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Steel Bridge Fabrication Guide Specifications

The primary goal of the Collaboration is to achieve steel bridge design and construction of the highest quality and value. Each standard represents the consensus of a diverse group of professionals. Local statutes or preferences may prevent full adoption of the document.

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0% found this document useful (0 votes)

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Steel Bridge Fabrication Guide Specifications

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m4004

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PREFACE

This document is a standard developed by the AASHTO/NSBA Steel Bridge Collaboration. The
primary goal of the Collaboration is to achieve steel bridge design and construction of the highest
quality and value through standardization of the design, fabrication, and erection processes. Each
standard represents the consensus of a diverse group of professionals.

It is intended that Owners adopt and implement Collaboration standards in their entirety to facilitate
the achievement of standardization. It is understood, however, that local statutes or preferences may
prevent full adoption of the document. In such cases Owners should adopt these documents with the
exceptions they feel are necessary.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration

DISCLAIMER

The information presented in this publication has been prepared in accordance with recognized
engineering principles and is for general information only. While it is believed to be accurate, this
information should not be used or relied upon for any specific application without competent
professional examination and verification of its accuracy, suitability, and applicability by a licensed
professional engineer, designer, or architect.

The publication of the material contained herein is not intended as a representation or warranty of
the part of the American Association of State Highway and Transportation Officials (AASHTO) or
the National Steel Bridge Alliance (NSBA) or of any other person named herein, that this information
is suitable for any general or particular use or of freedom from infringement of any patent or
patents. Anyone making use of this information assumes all liability arising from such use.

Caution must be exercised when relying upon other specifications and codes developed by other
bodies and incorporated by reference herein since such material may be modified or amended from
time to time subsequent to the printing of this edition. The authors and publishers bear no
responsibility for such material other than to refer to it and incorporate it by reference at the time of
the initial publication of this edition.

AASHTO Document No: NSBASBF-2

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

Voting Members

Officers:

President: Allen D. Biehler, Pennsylvania

Vice President: Larry L. “Butch” Brown, Mississippi
Secretary-Treasurer: Carlos Braceras, Utah

Regional Representatives:

REGION I: Carolann Wicks, Delaware, One-Year Term

Joseph Marie, Connecticut, Two-Year Term

REGION II: Larry L. “Butch” Brown, Mississippi, One-Year Term

Dan Flowers, Arkansas, Two-Year Term

REGION III: Kirk T. Steudle Michigan, One-Year Term

Nancy J. Richardson, Iowa, Two-Year Term

REGION IV: Rhonda G. Faught, New Mexico, One-Year Term

Will Kempton, California, Two-Year Term

Nonvoting Members

Immediate Past President: Pete K. Rahn, Missouri

AASHTO Executive Director: John Horsley, Washington, DC

i
Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.
All rights reserved.
AASHTO HIGHWAYS SUBCOMMITTEE ON BRIDGES AND STRUCTURES, 2008
MALCOLM T. KERLEY, Chair
KEVIN THOMPSON, Vice Chair
M. MYINT LWIN, Federal Highway Administration, Secretary
FIRAS I. SHEIKH IBRAHIM, Federal Highway Administration, Assistant Secretary

ALABAMA, John F. Black, William F. Conway, OKLAHOMA, Robert J. Rusch, Gregory D. Allen
George H. Conner OREGON, Bruce V. Johnson, Hormoz Seradj
ALASKA, Richard A. Pratt PENNSYLVANIA, Thomas P. Macioce, Harold C.
ARIZONA, Jean A. Nehme “Hal” Rogers, Jr., Lou Ruzzi
ARKANSAS, Phil Brand PUERTO RICO, Jaime Cabré
CALIFORNIA, Kevin Thompson, Susan Hida, RHODE ISLAND, David Fish
Barton J. Newton SOUTH CAROLINA, Barry W. Bowers, Jeff
COLORADO, Mark A. Leonard, Michael G. Salamon Sizemore
CONNECTICUT, Gary J. Abramowicz, Julie F. SOUTH DAKOTA, Kevin Goeden
Georges TENNESSEE, Edward P. Wasserman
DELAWARE, Jiten K. Soneji, Barry A. Benton TEXAS, William R. Cox, David P. Hohmann
DISTRICT OF COLUMBIA, Nicolas Glados, L. U.S. DOT, M. Myint Lwin, Firas I. Sheikh Ibrahim,
Donald Cooney, Konjit “Connie” Eskender Hala Elgaaly
FLORIDA, Robert V. Robertson, Jr., Marcus Ansley, UTAH, Richard Miller
Andre Pavlov VERMONT, William Michael Hedges
GEORGIA, Paul V. Liles, Jr., Brian Summers VIRGINIA, Malcolm T. Kerley, Kendal Walus,
HAWAII, Paul T. Santo Prasad L. Nallapaneni, Julius F. J. Volgyi, Jr.
IDAHO, Matthew M. Farrar WASHINGTON, Jugesh Kapur, Tony M. Allen,
ILLINOIS, Ralph E. Anderson, Thomas J. Bijan Khaleghi
Domagalski WEST VIRGINIA, Gregory Bailey
INDIANA, Anne M. Rearick WISCONSIN, Scot Becker, Beth A. Cannestra, Finn
IOWA, Norman L. McDonald Hubbard
KANSAS, Kenneth F. Hurst, James J. Brennan, Loren WYOMING, Gregg C. Fredrick, Keith R. Fulton
R. Risch
KENTUCKY, Allen Frank ALBERTA, Tom Loo
LOUISIANA, Hossein Ghara, Arthur D’Andrea, Paul NEW BRUNSWICK, Doug Noble
Fossier NOVA SCOTIA, Mark Pertus
MAINE, David Sherlock, Jeffrey S. Folsom ONTARIO, Bala Tharmabala
MARYLAND, Earle S. Freedman, Robert J. Healy SASKATCHEWAN, Howard Yea
MASSACHUSETTS, Alexander K. Bardow
MICHIGAN, Steven P. Beck, David Juntunen GOLDEN GATE BRIDGE, Kary H. Witt
MINNESOTA, Daniel L. Dorgan, Kevin Western N.J. TURNPIKE AUTHORITY, Richard J.
MISSISSIPPI, Mitchell K. Carr, B. Keith Carr Raczynski
MISSOURI, Dennis Heckman, Michael Harms N.Y. STATE BRIDGE AUTHORITY, William J.
MONTANA, Kent M. Barnes Moreau
NEBRASKA, Lyman D. Freemon, Mark Ahlman, PENN. TURNPIKE COMMISSION, Gary L.
Hussam “Sam” Fallaha Graham
NEVADA, Mark P. Elicegui, Marc Grunert, Todd SURFACE DEPLOYMENT AND
Stefonowicz DISTRIBUTION COMMAND
NEW HAMPSHIRE, Mark W. Richardson, David L. TRANSPORTATION ENGINEERING
Scott AGENCY, Robert D. Franz
NEW JERSEY, Richard W. Dunne U.S. ARMY CORPS OF ENGINEERS—
NEW MEXICO, Jimmy D. Camp DEPARTMENT OF THE ARMY, Paul C. T. Tan
NEW YORK, George A. Christian, Donald F. Dwyer, U.S. COAST GUARD, Nick E. Mpras, Jacob Patnaik
Arthur P. Yannotti U.S. DEPARTMENT OF AGRICULTURE—
NORTH CAROLINA, Greg R. Perfetti FOREST SERVICE, John R. Kattell
NORTH DAKOTA, Terrence R. Udland
OHIO, Timothy J. Keller, Jawdat Siddiqi

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

All rights reserved.
Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.
All rights reserved.
AASHTO/NSBA STEEL BRIDGE COLLABORATION

Task Group 2, Steel Bridge Fabrication

Heather Gilmer, Texas Department of Transportation, Chair

Fred Beckmann Consultant

Jeff Bishop Grand Junction Steel
Marv Blimline Maryland State Highway Administration
Joe Bracken Pennsylvania Department of Transportation
Tom Calzone Carboline Company
Bob Cisneros High Steel Structures
Chris Crosby Industrial Steel Construction, Inc.
Alex DeHart Trinity Industries
Lain Duan California Department of Transportation
Denis Dubois Maine Department of Transportation
Roger Eaton HDR Engineering
Jon Edwards Illinois Department of Transportation
Karl Frank University of Texas
Andy Friel Haydon Bolts
Walter Gatti Tensor Engineering
Barry Glassman Minnesota Department of Transportation
Dennis Golabeck URS
Susan Hida California Department of Transportation
Jamie Hilton KTA-Tator
John Holt Texas Department of Transportation
Bob Horwhat Pennsylvania Department of Transportation
Ken Hurst Kansas Department of Transportation
Bob Kase High Steel Structures
Darrin Kelly DeLong’s, Inc.
Peter Kinney Bureau Veritas
Eric Kline KTA-Tator
Andy Kottenstette U.S. Labs
Scott Krause High Steel Structures
Ronnie Medlock High Steel Structures
Ray Monson Mactec
Sam Moussalli Iowa Department of Transportation
Kent Nelson Missouri Department of Transportation
Todd Niemann Minnesota Department of Transportation
Russ Panico High Steel Structures
Paul Rimmer New York State Department of Transportaion
Kim Roddis University of Kansas
Calvin Schrage National Steel Bridge Alliance
Bob Stachel R.W. Hunt Company
Maury Tayarani Massachusetts Highway Department
Krishna Verma Federal Highway Administration
Bill Wallhauser KTA-Tator
Gary Wisch DeLong’s, Inc.
John Yadlosky HDR Engineering

iv
Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.
All rights reserved.
TABLE OF CONTENTS

TABLE OF CONTENTS ............................................................................................................................................... iv

INTRODUCTION ......................................................................................................................................................... vii

SECTION 1: DEFINITIONS AND RESPONSIBILITIES ............................................................................................. 1

1.1—Contractor ........................................................................................................................................................ 1
1.2—Fabricator......................................................................................................................................................... 1
1.3—Owner .............................................................................................................................................................. 1
1.4—Primary Members ............................................................................................................................................ 2

SECTION 2: PREFABRICATION ................................................................................................................................. 3

2.1—Fabricator Certification.................................................................................................................................... 3
2.2—Communication ............................................................................................................................................... 4
2.3—Shop Drawings ................................................................................................................................................ 5
2.4—Prefabrication Meeting .................................................................................................................................... 6
2.5—Procedures ....................................................................................................................................................... 8
2.6—Commencement of Work................................................................................................................................. 8
2.7—Evaluation of the Work.................................................................................................................................... 9
2.8—Quality Control ................................................................................................................................................ 9
2.9—Progress Meetings ........................................................................................................................................... 9
2.10—Safety ........................................................................................................................................................... 10

SECTION 3: MATERIAL CONTROL ......................................................................................................................... 11

3.1—Quality ........................................................................................................................................................... 11
3.2—Certifications and Verification ...................................................................................................................... 12
3.3—Identification and Traceability ....................................................................................................................... 13
3.4—Handling, Storage, and Shipment .................................................................................................................. 13

SECTION 4: WORKMANSHIP ................................................................................................................................... 15

4.1—Cutting, Shearing, and Machining ................................................................................................................. 16
4.2—Contact and Bearing Surfaces........................................................................................................................ 17
4.3—Cold Bending ................................................................................................................................................. 17
4.4—Straightening ................................................................................................................................................. 19
4.5—Welding ......................................................................................................................................................... 19
4.6—Bolt Holes ...................................................................................................................................................... 21
4.7—Bolting ........................................................................................................................................................... 26
4.8—Surface Preparation of Unpainted Weathering Steel (Non-Faying Surfaces) ................................................ 28

SECTION 5: HEAT APPLICATION............................................................................................................................ 29

5.1—Heating Process and Equipment .................................................................................................................... 29
5.2—Heat-Curving for Sweep of Bridge Members ................................................................................................ 31
5.3—Minimum Radius for Heat-Curving............................................................................................................... 32
5.4—Heat-Cambering ............................................................................................................................................ 33

v
Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.
All rights reserved.
5.5—Heat-Straightening Damaged Structural Steel ............................................................................................... 33
5.6—Heat-Assisted Bending (Mechanical Hot Bending) ....................................................................................... 34
5.7—Heat Treatment .............................................................................................................................................. 34

SECTION 6: MEMBER GEOMETRY .............................................................................................................................

6.1—General .......................................................................................................................................................... 35
6.2—Substructure Members ................................................................................................................................... 35
6.3—Specialty Structures ....................................................................................................................................... 35
6.4—Pins, Pinholes, and Rockers........................................................................................................................... 36

SECTION 7: BRIDGE GEOMETRY ...............................................................................................................................

7.1—Assembly ....................................................................................................................................................... 37
7.2—Bolted Splices ................................................................................................................................................ 41
7.3—Welded Field Splices ..................................................................................................................................... 41
7.4—Alternate Geometry Control Methods ........................................................................................................... 41
7.5—Trusses, Arches, and Frames ......................................................................................................................... 42

vi
Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.
All rights reserved.
INTRODUCTION
SPECIFICATION COMMENTARY

This Guide Specification governs steel bridge The primary objective of this Guide Specification is
fabrication. Provisions are intended to result in the to achieve quality and value in the fabrication of steel
achievement of high quality and value. It is intended to bridges. The Collaboration’s intent is for transportation
be included in contract documents by reference from the authorities to adopt this guide specification by direct
Owner’s specifications. Parts designated as reference in their standard specifications. This will help
“commentary” are not contractual. standardize steel bridge fabrication across the nation.
This standard is intended to be used in close tandem Historically, DOTs have written their specifications
with AASHTO/NSBA Steel Bridge Collaboration S 4.1, based on AASHTO standards and their own individual
Steel Bridge Fabrication QC/QA Guide Specification. experiences. Though this approach has worked fairly
For newly painted steel bridges using a zinc-rich well, many agencies and Fabricators recognized that all
primer system, Owners are encouraged to adopt would benefit from a common specification because:
AASHTO/NSBA Steel Bridge Collaboration S 8.1, Variations among projects in the shop would be
Guide Specification for Application of Coating Systems minimized because Fabricators would not need different
With Zinc-Rich Primers to Steel Bridges. practices, procedures, and operations for each state, and
The Collaboration also publishes a guide minimizing variation improves quality and reduces
specification for steel bridge erection, AASHTO/NSBA errors.
Steel Bridge Collaboration S 10.1, which Owners are Economy in bridge fabrication would improve
encouraged to adopt. because Fabricators would not have to change their
In this standard, imperatives are directed to the methods and production variables from state to state.
Contractor and Fabricator. Many references are made to Expertise in steel bridge fabrication could be shared
the AASHTO/AWS D1.5M/D1.5 Bridge Welding Code, among states, resulting in a well-rounded, consistent
referred to in this standard as the Bridge Welding Code. fabrication standard.
Specific section numbers are based on the 2002 edition, Owners would be able to share their resources,
and subsequent editions may modify section numbers or minimizing the effort each would otherwise have to
content, but the Bridge Welding Code current at time of expend to maintain a bridge fabrication specification.
contract advertisement should apply. This Guide Specification was written by experienced
representatives from a number of fabricators, state
DOTs, consultants, and the FHWA. The work was based
on existing state specifications, the Bridge Welding
Code, and the AASHTO bridge design and construction
manuals.

vii

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

SECTION 1

DEFINITIONS AND RESPONSIBILITIES

Terms used in this standard are in accordance with

the AASHTO/NSBA Steel Bridge Collaboration
standards. Terms significant specifically to this
document are defined below.

1.1—CONTRACTOR

The Contractor is responsible for proper completion

of all tasks required by the contract documents.
Subcontractors, including fabricators, erectors, and field
painters, may be used by the Contractor, but the
Contractor retains responsibility for material, operations,
and the final product. The Contractor may permit direct
subcontractor interaction with the Owner to expedite the
project, but subcontractors must inform the Contractor of
any proposed modifications to contract requirements
accepted by the Owner. The Contractor may permit or
reject the changes.

1.2—FABRICATOR

In this document, “Fabricator” refers to the facility

or facilities performing such shop activities as cutting,
welding, drilling, punching, cleaning, and painting of
structural steel. “Fabricator” also includes any agents of
the Fabricator such as subcontract fabricators. In some
cases, the Fabricator may also be the Contractor but
usually the Fabricator is subcontracted by the Contractor.
In this document, the term “Fabricator” is used to
describe roles usually performed by the Fabricator but
these could also be done by the Contractor.

1.3—OWNER

1.3.1

In this document, “Owner” refers to the entity

paying the Contractor to fulfill the terms of the contract.
The Owner encompasses both those preparing the
contract documents, including the Designer responsible
for the structure’s adequate design, and those
representing the Owner during construction, commonly
called the Engineer and the Quality Assurance Inspector
(QAI). The Designer, Engineer, and QAI may be
employees either of the Owner or of professional firms
contracted for the work. In this standard, “QAI” and
“Engineer” are used when describing those specific
responsibilities, and “Owner” is used when the role could
be either.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

1.3.2

An “approved procedure” in this document means

one approved by the Engineer.

1.4—PRIMARY MEMBERS C1.4

The term “primary member” is defined by the Typically, primary members will include:
AASHTO LRFD Bridge Design Specifications, Fourth
Edition as “A member designed to carry the internal • Webs and flanges of plate, tub, and box girders;
forces determined from an analysis.”
• Rolled beams and their cover plates;
• Floor beam webs and flanges;
• Arch ribs, ties, and hangers;
• Main truss members (chords, verticals, and
diagonals of truss panels, transverse wind bracing,
floor system);
• Pier diaphragm members for tub girders;
• Splice plates for primary members; and
• Columns.

Transverse bracing (diaphragms, crossframes, etc.)

for curved plate girders or beams also fits the AASHTO
definition but does not require shop assembly. See
Section 7.1.5.
The list given above is for informational purposes
only; it is not the Fabricator’s responsibility to
understand and apply design principles. For this reason,
the Designer should note all primary members on the
plans, as recommended in Collaboration standard G 1.2,
Design Drawing Presentation Guidelines.
For further clarity, “primary members” is used
throughout this Specification and use of “main members”
is avoided. Users of this Specification should be careful
to avoid conflicts if they use such terms in other parts of
their contract.
Owners are cautioned against using the term
“primary members” to designate which materials require
Charpy (CVN) testing requirements because doing so
may result in CVN requirements for compression-only
portions of members and end diaphragms.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

SECTION 2

PREFABRICATION

2.1—FABRICATOR CERTIFICATION

2.1.1 C2.1.1

Certification from the AISC Quality Certification Certification is intended to help ensure that the
Program is required for Fabricators in the category Fabricator has the needed expertise and commitment to
appropriate for the type of work being performed. The quality to achieve a successful project. AISC administers
categories include: the certification program and provides the following
description of their program:
• Simple Steel Bridge Structures (Sbr) —Required for
highway sign fabrication, bridge parts such as cross • The purpose of the AISC Quality Certification
frames, and unspliced rolled beam bridges. Program is to confirm to the construction industry
that a Certified structural steel fabricating plant has
• Major Steel Bridges (Cbr) —Required for all bridges the personnel, organization, experience, procedures,
other than unspliced rolled beam bridges. knowledge, equipment, capability and commitment
• Fracture Critical Endorsement (F)—Required for to produce fabricated steel of the required quality for
any fabrication conducted on fracture critical a given category of structural steel work.
members (FCMs). • The AISC Quality Certification Program is not
• Sophisticated Paint Endorsement (P)—Required for intended to involve inspection and/or judgment of
any shop and/or field painting performed on steel product quality on individual projects. Neither is it
bridges. intended to guarantee the quality of specific
fabricated steel products.
More information, including a list of all AISC-
certified fabricators, is available from the AISC website
at http://www.aisc.org. Information may also be obtained
by writing to AISC, One East Wacker Drive, Suite 700,
Chicago, IL 60601-1802.

2.1.2 C2.1.2

Qualification under SSPC-QP3, Standard Procedure The following information is taken from the SSPC
for Evaluating the Qualifications of Shop Painting website and describes their certification program:
Contractors, may be substituted for the Sophisticated
Paint Endorsement. SSPC’s Painting Contractor Certification Program is
a national pre-qualification service developed by
SSPC for facility Owners and others who hire
industrial painting contractors. The program
evaluates painting contractors in two categories:
1. SSPC-QP 1, Standard Procedure for
Evaluating Qualifications of Painting
Contractors: Field Application to Complex
Structures.
2. SSPC-QP 2, Standard Procedure for Evaluating
the Qualifications of Painting Contractors to
Remove Hazardous Paint.
These standards were developed through the SSPC
consensus process.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

SSPC recently introduced a new quality certification

program designed to evaluate the qualifications of firms
involved in surface preparation and shop paint
application. The shop certification, or QP 3, program is
based on criteria established in SSPC-QP 3, Standard
Procedure for Evaluating the Qualifications of Shop
Painting Contractors. More information about this
program is available from the SSPC website,
http://www.sspc.org, or from SSPC: The Society for
Protective Coatings, 40 24th Street, Pittsburgh, PA
15222-4656, phone (412) 281-2331, fax (412) 281-9992.
Coating certification is addressed in the Collaboration’s
guide specification for coatings. The requirements of
Collaboration standards S 2.1 and S 4.1 are intended to
work in conjunction with quality control requirements in
the AISC Quality Certification Program.

2.1.3

Allow the Owner to review the certification records

upon request. Resolve all findings noted during this
review prior to fabrication.

2.2—COMMUNICATION

2.2.1 C2.2.1

Prior to beginning work, Owner and Contractor Effective communication between the Owner, the
representatives shall identify individuals who are Fabricator, and the Contractor is essential to a successful
responsible for the following functions: project. Before work begins, these parties should
establish the simplest, most direct lines of
• Preparation, submittal, review, approval, and communication possible and make sure that all parties
distribution of shop drawings,; understand and use them. This is an important function
of the pre-fabrication meeting.
• Submittal and control of material test reports
(MTRs);
• Quality Control (QC) and Quality Assurance (QA);
• Engineering, including the Designer, the
Fabricator’s Project Engineer, and the Owner’s
Engineers for technical submittals during
fabrication.

2.2.2

The Owner will identify individuals or agents

responsible for handling shop detail drawings, approving
welding procedures, providing quality assurance, and
accepting proposed repairs.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

2.2.3 C2.2.3

During the project, maintain effective During the course of the work, the Fabricator may
communications with the Owner’s representatives. propose changes to the structure that slightly or
Address problems and concerns as early as possible in significantly deviate from the structure’s design. In such
the work. cases, the Owner may prefer that the Fabricator approach
the Designer directly, that the Fabricator go through the
Owner responsible for acceptance, or that some other
procedure be followed.
Important rules of thumb:

• Establish lines of communication agreed to by all

parties, including the Designer, the Engineer
responsible for quality assurance, the Engineer
responsible for erection, the Fabricator, and the
Contractor.
• Keep the lines of communication as simple and
direct as possible.
• Always keep the Designer in the loop when
decisions are made affecting the structure’s
performance or appearance.
• Allow the Fabricator to contact the Designer directly
prior to shop drawing approval.
• After shop drawings have been approved, the
Fabricator should go through the Owner’s
representative responsible for acceptance.

Note, however, that if a consultant designer is

involved, the consultant might charge for time spent on
the project, so the Fabricator must coordinate with the
Owner before any submittal to a consultant.

2.2.4

On complex projects, start communication about

special aspects of the job, including tolerances or other
requirements, very early in the project.

2.3—SHOP DRAWINGS

2.3.1

Provide separate shop drawings for each steel

structure on a project. Dual (twin) bridges shall have
separate drawings for future reference.

2.3.2 C2.3.2

Prepare and submit shop drawings in accordance Fabricators must provide complete, legible, and
with AASHTO/NSBA Steel Bridge Collaboration G 1.3, accurate shop drawings to the Owner to facilitate prompt
Shop Detail Drawing Presentation Guidelines, or return. Submitting shop drawings in packages according
another equivalent system. to a mutually agreeable review schedule also facilitates
prompt return.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

Use of electronic drawings has proven effective and

should be considered if all parties agree on the system
requirements, review and approval authentication, and
the storage and handling of electronic drawings.

2.3.3 C2.3.3

Do not begin fabrication until drawings are approved The Owner’s review of shop drawings is a form of
or approved-as-noted. Work performed prior to shop quality assurance and not quality control. The Owner
drawing approval is at the Fabricator’s risk, and may reviews shop drawings to check that they accurately
require additional inspection, NDT/NDE, or partial reflect the design, but the Owner does not check every
disassembly/reassembly to satisfy the Owner’s QA. detail and calculation. Regardless of the Owner’s review
and approval, the accuracy of shop drawings remains the
Contractor’s responsibility.
Owners should be expedient when reviewing shop
drawings. Fabricators plan the flow of work and
placement of jobs months in advance. They need to be
able to start work on schedule to keep production moving
and to satisfy field delivery requirements. Because shop
drawings must be approved before work starts, the
Owner will delay the Fabricator if checking the drawings
takes too long.
To expedite the review process and to help obtain
consistency in shop drawing review, the
AASHTO/NSBA Steel Bridge Collaboration has
developed a standard for shop and erection detail
drawing approval, G 1.1, Shop Detail Drawings
Review/Approval Guidelines.
In some cases the Fabricator decides to begin
fabrication before receiving approved shop drawings,
and the Owner may consider requests from the Fabricator
to proceed without approved shop drawings. However,
work done without approved shop drawings may have to
be changed based on final, approved shop drawings. No
work done without approved drawings should be
concealed by subsequent work before drawings are
approved.
Except for emergency situations, work should not be
allowed to proceed before shop drawings have been
submitted for review.

2.4—PREFABRICATION MEETING

2.4.1

Before work begins, a prefabrication meeting may

be held at the discretion of the Owner or if requested by
the Fabricator or Contractor.

2.4.2

The Owner will provide design, construction, and

QA inspection representatives as appropriate.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

2.4.3

The Fabricator representatives will include the plant

manager; engineering, production, and quality control
inspection personnel as appropriate; and, if applicable,
subcontractor representatives (e.g., painter, subcontract
fabricators, or testing agencies).

2.4.4 C2.4.4

Review these aspects of the job: A prefabrication meeting may avert many of the
problems that may complicate or delay fabrication. At
the prefabrication meeting:
• Progress on shop drawing submittal and approval;
• Plant and personnel certification; • The Owner and Fabricator should review the project
and discuss specific concerns.
• Organizational structure and primary (lead) plant
personnel; • The Fabricator should describe the expected
approach to the project, including milestones or
• Handling of MTRs; specialized work in detail.
• Traceability of materials; • The Owner should describe any unusual
• Fabrication procedures, especially shop assembly, requirements for the project.
welding, and painting; • The Owner should describe how QA inspection will
• Supply and sampling of paint, bolts, and other be accomplished, including identification of
materials, if applicable; inspectors, the intended inspection schedule, and any
special inspection or hold points.
• Work schedule;
• Clear lines of communication should be established
• Availability and advance notification of quality between all parties.
assurance inspectors (QAIs);
• The shop drawing review and fabrication schedules
• Inspector’s office; should be discussed and mutually understood.
• Appropriate lines of communication; The Owner should have at least one designer, one
acceptance representative, and one QA inspector present
• Project-specific areas of concern for fabrication and
at the meeting. The Fabricator should have
inspection, including any special applications of
representatives from production, engineering, quality
non-destructive examination and testing
control, and general management. The Contractor, other
(NDE/NDT);
subcontractors, and suppliers may be included. All
• Handling of non-conformance and repair issues; parties should be given the opportunity to ask questions
or express concerns.
• Special requirements, especially any exceptions to It is not necessary to have a prefabrication meeting
this specification; before every project, especially if the Owner and
• Project details, requirements, or processes that have Fabricator work together on a regular basis.
caused prior difficulties; and
• Loading and shipping.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

2.5—PROCEDURES

2.5.1 C2.5.1

Written procedures must be maintained for the Procedures are intended to facilitate understanding
fabrication processes listed below. These are subject to between the Owner and the Fabricator about how various
the Owner’s review and acceptance. aspects of the work will progress. These procedures may
be included in the documentation reviewed during the
• Material traceability; AISC Certification process. Having these procedures helps
Fabricator’s employees understand requirements, and
• Cutting and fitting;
providing copies for review by the Owner helps minimize
• Heat-assisted and cold bending; conflicts once the work has begun. Most procedures reflect
the Fabricator's standard practices, so they do not need to
• Welding (welding procedure specifications and
be resubmitted for routine jobs unless a specific aspect of
supporting documentation must have Engineer
work needs particular attention. Written procedures
approval before they can be used);
provide more specific guidance than the specification will,
• Cambering and heat-curving, including temperature but the Owner should not use written procedures to
measurement, patterns, and sequences (must have introduce requirements beyond the intent of the
Engineer approval to be used); specification. For repairs, the Fabricator and Owner should
reach an understanding about NDE methods, scheduling,
• Shop assembly/laydown, including drilling and
and the advance notice needed to coordinate quality
punching;
control and quality assurance inspections.
• Postheat and stress-relieving procedures; Procedures should convey how the Fabricator’s
process will satisfy specification requirements.
• Shop installation of fasteners, with rotational
Information presented on a shop drawing may suffice in
capacity (RC) test, if applicable; and
lieu of formally submitting a written procedure.
• Blast cleaning and painting.

2.5.2

Each procedure must explain how tasks will be

accomplished, evaluated, and accepted by both the
quality control inspector (QCI) and the QAI (as
applicable) prior to subsequent operations.

2.5.3

The procedures may be standardized and not require

resubmittal and approval for each project.

2.6—COMMENCEMENT OF WORK C2.6

Provide a written advance notice to the Owner a Owners generally provide some level of QA during
minimum of two weeks before fabrication begins. bridge fabrication, and they often have projects
underway at a number of locations. When the Fabricator
provides the Owner with an anticipated work schedule,
this allows planning and preparation for inspection. The
earlier notification is provided to the Owner the better, so
Fabricators should provide schedule information as soon
as possible and not simply follow the prescribed
minimum lead times. The Fabricator can initially provide
a general estimate to the Owner and then provide more
precise details as the commencement date approaches.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

2.7—EVALUATION OF THE WORK

2.7.1 C2.7.1

The QAI will evaluate the work and accept Generally, Owners have one representative who
fabricated components that satisfy the requirements of oversees fabrication of steel bridge members; this may or
the contract documents. may not be the same individual responsible for review of
shop drawings. In order for fabrication to proceed
smoothly, the Owner should clearly identify the
individuals responsible for shop drawing review and
approval, for QA during fabrication, and for questions
about contract requirements and changes. When a
consultant is responsible for the design or shop drawing
review, an Owner’s employee should act as the
intermediary to coordinate inquiries or disagreements
between the Fabricator and consultant.

2.7.2

The Engineer may accept fabricated components

that do not fully conform to the contract provided the
Engineer is satisfied that alternate practices or work
proposed by the Fabricator will not compromise the
durability, performance, or integrity of the structure.

2.8—QUALITY CONTROL

2.8.1 C2.8.1

Perform QC inspection using trained and qualified The AASHTO/NSBA Steel Bridge Collaboration S 4.1,
personnel in accordance with AASHTO/NSBA Steel Steel Bridge Fabrication QC/QA Guide Specification
Bridge Collaboration S 4.1, Steel Bridge Fabrication describes quality-related actions for both the Owner and
QC/QA Guide Specification. the Fabricator. For the Owner, it provides a detailed
inspection practice that may be adopted and
implemented. For the Fabricator, it provides
requirements and guidelines for writing a quality control
plan. These guidelines parallel many of the requirements
the Fabricator must already satisfy in order to achieve
AISC plant certification.

2.9—PROGRESS MEETINGS C2.9

Progress meetings may be held during the course of Progress meetings can be used to resolve QC/QA
the work at the discretion of the Owner or at the request disagreements, determine current status of completed and
of the Fabricator or Contractor. in-progress work, clarify unusual or altered contract
requirements, discuss current or potential problems and
their resolution, and monitor the anticipated production
and completion schedule.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

2.10—SAFETY C2.10

Perform work in accordance with industry codes for Worker safety is a critical issue in steel bridge
safety, including OSHA regulations and any other fabrication and erection. However, there are many
applicable codes or restrictions. national and state standards that address safety concerns
for industry and apply to fabrication shops by law and
civil statute. It would be difficult to provide a
comprehensive list of all applicable safety requirements
in this Specification. Therefore, specifics about worker
health and safety are not addressed in this standard.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

SECTION 3

MATERIAL CONTROL

3.1—QUALITY

3.1.1 C3.1.1

Provide materials that satisfy contract requirements. Almost all steel bridges in the United States use a
small group of steel material specifications. Each of the
steels typically used in bridges is available in both
AASHTO and ASTM specifications, but there are
virtually no differences between the two specifications
for each material. However, some Owners prefer to use
AASHTO specifications, while others prefer to use
ASTM specifications, so both sets of specifications
continue to be maintained.
The AASHTO and ASTM steel specifications used
for bridge construction have a bridge steel version (e.g.,
ASTM A709/A709M Grade 36 or AASHTO
M 270M/M 270 Grade 36) and, until the 2000 edition of
the AASHTO standards, a stand-alone version (e.g.,
ASTM A36 or AASHTO M 183). Hence, for a given
type of steel, there may be four different specifications.
As of the 2000 edition of the AASHTO Standard
Specifications for Transportation Materials and Methods
of Sampling and Testing, the stand-alone structural steel
specifications have been withdrawn, so owners should
specify M 270M/M 270 steel if they use AASHTO
specifications.
Table C1 provides a summary of these materials and
their associated specifications.

Table C3.1.1-1— Typical Steel Bridge Materials and Associated Specifications

Specifications
Material ASTM ASTM AASHTO AASHTO
A709 A36 M 270 M 183*
Carbon Steel, Grade 36 Grade 36 Grade 36
High Strength, Low Alloy Steel, A709 A572 M 270 M 223*
Grade 50 Grade 50 Grade 50
Structural Steel Shapes, Grade 50S A709 Grade 50S A992 M 270 Grade 50S
High Strength, Low Alloy Steel, A709 A588 M 270 M 222*
Weathering, Grade 50W Grade 50W Grade 50W
High Performance Steel (HPS), A709 M 270
Grade 50W Grade HPS 50W Grade HPS 50W
High Performance Steel (HPS), A709 M 270
Grade 70W (Q&T and TMCP) Grade HPS 70W Grade HPS 70W
High Performance Steel (HPS), A709 M 270
Grade 100W (Q&T ) Grade HPS 100W Grade HPS 100W
* Not included in the AASHTO material specifications after the 2000 edition.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

There is no designated grade for HPS made by

thermo-mechanically controlled processing (TMCP). The
high performance steels initially recognized by
A709/A709M and M 270M/M 270 were manufactured
only by quenching and tempering (Q&T). Subsequent
ASTM and AASHTO material specifications permit
TMCP processing. TMCP material is available up to
2 in. (50 mm) thick. Heat treatment temperatures must be
documented on the test reports when the material is
Q&T. There is virtually no performance difference
between materials made from either process, so the
Designer should allow substitutions.
For both ASTM A709/A 709M and AASHTO
M 270M/M 270, Charpy requirements are
supplementary, so the Designer must mandate CVN
testing for the specific materials where toughness is
required.
Welding Consumables—Information about welding
consumables is available from the Bridge Welding Code,
the AWS D1.1 Structural Welding Code, and associated
AWS filler metal specifications. These documents are
available from the American Welding Society.

3.1.2

Material meeting equivalent AASHTO and ASTM

specifications may be supplied under either specification.

3.2—CERTIFICATIONS AND VERIFICATION

3.2.1 C3.2.1

Provide MTRs for all steel materials used in Requirements for MTRs are generally found in the
fabrication, including plates, bars, shapes, and fasteners. material specification or an associated specification. For
MTRs must originate from the producer of the material example, ASTM A709 requires that MTRs be in
and not from a supplier, unless the Owner permits accordance with ASTM A6. In turn, ASTM A6 provides
specific supplemental testing of stock or service-center- specific details about the information that must be
supplied material for toughness or other parameters. present in the MTR. Note that ASTM A6 does not
require a signature or certification of domestic
production on the MTR, but these may be required under
“Buy America” mandates.

3.2.2

Check the MTRs for conformance with the

applicable material specification, including actual values
from required tests.

3.2.3

Use material from stock only if it can be positively

identified, if the appropriate documentation is provided,
and if the direction of rolling, when required, can be
established.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

3.2.4 C3.2.4

When “Buy America” restrictions apply, provide Fabricators should be aware that most steel bridges
MTRs certifying that the materials were melted and constructed in the U.S. are governed by federal or state
manufactured in the United States and that all applicable requirements that all manufacturing processes for steel or
requirements are satisfied. iron materials and application of coatings to steel or iron
materials must occur in the U.S. Applicable requirements
will be in the contract.

3.3—IDENTIFICATION AND TRACEABILITY

3.3.1

Ensure that all structural steel materials are

identified in accordance with ASTM A6 or other
applicable code requirements.

3.3.2 C3.3.2

Maintain heat numbers on all primary bridge Material traceability must be maintained throughout
materials until the material is permanently joined into a fabrication for all materials. The Fabricator should have
piece-marked member. Use paint stick or other suitable an effective method for material control in the Quality
method not detrimental to the member’s function. Control Plan. Identification information (heat number,
project number, material grade, plate dimensions) should
be kept visible on stockpiled material by staggered
stacking whenever possible.

3.3.3

Document all primary member material

identification for shop records and provide copies of this
documentation to the QAI for the Owner’s records.

3.4—HANDLING, STORAGE, AND SHIPMENT

3.4.1 C3.4.1

Handle, store, and ship raw and fabricated materials Plate sagging between dunnage is not detrimental as
in a manner that protects them from damage, facilitates long as the material is not kinked or permanently deformed.
subsequent inspections, and does not compromise the
safety of personnel.

3.4.2

Place raw and fabricated materials above the ground

on platforms, skids, or other supports.

3.4.3 C3.4.3

Keep materials free from dirt, grease, and other Storing material outside is acceptable, provided the
foreign matter, and provide proper drainage for materials material is protected from water ponding, damage, and
stored outside. salt spray or other deleterious substances. Concentrated
corrosion or pitting due to prolonged damp storage must
be avoided, especially for stacked plates and unpainted
splices loosely assembled for shipping.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

3.4.4 C3.4.4

Protect materials from detrimental corrosion or Concentrated corrosion or pitting due to prolonged
coating deterioration. damp storage must be avoided, especially for stacked
plates and unpainted splices loosely assembled for
shipping.

3.4.5

Organize bulk materials such as fasteners and studs

into separate production lots and store them so that they
are protected from adverse environmental conditions and
so that traceability is maintained.

3.4.6

Store paint in accordance with manufacturer’s

recommendations.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

All rights reserved.
Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.
All rights reserved.
16 S 2.1 STEEL BRIDGE FABRICATION GUIDE SPECIFICATIONS

SECTION 4

WORKMANSHIP

4.1—CUTTING, SHEARING, AND MACHINING

4.1.1 C4.1.1

Cut and shear materials in accordance with Bridge The Bridge Welding Code addresses cutting of
Welding Code tolerances and with the following: materials. Proper cutting and surface preparations are
important for fatigue resistance. Special care must be
• For primary member plate components thicker than exercised when cutting and repairing quenched and
5
/8 in., plane 3/16 in. off sheared edges that remain tempered steels.
exposed after fabrication; Torch cutting notches should be minimized but may
still occur. In accordance with the Bridge Welding Code,
• Cut and fabricate steel plates for primary member these may be repaired using a procedure approved by the
components and splice plates with the direction of Engineer. The Bridge Welding Code also provides
rolling parallel to the direction of primary stresses. guidelines that should be followed in the repair and NDE.
The primary stress for web plates is assumed to be The Owner should allow the Fabricator to develop
parallel to flanges unless otherwise shown on the preapproved procedures for common repairs.
approved shop drawings. The Engineer may permit Preapproved procedures should apply provided the
the rolling direction of web splice plates to be notches are less than 1/2 in. deep and are not too frequent.
perpendicular to the flanges, based on anticipated The inspector can best judge what frequency is
horizontal and vertical load components and the reasonable.
splice plate sizes required. The AREMA (American Railway Engineering and
Maintenance of Way Association) commentary provides
this explanation concerning the need for planing of
sheared members:

Any sheared edge may have incipient cracks

resulting from the shearing operation, which literally
tears the material apart. Since such cracks might be
harmful, the requirements for edge planing of
sheared material have been included in these
[AREMA] and other specifications for many years.
The planing requirements need not be applied to thin
A36 material because the shearing operation does not
produce structurally damaging defects therein.

Under the first bullet of this Section, the word

“exposed” means any sheared surfaces that are still
visible after fabrication is complete, as opposed to
sheared edges that are enclosed by welds and therefore
are no longer exposed (e.g., web plates).

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

4.1.2 C4.1.2

Machine (grind, mill, plane, etc.) in accordance Plates and shapes generally have superior properties
with the contract requirements and applicable codes, in the direction of rolling. Further, the direction of rolling
specifications and accepted industry practices. is normally prescribed for material property tests.
Therefore, the direction of rolling must be the direction of
the primary design stress for main components.
Orientation with stress is a lesser issue with webs than
with flanges, since web splices carry longitudinal
(bending) stress and vertical (shear) stress. Obtaining
small quantities of wide plate may be uneconomical, so
permitting either direction of rolling for web splice plates
is recommended. Web splice plates may then be ordered
with the direction of rolling parallel to either their vertical
or horizontal axes.

4.2—CONTACT AND BEARING SURFACES

4.2.1

Finish bearings, base plates, and other contact

surfaces to the ANSI surface roughness requirements
defined in ANSI B46.1, Surface Roughness, Waviness
and Lay, Part I, given in Table 1, unless otherwise noted
in the contract.

Table 4.2.1-1—Maximum Permitted Surface Roughness

Steel slabs ANSI 2000 μin.

Heavy plates in contact with shoes to be welded ANSI 1000 μin.
Milled ends of compression members, milled or ground ends of stiffeners or rockers ANSI 500 μin.
Bridge rollers and rockers ANSI 250 μin.
Sliding bearings ANSI 125 μin.
Pins and pin holes ANSI 125 μin.

4.2.2

For I-girders, ensure that flanges are square to webs

(within specified tolerances) before attachment of
stiffeners or connection plates. For skewed web-to-
flange orientations, such as trapezoidal box girders,
proper orientation is required before attachment of
stiffeners or connection plates.

4.3—COLD BENDING

4.3.1 C4.3.1

Do not cold-bend fracture-critical materials. The bending radius limits in the guide specification
are also intended to avoid initiating fracture during
bending. The limits in Table 4.3.2-1 are based on the
work conducted by Roger Brockenbrough for the AISI
Transportation and Infrastructure Committee published
June 28, 1998.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

4.3.2

When possible, orient bent plates for connections so

that the bend line will be approximately perpendicular to
the direction of rolling. If the bend line must be
approximately parallel to the direction of rolling,
multiply the suggested minimum radii in Table 1 by 1.5.

Table 4.3.2-1—Minimum Cold-Bending Radii

Material Inside Radius in Terms of Plate Thickness, t in.

ASTM A709 Grade t≤1 1 (25 ) < t ≤ 2 2<t

36 (250) 1.5t 1.5t 2.0t

50 (345), 50S (345S), 50W (345W), HPS 50W (HPS 345W) 1.5t 2.0t 2.5t

HPS 70W (485W) 1.5t 2.5t 3.0t

100 (690), 100W (690W) and HPS 100W (HPS 690W) 2.25t 4.5t 5.5t

4.3.3 C4.3.3

Do not use material with non-specified kinks or Steel is very formable by bending, and bending is
sharp bends, cracks, large dents, or visible reduction of often the best way to produce certain geometries. As a
section (necking). rule of thumb, if the steel has been bent without kinks or
perceptible necking and no fracture has occurred, it is
probable that the integrity of the steel has not been
compromised. Repeated bending (back and forth) is an
exception to this rule.
After bending, steel springs back slightly. The
amount of springback depends upon a number of factors,
including the grade of the material. For higher grades,
more springback will occur.

4.3.4

Visually inspect all deformed areas and die contact

points, and check any suspected damage by magnetic
particle testing (MT).

4.3.5

For bent plates, use the largest bend radius that the
finished part will permit and ensure that the surfaces of
dies, rams, restraints, or other tools are smooth. Use a
width across the shoulders of the female die of
approximately eight times the plate thickness for
Grade 36 (250) material. Higher strength steels may
require larger die openings.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

4.3.6

Where the concave face of a bent plate must

uniformly contact an adjacent surface, ensure the male
die has the proper radius to result in the required
curvature.

4.3.7 C4.3.7

Before bending, break corners (slightly chamfer or Rounding the corners of the plate reduces the
radius by grinding) in the area to be bent. likelihood of cracking during bending.

4.3.8 C4.3.8

Suggested minimum bend radii for cold bending, The bending radius limits in the guide specification
measured to the concave face of the plate, are given in are also intended to avoid initiating fracture during
Table 4.3.2-1. If a smaller radius is required, see bending. The limits in Table 4.3.2-1 are based on the
Section 5.6. work conducted by Roger Brockenbrough for the AISI
Transportation and Infrastructure Committee published
June 28, 1998.

4.4—STRAIGHTENING

4.4.1

Straighten bridge member parts, such as plates,

angles or shapes, before the parts are assembled.

4.4.2

If materials are cold-straightened, follow the

applicable provisions of Section 4.3.

4.4.3

If heat is to be used for straightening, apply the

provisions of Section 5.

4.5—WELDING

4.5.1 C4.5.1

Weld built-up plate and open rolled-shape structural This Specification requires that welding of plates and
elements in accordance with the Bridge Welding Code. open shapes (angles; channels; W, M, S & HP I-shapes;
etc.) be performed in accordance with the Bridge Welding
Code. The AWS D1.1 Structural Welding Code governs
welding of structures using round and rectangular tubular
members.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

The Bridge Welding Code is a joint document of the

American Association of State Highway and
Transportation Officials (AASHTO) and the American
Welding Society (AWS). It was developed in response to
a need for a common steel bridge welding specification.
Before it was published, most transportation authorities
used the AWS D2.0 Specifications for Welded Highway
and Railway Bridges from 1963 to 1974, and the
AASHTO Standard Specifications for Welding of
Structural Steel Highway Bridges, which modified the
AWS D1.1 Structural Welding Code, from 1974 to 1989.
These, together with individual or regional modifications,
were used by Owners to govern steel fabrication. The
confusion caused by the proliferation of additional
requirements resulted in the recognition of the need for a
single document that could increase standardization in
bridge fabrication, while at the same time addressing the
issues of structural integrity and public safety.
The committee responsible for the Bridge Welding
Code consists of AASHTO and AWS members. The
AASHTO members make up Task Force 2, which reports
to T-17, Technical Committee for Welding, of the
AASHTO Highways Subcommittee for Bridges and
Structures. The subcommittee, together with AWS
members representing industry, is referred to by AWS as
Subcommittee 10 and follows the AWS Rules of
Operation for conducting its activities.
All revisions to the Bridge Welding Code must first
be approved by AWS Subcommittee 10 and then satisfy
two separate adoption processes. For AWS approval, the
AWS D1 Main Committee, then the Technical Activities
Committee, and then the Technical Committee must
approve all revisions. For AASHTO approval, T-17, then
the Highways Subcommittee for Bridges and Structures,
and then the Standing Committee on Highways (SCOH)
must approve revisions.
Comments and inquiries pertaining to the Bridge
Welding Code are welcomed by AWS and should be sent
to the Secretary of the AWS Structural Welding
Committee or the Chair of the AASHTO Technical
Committee for Welding. The process for submitting
comments and inquiries may be found in the foreword of
the code.
There are a number of good welding resources
available for the Owner. The following volumes are
suggested for an Owner responsible for structural welding
in a department of highways or transportation:

1. The Procedure Handbook of Welding, The Lincoln

Electric Company
2. The Welding Handbook, Volumes 1–3, AWS
3. Design of Weldments, Lincoln Electric Company
4. Design of Welded Structures, Lincoln Electric
Company

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

5. Welding Metallurgy, Volume I, George Linnert/AWS

Other excellent resources include the journal Welding
Innovation, published by the James F. Lincoln Arc
Welding Foundation, and Modern Steel Construction, a
monthly magazine published by AISC. More information
is available about AWS from their website at
www.aws.org.
Only welds shown on the approved drawings or
otherwise allowed by the Owner should be permitted in
the structure. This includes applications for erection.
Unapproved welds can result in a number of problems,
including the introduction of fatigue-sensitive details that
compromise long-term performance.
Many Fabricators show a welding procedure number
or numbers in the tail of the weld symbol. This is
information provided for the welder. The Fabricator may
use a procedure other than the one indicated in the
symbol as long as the procedure is suitable for the
application and has been approved by the Engineer.

4.5.2

Weld tubular structural elements in accordance with

AWS D1.1, Structural Welding Code—Steel.

4.5.3 C4.5.3

Do not weld or tack brackets, clips, shipping When the Contractor or Fabricator wishes to attach
devices, or other materials not required by the contract temporary or permanent hardware for lifting or other
to any member unless permitted by the Engineer and purposes, the Engineer should consider the location and
shown on the approved shop drawings. orientation to evaluate any negative impact on the
bridge’s fatigue resistance. Appropriate welding
practices, removal methods, and NDE must be employed,
even for temporary fixtures.

4.6—BOLT HOLES

4.6.1 C4.6.1

Fabricate bolt holes to the workmanship The authority on high strength, slip-critical bolted
requirements of the latest edition of the Research connections is the Research Council on Structural
Council on Structural Connections (RCSC) Connections (RCSC) of the Engineering Foundation,
Specification for Structural Joints Using ASTM A325 or known informally as the Bolt Council. The American
A490 Bolts. Use dimensions and tolerances based on the Institute of Steel Construction (AISC) endorses the Bolt
actual fasteners provided, whether U.S. customary or Council’s work and publishes the Council’s specification,
metric. “Specification for Structural Joints Using ASTM A325 or
A490 Bolts,” in the Manual of Steel Construction. The
RCSC specification is also available separately from
http://boltcouncil.org. The bolting provisions in the
AASHTO Standard Specifications for Highway Bridges
are also based on the Bolt Council's work and
recommendations.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

The bolt hole criteria in this Specification help

maintain bolt hole alignment when the bridge is erected.
Bolt holes are best examined with all involved members
assembled. However, some Fabricators use advanced
fabrication methods, such as CNC drilling equipment, to
produce bolt holes that are just as accurate without
conducting assembly. See Section 7 for more information.
Connections using oversized or slotted holes in at
least one ply do not usually require shop assembly for
drilling or reaming. Unless the contract or Owner requires
a complete or partial check assembly of the components,
verification of hole patterns are usually by spot checks of
dimensions. Simple templates may be used to verify
compatibility of components for field assembly.
Variations in rolled section geometry and straightness,
visually positioned drills, minor fluctuations in
component assemblies, misread details, and other small
cumulative shop errors may be caught by such checks.
When other subcontractors produce items such as seismic
and pot bearings, finger and modular expansion joints, or
other fixtures (lights, signs, drains) that attach to steel
members, coordination is essential. Paper templates,
electronic files, or other interactive information transfer
can avoid major problems at the job site.
Edge distances and bolt spacing, both minimum and
maximum, are established by the applicable AASHTO
design specifications and often create problems for
detailers and fabricators. Whenever reasonable, the
contract plan details should be satisfied but these may
leave some latitude for the Fabricator. If the design calls
for the minimum edge distances permitted by the
AASHTO Specifications, the Fabricator should first
verify where increases are possible without affecting the
design. Flange splice bolts can usually be moved farther
from the splice center, but web bolt patterns and their
distance from the center of the splice affect design
parameters. Web plates may already be at maximum
depth for the member, and if inside splice plates are used
on narrow flanges, there may not be room to widen them.
The Fabricator should contact the Owner with a detailed
proposal for any modifications desired, specifically
noting any changes in bolt spacing or pattern. If the
Fabricator discovers that plan details either do not satisfy
applicable specifications or are not possible because of
interference, this should also be conveyed to the Owner.
Theoretical gaps between joined members at a splice
(other than compression members in bearing) are usually
specified on the plans. These dimensions, preferably
evenly divisible by two for detailing, vary in actual
fabrication, but may not be substantially changed on shop
drawings without the Owner’s approval.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

4.6.2 C4.6.2

Ensure that bolt holes in primary members meet the Holes should not be punched in material that is
following criteria: thicker than the diameter of the hole. If the material
thickness exceeds the punch diameter, the punch may fail
• Square to splice plates within 1/20. if the die diameter is not increased. However, increasing
the die diameter will result in holes being oversized at the
• No tears, cracks, fins, dirt, loose rust, burrs, or other die side of the hole because the hole size will be the same
anomalies that could impede intimate contact or as the die size. The following have historically been
concentrate stress. considered to be appropriate thickness limits for hole
• Round within ±1/32 in. punching:

• Within +1/32 /–0 in. of the specified size. Grade 36 (250): 3

/4 in.
• For sub-size holes, aligned and sized so that a pin
1 Grade 50/50W/50S/HPS 50W
/8 in. smaller than the sub-size holes can pass 5
(345/345W/345S/HPS 345W): /8 in.
through all assembled plies in at least 75 percent of
the holes before reaming and a pin 3/16 in. smaller Grade HPS 70W (HPS 485W): 1
/2 in.
than the hole can pass through 100 percent of the
holes before reaming.
• Thermal-cut holes or portions of slots ground as
required to provide maximum surface roughness of
ANSI 1000 μin. and remove gouges.

4.6.3 C4.6.3

Full-size punched holes may be used as follows: The restrictions of this Section acknowledge the
research conducted by the University of Texas, Austin
• Do not punch holes full size in longitudinal primary (reference Report 0-4624, Performance and Effects of
members, transverse floor beams, or any component Punched Holes and Cold Bending on Steel Bridge
designated as fracture-critical. These holes must be Fabrication, Frank, Brown, Cekov, Lubitz, Christian, and
drilled full-size, unless subpunched or subdrilled Keating, 2006). Full-size punched holes reduce ductility
and then reamed full size. and fatigue strength and therefore should not be used in
flanges and webs without an associated design strength
• Crossframes and diaphragm connection plates in factor. However, such reduction is not considered
longitudinal primary members may be punched full significant for the performance of members such as
size. bracing and crossframes and their connection plates,
including crossframes and stiffeners in curved members.

4.6.4

When slotted holes are required by the contract:

• Use AASHTO short slotted holes if the contract

calls for slotted holes but does not provide
dimensions.
• Make slots by a single punch or by joining two
adjacent drilled or punched holes using guided
thermal cutting.
• Do not make slotted holes more than 1/32 in. greater
in width or 1/16 in. greater in length than specified.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

4.6.5

Do not thermally cut holes in quenched and

tempered steel, unless subsequent processes will remove
all material within 1/16 in. of the cut surface. Thermally
cut holes in other material must be free of gouges and
other cutting defects.

4.6.6

Assess bolt hole quality in primary members with

the members and splice plates assembled, except in
cases where the use of computer numerically controlled
(CNC) drilling equipment or bushed templates are
allowed (see Section C7.4).

4.6.7

Holes in floor beam to primary member connections

and continuous stringer to floor beam connections do
not require shop assembly verification unless specified
by the contract.

4.6.8

Do not use temporary welds to secure materials

while drilling or reaming through multiple plies.

4.6.9 C4.6.9

Locate standard size bolt hole centers no closer to For some tolerances, Fabricators should consider
the nearest edge than the minimum distances given in requesting permission from the Designer to position the
Table 1. For oversize or slotted holes, provide a holes slightly further from edges than the distance shown
minimum clear distance between the hole and the edge on the plans. Edge and end distances are important
of one bolt diameter. because a minimum amount of material is needed
between the bolt hole and the edge of the plate. Contract
plans typically show bolt holes with AASHTO minimum
distances. Therefore, if the designer details the holes for
the same clearance, there is essentially zero tolerance for
mislocating holes closer to the edge of the member or
splice plate. The designer should preferably detail the
holes at a distance slightly greater than the AASHTO
minimums, especially at field splice centerlines.
Fabricators may also wish to increase edge distances from
those presented in the design. If so, the Fabricator should
convey this to the Owner and reflect the modified details
in the shop drawings to be approved.
Minimum edge distances in Table 1 are
approximately 1.75 times the bolt hole diameter for
sheared edges and 1.25 times the bolt diameter for rolled
or thermally cut edges. These criteria come from the
AASHTO LRFD Code, and are similar to those in the
AISC Code but less conservative than the earlier
AASHTO LFD Code. Since the LRFD allows smaller
edge distances, the Owner has less latitude to accept holes
made closer to edges than specified.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

4.6.10

The maximum fabricated edge distance is the lesser

of eight times the thickness of the thinnest outside plate
or 5 in.

4.6.11 C4.6.11

The tolerance for bolt hole spacing is ± 3/16 in. Bolt spacing tolerance is not to be used to reduce
minimum required edge or end distance.

4.6.12 C4.6.12

When slip-critical faying surfaces are to be primed, When bridges with bolted connections are painted,
use a coating that is certified to provide the needed the preferred practice is to prime-coat all faying surfaces.
friction. This maintains the continuity of the prime coat and thus
offers better corrosion protection. However, in slip-
critical connections, the primer must provide enough
friction to transfer the applied loads. The contract
specifies the required coating. If the minimum required
slip coefficient is not specified in the contract, the
Engineer can provide this information (see
Section C4.6.14). The paint manufacturer can provide the
coefficient of friction for the paint and the range of dry
film thickness and curing conditions (temperature,
humidity, and minimum curing time) needed to achieve
the required friction. If joints are bolted before the primer
is properly cured, the performance of the connection may
be compromised. The primer must also meet the creep
characteristics required for coatings on faying surfaces,
and the paint supplier will provide a certification attesting
to this. More information about coating of faying surfaces
is available in the RCSC Specification, Appendix A,
Testing Method to Determine the Slip Coefficient for
Coating Used in Bolted Joints.
Though it is common and preferred that faying
surfaces be primed, it is not recommended that other
coatings, such as epoxy or urethane intermediate or top
coats, be applied to the faying surfaces. The same holds
true for the surfaces beneath bolt heads and washers at
slip-critical connections.

4.6.13

Hot-dip galvanized slip-critical faying surfaces shall

be free of high spots and hand wire brushed to remove
heavy oxides and provide some roughness.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

4.6.14 C4.6.14

Provide an SSPC-SP 6 cleaning for non-painted The surface preparation required by RCSC will
faying surfaces, but do not power wire-brush them. depend on the design assumption for the mean slip
Prepare non-painted faying surfaces in accordance with coefficient (μ) of the faying surface. If μ is not noted in
RCSC Specification requirements. the contract, or approved coatings are not specified,
contact the Engineer for further information. Class A
(μ = 0.33) requires the removal of all loose material but
permits clean, tightly adhering mill scale to remain. Class
B (μ = 0.50) requires the removal of all mill scale,
essentially an SSPC-SP 6 surface preparation. Surface
rust at the time of bolting may slightly exceed an SP 6
condition, but the faying surfaces must be free of any
loose material. If loose material is present, it can typically
be removed by a power wash just before bolting. Wire
brushing is not permitted because this will “polish” the
surface and reduce its slip resistance.

4.6.15

Ensure that faying surfaces are free of dirt,

lubricants, and other foreign or loose material at the time
of bolting, including metal shavings.

Table 4.6.9-1—Minimum Fabricated Edge Distances for Standard Holes

Fastener Size (in.) Sheared Edges (in.) Rolled or Gas-Cut Edges (in.)
5
/8 11/8 7
/8
3 1
/4 1 /4 1
7
/8 11/2 11/8
1 13/4 11/4
11/8 2 11/2
11/4 21/4 15/8
13/8 23/8 13/4

4.7—BOLTING

4.7.1 C4.7.1

Perform rotational capacity (RC) tests prior to The term “shop fasteners” addresses bolts that are
installation of permanent fasteners in primary used strictly in the shop to aid in fabrication or assembly
connections. Test in accordance with Collaboration of the members and do not become a permanent part of
standard S 10.1, Appendix 1, “Rotational Capacity Test the project. Because they will not actually be part of the
(Long Bolts in Tension Calibrator),” or Appendix A1, bridge, quality requirements and tightening requirements
“Rotational Capacity Test (Bolts Too Short to Fit In do not apply for these bolts.
Tension Calibrator),” as applicable. Rotational capacity (RC) testing is required at two
levels. ASTM requires RC testing in the manufacture of
zinc coated bolts and FHWA requires that DOTs conduct
field RC testing for fastener assemblies (bolt, nuts, and
washers) used in structures. The appendices to S 10.1
referenced in this Section reproduce the requirements of
FHWA report FHWA-SA-91-031 with 1994 revisions.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

When fasteners are galvanized, the manufacturer

removes a certain amount of additional material from the
nut thread (overtapping) to make room for the zinc on the
bolt. There tend to be variations in the amount of zinc
accumulated on the bolt threads, so it is important to
verify that galvanized bolts will be capable of developing
the required strength when they are installed. This is a
primary reason for the manufacturer’s test. When
purchasing galvanized fasteners, Owners should check
the Material Test Report to be sure that this test
requirement has been satisfied.
The RC field test mandate was a result of research
conducted by the FHWA into problems that occurred with
bolts in the 1980s. Complaints from the field about bolt
failures prompted the study. The FHWA began by
surveying inspectors, Owners, Fabricators, manufacturers,
and suppliers about the problems observed and they
narrowed the results down to two primary problems:

• Bolts were sometimes supplied which were not

actually represented by the paperwork supplied to the
Owner.
• Lack of proper lubrication led to tightening
problems.
When proper lubrication is not present, a high degree
of friction results between the nut and the fastener and
this makes it very difficult (or impossible) to turn the nut
at all. Further, the nut can feel tight long before it is
properly tightened. Fasteners must elongate to provide
clamping force, and if a bolt is not properly lubricated but
feels tight, the installer may be misled into thinking that
the bolt has been properly tightened. Another problem
exists in the plastic behavior of improperly lubricated
nuts. When a bolt is properly lubricated and is tightened
beyond its yield point, it demonstrates a great deal of
ductility so that the nut may be turned beyond what is
required without compromising the connection. But when
the fastener is not properly lubricated, the fastener may be
twisted, resulting in poor ductility and rupture before
proper bolt tension is attained.
Fasteners must be properly lubricated, and the field
RC test is intended to demonstrate that the proper
condition exists at the time of bolting. The federal
mandate requires that each combination of bolt heat,
washer heat, and nut heat be tested in the field at the time
of bolting. “Time of bolting” can be subjective and must
be determined by the Owner; it can be once per lot, or it
can be every day. Each combination of lots must be tested
at least once; further RC testing may not be necessary
unless the Contractor does not take proper care of the
fasteners, if there is a significant interruption in bolting,
or if there is any other reason to question the lubricated
condition of the fasteners. Note that “snug tight” for RC
testing has different criteria from the “snug tight”
prescribed for installation.

Copyright © 2008 by the AASHTO/NSBA Steel Bridge Collaboration.

4.7.2 C4.7.2
Install fasteners in accordance with the RCSC The RCSC Specification and associated commentary
Specification, Item 8.2, “Pretensioned Joints.” If special provide useful information about the installation of
fasteners not addressed by the RCSC Specification are fasteners in structures. Experience in bridges has shown
required, install them in accordance with the that two problems persist:
manufacturer’s recommendations.
• Fasteners are often installed without regard for
proper tightening procedures.
• There is often disagreement about what is meant by
“snug-tight”.
The RCSC Specification provides instructions on
how to achieve the snug-tight condition during
installation. Proper fastener installation requires that the
Contractor have trained personnel installing the bolts and
that the DOT conduct verification inspection.

4.8—SURFACE PREPARATION OF UNPAINTED

WEATHERING STEEL (NON-FAYING SURFACES)
4.8.1 C4.8.1
Provide an SSPC-SP 6 blast in the shop to all fascia The aim of the weathering steel surface preparation
surfaces of unpainted weathering steel beams. Fascia requirements is to give a relatively consistent appearance
surfaces include: from the ground without requiring a perfectly uniform
finish. If part of the girder will be painted, other levels of
• Outward-facing sides and bottom flanges of exterior surface preparation may be required.
plate girders and rolled beams,
• All outer surfaces of tub girders (both webs and
bottom flange) and box girders (both webs and both
flanges),
• All surfaces of truss members,
• Webs and undersides of bottom flanges of plate
diaphragms for tub structures,
• Any other surfaces designated as “fascia” on the plans.

4.8.2
Do not mark fascia surfaces. Use one of the
following methods as soon as possible to remove any
markings or any other foreign material that adheres to
the steel during fabrication and that could inhibit the
formation of oxide film:

• SSPC-SP 1, Solvent Cleaning

• SSPC-SP 2, Hand Tool Cleaning
• SSPC-SP 3, Power Tool Cleaning
• SSPC-SP 7, Brush-off Blast Cleaning

4.8.3
Do not use acids to remove stains or scales. Feather
out touched-up areas over several feet.

SECTION 5

HEAT APPLICATION

5.1—HEATING PROCESS AND EQUIPMENT

5.1.1 C5.1.1

Do not exceed the maximum allowable temperatures Steel may be readily straightened, curved, or bent by
given in Table 5.1.1-1 when applying heat to steel. force, by heat, or by a combination of both. If heat is
used for fabrication or geometry correction, carefully
planned and controlled procedures are required to avoid
compromising the properties of the steel. When the rules
are followed, there is little concern about changes in the
material’s integrity after heating. Because heat is a very
valuable tool for fabrication, its proper use should not be
unnecessarily limited.
Fabricators should develop standard procedures for
heat application, and Owners are encouraged to allow
their use in appropriate situations. The guide
specification provides a number of rules that must be
followed; these should be incorporated into the
procedures. The Fabricator should also incorporate
checks and verifications to be performed by the QC
inspectors and any non-destructive testing that may be
necessary.
There is a great deal of literature available about the
use of heat in steels. The most recent comprehensive
work for steel bridges is Heat-Straightening Repair for
Damaged Bridges, available from the FHWA.
Dr. Richard Avent of Louisiana State University
conducted the research. Though this work is focused on
repairs, it covers the basics and provides useful
information for fabrication. This manual is available
from the FHWA Office of Bridge Technology at
http://www.fhwa.dot.gov/bridge/heat.htm.

Table 5.1.1-1—Maximum Temperature Limits for Heat Application

Grade Maximum Temperature EF

36 1200
50, 50S, 50W, HPS 50W 1200
HPS 70W, Q&T and TMCP 1100
100/100W and HPS 100/100W 1100

5.1.2

Complete heating before painting.

5.1.3
Limit stresses due to preload (including loads
induced by member weight) to 0.5 Fy, where Fy is the
nominal yield strength of the material.

5.1.4 C5.1.4
When jacks are used, apply and lock off load before When heat and force are used together for
applying heat. straightening, bending, or curving, extra care must be
taken. The load must be calculated to avoid overloading
the steel; then the load must be applied and “locked off”
so that the load being applied to the materials does not
increase because of external factors. Preventing the
externally applied load from increasing is intended to
keep the materials from reaching their plastic limit and
fracturing or buckling. The plastic limit stress decreases
as the temperature of the steel rises.

5.1.5 C5.1.5
Use multi-orifice or single-orifice heating tips (i.e., Single- or multiple-orifice (“rosebud”) heating or
not a cutting head), and proportion tip size to the brazing tips lack a center oxygen jet for cutting, which is
thickness of the material. inappropriate for heating. As plate thickness increases,
heat applied must increase to rapidly bring the through-
thickness to desired temperature. For thick plates (over
11/2 in.), two torches are needed to heat both sides
simultaneously.

5.1.6 C5.1.6
Manipulate heating torches to avoid overheating. Heating tips can overheat metal, causing significant
reduction in toughness or ductility, so they must be moved
in a prescribed manner to attain results without damage.

5.1.7
When vee or rectangular heat patterns are used,
mark the patterns on the steel prior to heating.

5.1.8
Bring steel within the planned temperature as rapidly
as possible without overheating.

5.1.9 C5.1.9
Avoid buckling when heating relatively thin, wide Means by which buckling might be avoided include
plates. heating near stiffeners, adding temporary bracing, and
adjusting the shape and spacing of heat patterns. The
heating procedure required in Section 2.5.1 should
include the methods used to minimize buckling.
5.1.10
Routinely monitor temperatures with temperature-
sensitive crayons, pyrometers, or infrared non-contact
thermometers. Measure the temperature 5–10 seconds
after the heating flame leaves the area to be tested.

5.1.11
Cooling with dry, compressed air after the steel has
cooled to below 600°F is permitted. Do not cool the steel
with water or mist.

5.1.12
Allow the steel to cool to below 250°F before
applying another set of heating patterns.

5.1.13
When curving or cambering by vee heat, reheat a
location only after at least three sets of heating patterns at
other locations.

5.1.14
Do not handle, support, or load the member in a
manner that causes material to yield without the
application of heat.

5.2—HEAT-CURVING FOR SWEEP OF BRIDGE

MEMBERS
5.2.1 C5.2.1
Use an approved procedure that describes the The term “heat-curving” is usually used to describe
method of supporting, loading, or both, and also provides the shaping by heat of bridge members to the curve shape
calculations, if applicable, that satisfy the preload limits required in the structure. It is often more practical to
of Section 5.1.3. fabricate I-shape members straight and then curve them
rather than building them curved. However, there are
limits to what can be effectively curved, depending upon
the properties of the member and how tight the radius
will be. The heat-curving formula in this specification is
intended to provide a conservative limit.
The two methods usually employed for heat-curving
are vee and strip heating. Under vee heating, “V” shaped
patterns of heat are applied to the flanges with the wide
end of the vee on the side of the girder that will be inside
the curve. These should be spaced as necessary to
achieve the required curve. Under the strip heating
method, heat is applied along a strip near the edge of the
flanges on the side that will be inside the curve. Heat is
not actually applied directly to the edge, but rather to one
or both surfaces of the flange. If the flanges are thicker
than 11/4 in., both surfaces of each flange should be
heated. After heating, flanges must be allowed to cool
completely so that results may be evaluated before any
additional series of heats are applied.
Though heat curving is used very effectively for
I-girders, it is not as effective for box girders, either
trapezoidal or rectangular. Note that the cutting of
flanges, as opposed to heating flanges, to achieve
horizontal curvature is not prohibited; cutting flanges is
necessary to achieve curvature for radii that are smaller
than allowed under Section 5.3.

5.2.2 C5.2.2

Heat-curve prior to the attachment of longitudinal Usually, it is best to fabricate a girder “shell”, or
stiffeners and painting. flanges and webs, then perform curving, and then add parts
like stiffeners. Stiffeners may be added before heat curving,
but then the stiffener-to-flange welds should be done after
curving. Longitudinal stiffeners are added after curving to
avoid twisting of the member due to asymmetry.

5.2.3 C5.2.3

When the radius is less than 1000 ft, heat-curve only Girders may be heat-curved with the web in either
with the web in the horizontal position or preload to the vertical or the horizontal position. When the web is in
induce stress prior to heating. (See Sections 5.3.2 and the horizontal position, the girder’s weight may be used
5.4.1) to contribute to the curving process. If so, limiting
supports should be used to make sure the girder will
remain within the required curve.

5.2.4

When heat-curving with the web in the vertical

position, support the member so that the tendency of the
member to deflect laterally during the heat-curving
process will not cause the member to overturn or twist,
and so that camber will not significantly change.

5.2.5 C5.2.5

Maintain intermediate “catch” blocks as needed to When heat curving is conducted on members in the
prevent buckling and excessive or concentrated vertical position, supports are vital because as the
deformations. member changes shape, its center of gravity moves, and
the member can become unstable or fall over.

5.2.6

Plan and apply the heating patterns along the length

of the member to produce the specified curvature, either
using enough patterns to avoid visually obvious chording
effects and produce a relatively uniform geometry, or
heating flanges full-length with automated equipment for
uniform heating.

5.3—MINIMUM RADIUS FOR HEAT-CURVING

5.3.1 C5.3.1

Do not heat-curve beams or girders when the The minimum radii for heat curving in this Guide
horizontal radius of curvature measured to the centerline Specification are based on the original AASHTO
of the member web is less than either value calculated requirements that reflect practical limits. Curving outside
using Eqs. 5.3-1 and 5.3-2, or when the radius is less of these limits will likely result in distorted members or,
than 150 ft at any cross section throughout the length of in the case of curving members with very thick flanges,
the member. will not be possible. When flanges are very thick (over
3 in.), the heat tends to escape through the member too
14bD quickly to realize an effective localized heat zone. When
R= (5.3-1) the radius is too tight for heat curving, the curve should
Fyψ t
rather be accomplished by cutting the flanges to the
prescribed curve.

7500b
R= (5.3-2)
Fyψ

where:

Fy = specified minimum yield point in ksi of the

member web

ψ = ratio of the total cross-sectional area to the

cross-sectional area of both flanges

b = width of the widest flange in in.

D = clear distance between flanges in in.

t = web thickness in in.

R = radius in in.

5.3.2

Do not heat-curve portions of members where the

required radius of curvature is less than 1,000 ft, and the
flange thickness exceeds 3 in. or the flange width
exceeds 30 in.

5.4—HEAT-CAMBERING

5.4.1 C5.4.1

Use an approved procedure that addresses support Note that the cutting of webs, as opposed to heating
conditions, preloading (if any), and heat application and flanges, to achieve camber is generally the preferred
control. means of achieving camber in built-up members. When
used, cover plates are welded to beams either before or
after heat-cambering.

5.4.2

Support members to be heat-cambered with the web

vertical, and space supports to take maximum advantage
of dead load in the member before heat is applied.

5.5—HEAT-STRAIGHTENING DAMAGED
STRUCTURAL STEEL

5.5.1 C5.5.1

For heat-straightening damaged steel, use approved See Section C5.1.1 for FHWA resources on heat-
procedures that describe the distortion to be corrected straightening.
and all steps for preloading, heating, temperature
monitoring, cooling, verifying final dimensions, and non-
destructive examination.

5.6—HEAT-ASSISTED BENDING (MECHANICAL C5.6

HOT BENDING)
“Heat-assisted bending” refers to first applying heat
If a smaller radius than that allowed in Table 4.3.2-1 and then sufficient force to bend a plate about a die. The
is required or heavy plate thickness exceeds the shop’s work is shaped by the force, which is aided by the heat.
capacity to cold-bend standard radii, materials may be This is converse to heat-curving, where a limited amount
bent with heat assistance. Apply heat to obtain uniform of preload is introduced, then the work is heated, and the
temperature throughout the plate thickness before jacking work is shaped by the heating and cooling, with the force
pressure is applied. Heat-assisted bending shall be done as an aid. A typical application of heat-assisted bending
below the maximum temperature limits of Table 5.1.1-1. is forming flanges for haunch girders. Steels, including
When Q&T steels are hot-bent, perform MT or dye Q&T steels, may be readily bent with heat-assisted
penetrant testing (PT) after the steel has cooled to verify bending, provided the temperature limits of Table 5.1.1-1
that no surface cracks resulted from the procedure. are observed and the load is not applied too quickly.
Quick load applications may fracture the material.
Through-thickness heating is also essential for avoiding
cracks during heat-assisted bending. If the material is
bent too quickly, it will crack or have severe local
distortions (necking or mushrooming). (See
Section 11.4.3.3.3 in Division II of the AASHTO
Standard Specifications for Highway Bridges or in the
AASHTO LRFD Bridge Construction Specifications.)
Depending on composition and manufacture, steel
may exhibit brittle behavior within certain temperature
ranges below the maximum limits given. To prevent
unnecessary damage during heat-assisted bending, the
fabricator should obtain necessary guidance and employ
appropriate temperature controls.

5.7—HEAT TREATMENT C5.7

When thermal stress relief is required by the contract Heat treatment is not usually stipulated in fabrication
or requested by the Fabricator and approved for the specifications, though the Bridge Welding Code has a
project, follow Bridge Welding Code requirements. procedure for stress relief of weldments. If heat treatment
When normalizing and annealing are required, other than the stress relief of weldments provided in the
follow the requirements of ASTM E44. Maintain Bridge Welding Code is required, it should be fully
temperature uniformly throughout the furnace during defined in the contract.
heating and cooling so that the temperatures at all points
on the member do not differ by more than 120°F.

SECTION 6

MEMBER GEOMETRY

6.1—GENERAL

6.1.1

As-received rolled shapes, plates, bars, and other

applicable items must satisfy the quality requirements
and dimensional tolerances in ASTM A6 or other
applicable code requirements.

6.1.2

Fabricate built-up members in accordance with the

Bridge Welding Code tolerances and as described below.

6.1.3

Rolled or fabricated sections of equal or slightly

greater dimensions than the section specified may be
proposed for the Engineer’s acceptance. For changes that
affect splice design or may significantly alter deflection,
provide complete design calculations.

6.2—SUBSTRUCTURE MEMBERS

6.2.1 C6.2.1

Fabricate steel pier caps and other substructure Box girders used as bent caps generally sit on two or
elements based upon mutual agreement between the more bearings, and framing beams may in turn sit on
Contractor and the Engineer regarding bearing plane and bearing surfaces that are part of the girders. The box
twist tolerances, with proper regard for erection girder bearing surfaces must be true to each other for
requirements. proper fit in the field. This Specification does not provide
tolerances for bearings oriented perpendicular to each
other or in different planes because the amount of offset
allowable is a function of the torsional stiffness of the
box and many other factors. Proper seating may be
further complicated by field conditions. Together, the
Contractor and Fabricator are responsible for the fit of
the structure in the field. Therefore, this Specification
requires that the completed structure satisfy the design
requirements, but does not provide specific fabrication
tolerances.

6.3—SPECIALTY STRUCTURES

6.3.1

Fabricate component parts of specialty structures,

such as bascule, arch, suspension, cable-stayed, and truss
bridges, to the preceding tolerances as applicable.

6.3.2 C6.3.2

At a prefabrication meeting with the Contractor, A prefabrication meeting should be held to establish
Owner, and Erector, establish critical dimensions and critical dimensions and tolerances necessary to meet
tolerances required for proper installation and erection and design requirements. This helps ensure final
performance of the structure. acceptance after construction. Special requirements or
tolerances not fully defined in the contract can be
resolved at the meeting.

6.4—PINS, PINHOLES, AND ROCKERS

Bore pinholes true to the specified diameter, smooth

to ANSI 125 μin., at right angles with the axis of the
member, and parallel with each other.
Fabricate pins and pinholes so that the pinhole
diameter does not exceed the pin diameter by more than
0.015 in. for pins 5 in. or less in diameter, or 1/32 in. for
larger pins.

SECTION 7

BRIDGE GEOMETRY

7.1—ASSEMBLY C7.1
Drilling or reaming connection holes to final size
with members in assembly has historically been used to
ensure proper fit in the field. However, using advanced
technology and techniques, some Fabricators can achieve
accurate field fit without shop assembly. The Engineer
should consider waiving requirements for shop assembly
if the Fabricator can consistently achieve proper fit of the
members by other documented, demonstrated methods.
Periodic check assemblies may be mandated to verify
continuing accuracy, especially with highly complex
structures.
The following discussion of assembly methods is to
facilitate communication between owners, contractors,
and subcontractors. The Owner should seek input from
the construction community before requiring a Special
Complete Structure Assembly.
Progressive Beam, Girder Arch Rib, or Truss
Assembly—Successive assemblies include at least one
“carry-over” longitudinal segment (truss panel, arch
section, or longitudinal member) of the previous
assembly, repositioned for accurate alignment (i.e.,
providing the advancing assembly the proper relative
rotation, horizontal and vertical position), plus one or
more longitudinal segments at the advancing end. For
entire structures with lengths up to 150 ft, assembling the
entire line or truss side is recommended.
Normally, transverse members are not included in
the longitudinal assembly unless required in the contract
documents or they are an integral part of the longitudinal
assembly. If the contract requires shop-assembling
specific transverse elements, either to complete their own
connections (e.g., a rigid frame steel pier), or for
connections involving longitudinal members (e.g., full-
depth diaphragms for box girders creating an integral
pier), separate subassemblies including only directly-
affected longitudinal elements should be permitted.
Account for end rotations and deflections as necessary.
Progressive Chord Assembly—Similar to progressive
truss assembly, except that the holes in truss connections
are located to provide the final desired geometry. Vertical
and diagonal truss panel members have connections to
each truss chord made separately, based on calculated
deflections, so top and bottom chords are not placed in a
concurrent shop assembly. This requires that the truss
members, when erected in a supported condition, must be
forced to fit the end conditions. This condition introduces
an initial reverse secondary stress that theoretically
disappears when the structure carries its own weight and
members become straight.

Special Complete Structure Assembly—When

required in the contract documents, this will include
simultaneously shop-assembling all structural steel,
including the diaphragms, cross frames, integral steel
substructure, and floor components. Miscellaneous
components are not included unless specified in the
contract documents. The Contractor establishes
procedures for each structure or structure type including
consideration of expected field conditions such as
incremental erection, temporary support locations, stage
construction, and final tightening of field connections.
Computer-Numerically-Controlled (CNC) Drilling
with Progressive Girder, Truss, or Chord Assembly—If
the Fabricator chooses to drill full-size holes in all plies
of primary connections using computer-numerically-
controlled drilling procedures, assembly including both
adjacent members should not be required subject to the
following:

1. Before continuing the practice, perform a check fit

of the first three panels, segments, or longitudinal
chords, or of the entire first bent, tower face, or rigid
frame produced to verify the accuracy of the CNC
procedures and equipment.
2. As selected by the Engineer and before acceptance
for shipping, perform another check fit of a second
assembly to verify that the accuracy of the CNC
procedures and equipment is being maintained.
If either of the above fails to meet the requirements,
determine the source of the problem and verify
correction by additional check assemblies to the
satisfaction of the Owner, or revert to traditional
assembly techniques. If problems are found by the
second check fit, previously completed connections shall
be checked to define the extent of the problem and
correct errors to the Owner’s satisfaction.

7.1.1 C7.1.1

Follow an approved procedure that complies with “Laydown” is a term used to describe the process of
the camber or blocking diagram shown on the approved assembling members to match their theoretical,
shop drawings and describes the full or progressive undeflected geometry (as opposed to the geometry of
assembly sequence. individual pieces). The term originated from the way
I-girders are usually handled, with girders lying on their
sides, thereby avoiding dead-load deflections. However,
it is not mandatory that girders be horizontal during
laydown, as long as they are supported in the no-load
condition. Tub girders, for example, are generally
assembled upright.

7.1.2 C7.1.2

Assemble members from bearing to bearing at one Complete shop assembly is generally only necessary
time unless another method of sequential geometry for very complex or precise structures, but not for routine
control is described in the approved procedure. simple or continuous span girder structures. “Complex”
may include structurally indeterminate frames and
ballast-plated through-girder railroad bridges.
“Precision” structures may include moveable bridges,
such as bascule and swing spans requiring exact
alignment for proper functioning. When the Engineer
considers complete assembly to be necessary, this should
be fully defined in the contract. The Engineer should
contact local Fabricators for help in determining when
complete assembly may be necessary.
Owners often require a three-girder assembly,
incorporating at least three members in each assembly.
This requirement comes from AASHTO. In the early
days of steel bridges when members were shorter, entire
girder lines would be laid down in the shop. Then, as
members got longer, the norm became five, and then,
finally, three. For many steel bridges, even three
members is difficult, especially for curved girder bridges,
for which the assembly of just two members may require
extensive shoring and vertical or horizontal clearance.
The number of girders in a laydown is not important as
long as the Fabricator has a system to accurately
maintain proper geometry for key points in each
assembly.

7.1.3 C7.1.3

Complete welding (except shear connectors) and Studs must often be applied in the field because of
cutting of individual pieces prior to assembly. local safety restrictions and OSHA regulations.

7.1.4

Assemble continuous rolled beam, I-girder, and box

girder lines to the required geometry and prepare primary
member splices.

7.1.5 C7.1.5

Include primary members in assembly, except for Transverse bracing, i.e., cross frames, rolled shape
transverse bracing (diaphragms, crossframes, etc.) for diaphragms, plate diaphragms, lateral bracing, etc., is
curved plate girders or beams. Including transverse typically need not be assembled with the primary
bracing or secondary members in the assembly is not members. Generally, the connections of these members
required unless mandated by the contract. are planar, and the accuracy to which they are built is
sufficient to maintain fit. The primary members are set
up for grade and line. This validates the geometry of the
primary members. The stiffeners (or other connections)
are generally accurate in their placement and
manufacture. If the primary members are built and
assembled within tolerance, and the transverse bracing is
fabricated within tolerance, this will generally produce
pieces that will erect with no problems.

There are exceptions to this rule. Lateral bracing that

is connected to gusset plates bolted to the flange of the
girders typically uses oversized holes in one ply of the
connection. This is to mitigate the difference in
tolerances in sweep between girders. If two adjacent bays
of cross frames or diaphragms are connected to the girder
flange and each other via a moment plate, assembly of
this connection, but not necessarily the entire structure,
may be prudent. This also may vary with the use of
oversized holes. Full-depth plate diaphragms generally
do not require assembly with the primary members. With
the advent of CNC machinery and the use of hardened
bushing templates, fit-up problems with these
connections have greatly diminished. Specifying the
method of hole placement (CNC or drill templates) is
preferred over assembling the connection. The exception
to the full-depth plate diaphragm assembly would be if
the diaphragm is used as the terminus of a discontinuous
girder, or if the diaphragm connects to both flanges.
Again, the strategic use of oversized holes may eliminate
the need for assembly.

7.1.6

Support members in a no-load condition unless

compensation for member dead loads is described in the
approved procedure.

7.1.7

Bring members into proper alignment, satisfying the

camber or blocking diagram, and secure all parts prior to
drilling or reaming.

7.1.8

Use drift pins to align parts, but do not enlarge the

holes or otherwise distort the metal.

7.1.9

When it is necessary to retain splice or fill plates in

specific positions and orientations, such as in
connections reamed or drilled in assembly, match-mark
all components prior to disassembly using low- or mini-
stress steel stamps. Provide diagrams showing match
marking method and location on the approved shop
drawings.

7.2—BOLTED SPLICES C7.2

Provide holes for primary member connections that A zero between members would impede field
satisfy these workmanship tolerances: assembly, especially if steel is subsequently primed, and
is not permitted. If members are hot-dip galvanized after
• Eight-five percent of the bolt holes in any adjoining splices are drilled, holes may need to be reamed or
group vary no more than 1/32 in. between adjacent otherwise cleaned and drips or runs on member ends may
thicknesses of metal and a bolt of the size specified need to be ground to avoid interference during assembly.
for the connection can be inserted in every hole.
• The gap between ends of continuous girders or
beams is 1/4 in.,+1/8, – 3/16.

7.3—WELDED FIELD SPLICES

7.3.1 C7.3.1

For field-welded splices, prepare the ends of beams These provisions address shop-required work for
and girders in accordance with Figure 1. field-welded connections in primary members. The
actual accomplishment of the connections is beyond the
scope of this Specification. The webs may be restrained
by hand-installed devices while checking compliance
with the tolerances of Sections 7.3.2 and 7.3.3.

7.3.2

Assemble girders to demonstrate that workmanship

requirements of the Bridge Welding Code are satisfied.

7.3.3

Prepare joints in accordance with the alignment

tolerances of Bridge Welding Code, Section 3.3.4.
Prepare the access hole so that the sloping transition is
tangent to the joint bevel.

7.4—ALTERNATE GEOMETRY CONTROL C7.4

METHODS

Fabricators may propose alternate methods of Fabricators may use CNC equipment, “virtual
geometry control for continuous girder bridges based on assembly,” or other formalized methods to establish
demonstrated accuracy that precludes the necessity for member geometry and prepare connections so that shop
assembly. assembly may be avoided or reduced. Avoiding assembly
offers many production benefits, but the Engineer should
be satisfied that proper fit will be achieved before
authorizing alternate methods. Accuracy may be verified
by assembling the first elements drilled and periodically
checking assemblies thereafter, or by successful
accomplishment of other work. The number of
verification assemblies should be based on the variety of
connection details and member sizes in a project, and on
previously demonstrated success with the equipment,
software, and shop personnel. See Section 4.6 for quality
requirements. Whether or not assembly is performed, the
Contractor remains responsible for the fit of the structure
in the field.

7.5—TRUSSES, ARCHES, AND FRAMES

7.5.1 C7.5.1

Fabricate abutting truss chord joints considered to be Frame structures may be successfully accomplished
close joints so that no openings are larger than 1/4 in. with sectional assembly. For example, a truss panel may
(6 mm). have all verticals and diagonals drilled or reamed in a
geometrically controlled assembly with the top chord
elements, and then, after disassembly, have a separate
assembly of the verticals and diagonals with the bottom
chord elements. This can permit the diagonals to be
straight in the final, full dead-load condition by pre-
compensating for the truss panel’s in-plane moments.

7.5.2

Bring milled and compression abutting joints in

arches and truss chords into bearing and demonstrate that
75 percent of the abutting surfaces are in full bearing.

7.5.3 C7.5.3

Shop-assemble entire units or propose an alternate For trusses, provide an assembly procedure that
geometric assembly procedure. ensures components are aligned within tolerances under
the steel’s self weight. For trusses and arches,
simultaneously shop-assemble as many sections as
practical, providing positive, documented geometric
controls to ensure subsequent carry-over assemblies will
fit within applicable tolerances.

Figure 7.3.1-1— Field Welded Splice Details

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