pairs)(Typ.) ~
.... I b@
"'
~
Q.
(/)
.. -· : ·:,,·":..f. ..: .:: .. ,. 1. ..L.

1.·1 .. [.. J .. ·1 . '
I .. .·. ,';',.
.- .... ···:· .. ... .·. 1:1:}
#7R2 \'I.·.
'•
.. "';:. ,. '• ..
"';: '• ;··:...:": .: ·:·.\: .. - . . "•
I-
I
6"16"~ 6" 1'-9" 1'-91t 6" "" m
Pre-Engineered
Superstructure
~
#7R1 .
.:. • _
'--~'-'-----"-'---II
_ '~#_5_S_P_1_B_a_r_s (Typ) bl
Backwall (Typ) #7R3 (NF)
#4R4 (FF)
Match Line 10'-0" 11'-5}f
Varies Max. Spa. 1'-3" (#3 R5) 3'-6" (Typ.)

3" 7 Saa.@ 4" 6" 5" #3R5
Notes: bl
= 2'-4
11
Concrete in the Corral Rails shall be .J
~
- #3R5 Class B-1.
(Typ)
- 2-#6R9 2-#6-RB- All reinforcement in Corral Rail shall be epoxy
(EF) coated in accordance with Sec 710.
<(
I
I
I
I
I
I
L...;a.J
I
Payment for all concrete and
reinforcement, complete-in-place, except for
reinforcement that will be embedded in the precast
beams, will be considered completely covered by
m
the contract unit price for "Corral
Rail" per linear foot.
Straight Bars
BILL OF REINFORCING STEEL
Epoxy Coated (Grade 60)
Bent Bars
----J.E++- #7R1 Measurement of Corral Rail is to the
nearest linear foot measured along the
outside top of slab from Fill Face End Bent No. 1
Mark Size Number Length Mark Size Number Length 1'-R" 1'-R" to Fill Face End Bent No. 2.
RS 6 24 11'-2" R1 7 28 181 #7R3 INF) Concrete traffic barrier delineators shall be
***
R9 #6 36 9'-9" R2 7 4 5'-8" *** (Interior Post) placed on top of the Corral Rail as shown
#4R4 (FF) on Missouri Standard Plans 617.10
R3 7 72 181 *** #7R3 (NF)
BENDING DIAGRAM and in accordance with Sec 617. Concrete
@ Legend #4R4 (FF) traffic barrier delineators will be considered
'lr
.c .. SP1 5 48 181 *** completely covered by the
7" NF= Near Face
0 0
ELEVATION NEAR LEFT CORRAL RAIL contract unit price for "Corral Rail".
;... OJJ
in~
R4 4 72 181 *** M (Right Corral Rail similar)
FF= Far Face
EF= Each Face *#7R1 & #7R2 Bars may be hooked on low end to
I g-'e
I- I-
provide the equivalent of 2'-o" min embedment of
R5 #3 154 4'-4" bars into precast beam.
21 R6
R7
#3 16 4'-6"
4'-8"
**The hook may be canted to provide clearance
#3 96 and/or fit between reinforcing.
JJL ~
***Reinforcing is to be designed and provided by the
@
7" precast girder manufacturer.
.c
0 "
0
(ii~
·,,.,
I
;... o~
0.-
~i
·[lr
•N I
@
@@
Use 3/4"
Bevel Strip
11·-10"1 #3-R5 (Typ.)
!Ji_ 1 ,Yi" Cl
!Lap l'-4' Fill Face
with RJJ
H :t.
2'-0" Traffic Face
'O
Q)
'
o .0
E
m lw '
6"
c RS N c 'T
1 8" R6 ---~~
jj; Ii:
.E
RS & R6 SPl&R7
!,..-- End of Rail
®To be determined by manufacturer SECTION B-B

SECTION A-A Const. Joint
®® Bend this leg to match the slope of the roadway SfALEO DATE: 07/22/14
DESIGNED BY: TOL
0
TYPICAL INTERIOR POST SECTIONS DRAWN BY: MSS
I END POST DETAILS APPROVED BY: RAG

SCALE: AS NOTED
DATE: JULY 2014
"] DRAWING NO: NONE
] L..~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~,;_~~~~~~~~~~N~o~te~s:....:,T~hi~s...!i:.D~ra~w~in~~is:....N~o~t...l.:to~S~c~a~le~.~F~o~ll~o~w...!i:.D~im~e~n~s~io~n~s.._~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~..a;;:.sH~ECT.:..:.;No~:~-2~0;...:;:.of:..a;:22~
BORING LOG NO. B-1 Page 1 of1 BORING LOG NO. B-2 Page 1 of 1
PROJECT: Rustic Road Bridge CLIENT: Bartlett & West Inc.
SITE: Rustic Road at North Fork Grindstone Creek
Columbia, Missouri SITE: Rustic Road at North Fork Grindstone Creek
a: ATIERBERG
Columbia, Missouri
LOCATION See E>hlbi! A-3
(!)
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ATIERBERG
LIMITS fflz
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(!) statlon: 11 +82 Offset: 17' RT Surface Elev.: 676.8 (Ft.)

LU
0 ~~ ~
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DEPlli
FAT CLAY (CH). with sand, dark gray and black,
ELEVATION Ft.
0. {')
DEP1H ELEVATION IFL \
l::o ~ 0:
! a. Id ~~~
~~~
medium stiff to stiff IQE!aQ!l.,, 3" _fi!lQ& u't!
SA!llDY: L§Alll QbAY (QI.), brown, medium stiff ~~g
-
~.~.
IQl'IDJ:
675.5 ~~Eig
SAl)ID IBP). trace gravel, medium grained, brown, very -~·~-- ~·~
f loose 8-1-1 - ~·-f
~
8 N=2 10
-
x 10
2-2-2
N=4
2000(HP)
1 22 62
Id
Diii
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0
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.....................................
el 673.5
0 50/0" 2 .5 677
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~
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Auger and Split·Spoon Sampler Refusal at 3.5 Feet N=50/0" SAND (SW). with lean clay and gravel, brown and dark
- \/ """ ~
~ brown, medium dense 7-4-7
8 2 21 ia.u
m .•
N=11
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LIMESTONE, light gray, slightly weathered, hard
674.5
-
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-- Practical auger refusal at 6.5 feet
~ .l='.I
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k -
2
0 (!)
~
£ 0 0
l:J ~ - 4100 ...J
"'
0 0:
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& ; ~
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ai 10- 3800 ON
al I
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Boring Terminated at 11.5 Feet
~~
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Stratification lines are approldmate. In-situ, the translUon may bs gradual.
2 feet at compltlon of drilling
Hammer Type: Automatic SPT Hammer Stratification lines are approximate. In-situ, the translffan may bs gradual. Hammer 'fype: Automatic SPT Hammer
f f)j Advancement Method:

"3-
/
!!, 4" Continuous flight auger
See El<hiblt A-8 for description of field procedures Noles: Advancement Method: See El<hiblt AS for description of field procedures Notes:
O' to 6.5': 4" Continuous flight auger
§ See Appendix B far description of labarala,y 6.5' to 11.5': NQ2 diamond bit core Sea Appendix a for description of labarato,y
~ .... procedures and additional data (If any). procedures and additional data (If any).
O•
c tiz Abandonment Method: Sea Appendix C for explanation of symbols and ·--
Abandonment Method: See Appendix c for e"P!anatlon of symbols and
] m Boring backfilled with sell cuttings upon completion. abbre.,;auons.
Elevations were measured In tho field using an
Baring backfilled with soil cuitings upon completion. abbre'llaUons.
Cl Ele':8tio~s wen;~~~-~":~ ~..1u,e field using an
0
.J
WATER LEVEL OBSERVATIONS Boring Started: 1/22/2013 WATER LEVEL OBSERVATIONS
Cl Boring Completed: 1/22/2013
1
z ... Boring Started: 112212013 Boring Completed: 112212013
ir .V.. 2 feet while sampling Groundwater not encountered
0 Drill Rig: CME-45 Driller. S. Becker Drill Rig: CME-45 Driller. s. Becker ~
"'r
m 3601 Mojave Court, Suite A 1o,-;E-11!.-.e-:1·,.DA..r-f.::_r..
, 7-/"'2.""21"'""14""';.
.... Project No.: 09125182 Exhibit: A-4 Columbia, Missouri Project No.: 09125182 El<hlblt: A-5 DESIGNED BY: TOL ~'.
()RAWN 8)': MSS i;
~- APPROVEO BY: r,AG
'-··
~
"
Q DES:GN PRO~!: 16137.111')
sct-t.E, .AS NOTf.Q_ m
.•.-: ~l,;;;lA.:,;TE.,,_ _..,_,1:;;,lil~.Y..;,2.:,0.:.14;..i,
~ Nole: Drowing is nol to scote. Fol!ow dimensions DRAWING NO: NONE ~
~ SHEET NO: 21 of 22
BORING LOG NO. B-3 Page 1 of 1
BORING LOG NO. B-4 Page 1 of 1
SITE:
SITE: Rustic Road at North Fork Grindstone Creek I
Rustic Road at North Fork Grindstone Creek Columbia, Missouri ·
Columbia, Missouri ATIERBERG ~
LOCATION SeeExhibltMl ..i"' w
0::
w o~'[ LIMITS
zre
LOCATION ...1"' w 0::
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0.. -'w Surface Elev.: 685.9 (FL) '4
LL-PL-Pl Cl
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(!) Station: 12+24 Offilet:11'LT Surface Elev.: 686.4 (Ft.) Cl
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DEPlH ELEVATION Ft
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ELEVATION Ft.
"' ~ . with sand and gravel, brown, stiff ~~·
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......... 4000.(HPJ....
18
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8-5-5
N=10
2 10 27-17-10
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2 19
5 '"""""""""""''""""'"""''••"'""''""''"'"'"'H'M""''"'"'.. '"' <( I"
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m t
679.5
LIMESTONE. moderately weathered, medium hard (!)
678.5 0
Auger and Split-Spoon Sampfer Refusaf at 8 Feet 0 50/0" 3 -I
N:=50/0" (!)
676
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10
13-13-14
N=27
3 6
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LIMESTONE. light gray, slightly weathered. hard 1 0 ,q'
al ('I)
I
•• Practical auger refusal at 10.5 feet I
20 RQD=O% R1
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,-: 28 RQD=25% R2
ls
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15 0
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670.5
~l;..;;.;:;;;;l~~~~~~~-,-...,...-:::,......,~~~~~~~-"'-=j w
§ ati: Boring Terminated at 15.5 Feet l-
::;; 0 ow
~ I
ol-~L_~~-,,-~~~.,-,-.,..--,,.-,,--,--,:;-~-.-~-:c:;~~~.i_~...l---l~.1.-....J...~;:;::;:;:::;:;;::r.:;~;:;;;;::;;;;;;:~:,;:.;;;;;;;;;;:---''--~~-'-----j (!)
~ StraUficatlon lines are approximate. ln"'5itu, the transition may be gradual. Hammer Type: Automatic SPT Hammer
11-~..L~Strati,-,,.~fica-l~ion-,,li-nes~a-m-a-ppr~o~~m~a~ta-.~,n-~~iru~.~th~e~tra~n~s~llion::":m~ay:':':'.be::-::'.gra~d~u~a~l.~~~....L~~.L.....JI..-.J...~J..-,Ha~m;m;e;rnType;;;;;::,Aturctom;;;;;;aH<tic;"s'F~H;ammmmierr"~.i...~~~"--~1
~I.-~~~~~~~~~~~~~-,.~~~~~~~~~~-..'::'::".~~~~~~~~~~~~-; lliL-~~~~~~~~-.~~~~~~-,-;:;:;::::-~~~~~~~--1
"' Advancement Method: See El<hlblt A-8 for description of field procedures Notes:
~ 4" continuous flight auger "' Advancement Method: See Exhibit A-8 for description of field procedures Noles:
\k O' lo 10.5'; 4" Continuous flight auger
:J See Appendix B for description of laboratOI)!
~ procedures end additional dala (if any). Q 10.5' to 15.5': NQ2 diamond bit core See Appendix Bfor description of faborato,y
b 1--A-b-anclon--m-a-nt_Me_thod_:_ _ _ _ _ _ _ _ _ _ _ _ _--t See Appendix C for explanation of symbols and ~ procedums and additional data (if any).
b ~d;;;;~t·;;;i;";i;...... ___ . . . . . .-............................ ·-------------· See Appendix C for explanation of symbols and
~ Boring backfilled with soil cuttings upon completion. ~:!t!~!ra measured In the field using an ~ Boling backfilled with soil cuttings upon completion. ::.::~~:!:'~re measured in the field using an
gl-~~-W~A-T_E_R_L_EV~EL.....,,O~BS~E-RV-A~T~l~O~N~S~-~~!JlOlll,o.e,it:s..1~..aodl.Qtad.e..oxL~~-~--!-Bo-n-ng-S-ia-rted~:1-122/-20-13---,-~~~-~-~-j 8~1--~~~W~A~J=e=R~L~EV::-:=EL:-=O=Bs~E=R=v~A~T~IO~N~S~~~-+OJJQlJ,.
00
j Groundwater not encountered
o L-.-------------------1 Drill Rig: CME-45 2
.•.•_~_rue>aa,JD..(ll:are.mu.~~~~-
plated: 112312013
~.__ _Groundwater not encountered
::.:_:::.:.:.:...:.:.:...:.:.:...:.:.:...:.:.:...:.:.:...:._ _ _ _ _ _ _ _ _-1
: ....................................___ ,........... .......................... 3601 Mojave Court, Suile A
~l..~~~~~~~~~~~~~~~~~~~L.~~~~Co~l:um~bl~a~,!M~is:so~u~n~~~~..l:.P~ro~ject:::.;.No::::;.·'=09~1=25~1=82:...~~.....;i.;;;;;,;;;;;;;......;.A,~7~~~~--' (J)
w
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DESIGNED BY: TOL f
m~AWN HY: MSS i1.:
APPROVEr, BY: RAG ~
DEStGJ,J PROJ: 16137 110 r:,
i:\·~:_,_- - - J ~ ~ ~
'ji Noli,: Drawing is not to scale. Follow dirnerrnions DRAWINGMO:NO:
SHEET 2 NONE
ct 22 ~
] l ___________________~ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~ ~ ~ 2 1

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Instrumentation and Monitoring of Rustic Road

Geosynthetic Reinforced Soil (GRS) Integrated

University of Missouri-Columbia Department of Civil and Environmental Engineering

Final Report Prepared for Missouri Department of Transportation

4. Title and Subtitle 5. Report Date

7. Author(s) 8. Performing Organization Report No.

17. Key Words 18. Distribution Statement

Missouri Department of Transportation

Andrew Boeckmann, Eric Lindsey,

Figure 1: Components of a GRS-IBS abutment from Adams et al. (2012). .................................................. 1

Figure 2: Free-standing GRS structure (Adams et al., 2011). ...................................................................... 2

Figure 14: Completed third course of south abutment. ............................................................................... 10

Figure 19: Completed tenth course of GRS of north abutment. ................................................................. 12

Figure 28: Compacting second layer of beam seat. ................................................................................... 15

Figure 31: Placing third girder. .................................................................................................................... 16

Figure 33: Rustic Road GRS-IBS from the southwest. ............................................................................... 17

Figure 34: Rustic Road GRS-IBS from the northeast. ................................................................................ 17

Figure 55: Crack on east wing of north abutment wall. ............................................................................... 30

Figure 60: Settlement of settlement plates, as determined by survey results. ........................................... 35

Figure 1: Components of a GRS-IBS abutment from Adams et al. (2012).

2.1 Technical Background

Figure 2: Free-standing GRS structure (Adams et al., 2011).

Figure 3: Surcharges imposed on MSE and GRS (Adams et al., 2011).

𝑇𝑇𝑟𝑟𝑟𝑟𝑟𝑟 = 𝜎𝜎ℎ ∗ 𝑆𝑆𝑣𝑣 Eq. 1

2.2 Rustic Road Bridge Replacement Project

Figure 9: Compaction of reinforced soil foundation for the south abutment.

Figure 14: Completed third course of south abutment.

Figure 19: Completed tenth course of GRS of north abutment.

Figure 28: Compacting second layer of beam seat.

Figure 31: Placing third girder.

Figure 33: Rustic Road GRS-IBS from the southwest.

Figure 34: Rustic Road GRS-IBS from the northeast.

3. Monitoring System Design and Installation

3.1 External Movement and Scour

3.2 Internal Movement

3.3 Earth Pressure within GRS Backfill

3.4 Pore Pressure within GRS Backfill

3.5 Summary of Monitoring System

Table 1: Summary of monitoring system performance metrics and corresponding monitoring

4. Monitoring and Performance

4.1 Summary of Monitoring Activities

4.2 Visual Observations and Crack Gages

Figure 55: Crack on east wing of north abutment wall.

4.3 Survey Results

4.4 Settlement Plate Results

Figure 60: Settlement of settlement plates, as determined by survey results.

4.5 Inclinometer Results

4.6 Earth Pressure Results

Other observations regarding the earth pressure data are noteworthy:

4.7 Piezometer Results

4.8 Summary of Observed Performance

• Survey, settlement plate, and inclinometer measurements generally indicated negligible

Appendix – Bridge Plans for Rustic Road GRS-IBS

CHIEF ENGINEER OF RESOURCE MANAGEMENT

AASHTO No. 89 Clean, Crushed Angular Stone (See Table Below)

Esfimated Backwater= 0.84 ft.

Design Frequency > 4 (year)

Existing J'----.. '- - .

EXISTING TYPICAL SECTION 6~" Plant Mix Bituminous Course 1-

EXISTING TYPICAL SECTION

4" Thick Aggregate Surface

PROPOSED TYPICAL SECTION

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