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--------------------------
1.018 0.00702 X ( ) +
5.54 10
-5
------------------------------------------------ = =
P2
AT2
1.525 10
-5
-----------------------------
0.597 0.00702 X ( ) +
1.525 10
-5
------------------------------------------------ = =
P3
AT3
1.747 10
-5
-----------------------------
0.00702 + X ( )
1.747 10
-5
------------------------------------ = =
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 - 11 - 6
@Pier #3:
@Abut. #2:
Since P1 + P2 + P3 = P4 + P5, the above equations can be solved for X:
-18,375.5 126.7 X
-39,147.5 460.3 X
0.0 401.8 X
+67,003.4 787.9 X
+14,566.8 126.7 X
+24,047.2 1,903.4 X X = 12.6 ft.
Therefore,
P1 = 18,375.5 + 126.7(12.6) = 19,972 lbs.
P2 = 39,147.5 + 460.3(12.6) = 44,947 lbs.
P3 = + 401.8(12.6) = 5,063 lbs.
P4 = 67,003.4 - 787.9(12.6) = 57,076 lbs.
P5 = 14,566.8 - 126.7(12.6) = 12,970 lbs.
The controlling column temperature force is located at Pier #3 (P4). If it is determined this force is
too large, the designer could select one of the following options: (a) Increase the height of the pad
to make it more flexible. (b) Specify an isolation bearing design to redistribute the forces. (c)
Equip the elastomeric pad with a teflon sliding surface.
Moment of Inertia Adjustment for Free-Standing Skewed Piers
A skewed, free-standing column bent pier will inherently be stiffer in the longitudinal direction
then a non-skewed pier. This increase in stiffness due to the skew will produce larger moments in
P4
AT4
0.891 10
-5
-----------------------------
0.597- 0.00702 X ( )
0.891 10
-5
----------------------------------------------- = =
P5
AT5
5.540 10
-5
-----------------------------
0.807- 0.00702 X ( )
5.540 10
-5
----------------------------------------------- = =
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 -11 - 7
the columns. To compute the resultant Moment of Inertia for the Pier (I
r
), the following procedure
may be used:
For two, three, four and five column piers of equal height and size of column;
I
zz
= (4) I
yy
(see derivation below)
I
yy
= I
o
(N) N = Number of columns
I
o
= Moment of Inertia of one column
Skew I
yy
I
zz
I
r
0 1 4 10
10 1 4 19
20 1 4 1.35
30 1 4 1.75
40 1 4 2.24
50 1 4 2.76
90 1 4 4.00
Adjustment of moments of inertia should be used for skews greater than 20 degrees.
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 - 11 - 8
Derivation:
Stiffness is inversely proportional to deflection, therefore;
Reference:Missouri Highway and Transportation Department Bridge Manual.
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 -11 - 1
Appendix C Sheet Pile Retaining Wall Example MathCadd
Boussinesq Equation (Modifed) For Point Load
Heigth of the Wall.......... H 10 :=
Depth Below th Wall.......... Z 0 H .. :=
X
1
3 := X
2
9 :=
Distance(s) from Wall Face................
Q
p
16000 :=
Point Load .......................
Dimensionless Parameters...... n Z ( )
Z
H
:= m
1
X
1
H
:= m
2
X
2
H
:=
F
1
Z ( )
1.77 m
1
2
n Z ( )
2
m
1
2
n Z ( )
2
+
|
\
|
.
3
:= F
2
Z ( )
1.77 m
2
2
n Z ( )
2
m
2
2
n Z ( )
2
+
|
\
|
.
3
:=
Modified Boussinesq Equation
Increase in Pressure as a function of Depth... p
1
Z ( )
Q
p
H
2
|
\
|
|
.
F
1
Z ( ) := p
2
Z ( )
Q
p
H
2
|
\
|
|
.
F
2
Z ( ) :=
The increase in pressure as a function of Depth for two point loads
0 100 200 300 400 500
10
8
6
4
2
0
Z
p
1
Z ( )
0 20 40 60
10
8
6
4
2
0
Z
p
2
Z ( )
Z
0
-1
-2
-3
-4
-5
-6
-7
-8
-9
-10
= p
1
Z ( )
0
254.88
464.051
393.333
260.997
162.121
100.693
64.01
41.932
28.32
19.681
= Z
0
-1
-2
-3
-4
-5
-6
-7
-8
-9
-10
= p
2
Z ( )
0
4.16
14.941
28.32
40.215
48.15
51.561
51.162
48.156
43.704
38.685
=
Resultant of the Pressure Diagram
P
h1
0.78 m
1
0.4 ( ) 1.5
H
Q
p
|
\
|
|
.
:= P
h1
1.488 10
3
= P
h2
0.78 m
2
0.4 ( ) 1.5
H
Q
p
|
\
|
|
.
:= P
h2
48 =
R
1
0.59 m
1
0.4 ( ) 0.55
H := R
1
6.45 = R
2
0.59 m
2
0.4 ( ) 0.55
H :=
R
2
3.15 =
Is the Live Load Supported by the Sheet Pile (1=yes & 0=no) ......................................... LL 1 :=
P
h1
P
h1
LL 0 > if
0 otherwise
:=
P
h2
P
h2
LL 0 > if
0 otherwise
:=
Sheet pile wall in sand with live load and water and bracing (ver 1.0).MCD 1
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 - 11 - 2
Solution taken from Braja M. Das," Principles of Foundation Engineering" pp. 334-340
Soil Parameters
Internal Friction angle..................... 32 :=
Soil Unit Weight (dry)..................... 110 :=
Unit Weight of Water.....................
w
62.4 :=
Soil Unit Weight (sat.)...................
sat
125 :=
Effective Unit Weight..................... '
sat
w
:=
Wall Parameters
Water table to top of Wall.............. L
1
10 :=
Dredge Line to water Table............. L
2
0 :=
L L
1
L
2
+ := L 10 =
Step 1
Ka tan deg 45
2
\
|
|
.
(
(
2
:=
Kp tan deg 45
2
+
|
\
|
|
.
(
(
2
:=
Slope: m ' Kp Ka ( ) :=
Step 2
p
1
L
1
Ka :=
p
2
L
1
' L
2
+ ( ) Ka :=
Step 3
L
3
p
2
' Kp Ka ( )
:= L
3
1.832 =
Step 4
P
1
2
p
1
L
1
p
1
L
2
+
1
2
p
2
p
1
( ) L
2
+
1
2
p
2
L
3
+
(
(
P
h1
+ P
h2
+ := P 3.535 10
3
=
Step 5 Summing Moment about E
z'
1
P
p
1
L
3
L
2
+
L
1
3
+
|
\
|
|
.
p
1
L
2
L
3
L
2
2
+
|
\
|
|
.
+
1
2
p
2
p
1
( ) L
2
L
3
L
2
3
+
|
\
|
|
.
+
1
2
p
2
L
3
L
3
L
1
3
\
|
|
.
+
P
h1
R
1
L
3
+ ( ) P
h2
R
2
L
3
+ ( ) + +
...
(
(
(
:=
z' 4.582 =
Sheet pile wall in sand with live load and water and bracing (ver 1.0).MCD 2
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 -11 - 3
Step 6
p
5
L
1
' L
2
+ ( ) Kp ' L
3
Kp Ka ( ) + := p
5
3.918 10
3
=
Step 7
A'
4
P 6 z' p
5
4 P + ( )
'
2
Kp Ka ( )
2
:=
A'
1
p
5
' Kp Ka ( )
:= A'
2
8 P
' Kp Ka ( )
:= A'
3
6 P 2 z' ' Kp Ka ( ) p
5
+
'
2
Kp Ka ( )
2
:=
A'
1
21.236 = A'
2
153.298 = A'
3
3.495 10
3
= A'
4
1.266 10
4
=
Step 8
Guess: L
4
15 :=
Given
L
4
4
A'
1
L
4
3
+ A'
2
L
4
2
A'
3
L
4
A'
4
0 =
L
4
Find L
4
( ) := L
4
13.664 =
Step 9
p
4
p
5
' L
4
Kp Ka ( ) + := p
4
6.439 10
3
=
Step 10
p
3
' Kp Ka ( ) L
4
:= p
3
2.521 10
3
=
Step 11
L
5
p
3
L
4
2 P
p
3
p
4
+
:= L
5
3.055 =
The Theoretical Depth of Penetraion is
D
t
L
3
L
4
+ := D
t
15.496 =
The Actual Depth is 1.3 x Theoretical Depth
D
a
D
t
1.3 := D
a
20.145 =
Sizing the Sheet Piling
Z'
2 P
' Kp Ka ( )
:= Z' 6.191 =
Max. Moment
M
max
P z' Z' + ( )
1
2
' Z'
2
Kp Ka ( )
(
(
Z'
3
|
\
|
|
.
:= M
max
3.079 10
4
= ft*lb/ln ft of wall
Required Section Modulus
Allowable Stress in the Pile............................
all
15000 := psi
Sheet pile wall in sand with live load and water and bracing (ver 1.0).MCD 3
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 - 11 - 4
S
M
max
12
all
:= S 24.632 = in
3
/ln ft of wall <========
n 1 7 .. :=
f
0
p
1
p
2
0
p
2
D
t
L
5
( ) m
p
4
0
L
L
2
0
L
3
D
t
L
5
+
D
t
D
t
(
(
(
(
(
(
(
(
(
(
:= x
f
1
( )
1000
:=
y f
2
( )
:=
2 0 2 4 6 8
20
10
10
D
e
p
t
h
,
(
f
t
)
y
n
Sheet pile wall in sand with live load and water and bracing (ver 1.0).MCD 4
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 -11 - 5
Pressure
Pressure,
x
n
Bracing Calculations
The following solutions are based on the the following assumptions:
(1) The active earth load is supported by the sheet.
(2) The live load is supported by the H-pile Bracing.
(3) The uniform distributed load = tributary area.
(4) Walers are simply supported at the ends
(5) Length to fixity is 7'-0" below dredge line.
Bracing Parameters
Distance from top of wall to 1
st
whaler........ d1 5 :=
Distance from 1
st
to 2
nd
whaler................. d2 5 :=
Distance from 2
nd
to 3
rd
whaler................. d3 2 :=
Distance between vetical supports............ L
hp
10 :=
Section of Whalers.................... S
w
43 :=
Section of Vertical .................... S
v
66.8 :=
L 10 =
Area behide the Live Load Pressure
Diagram
t1 d1
d2
2
+ d2 0 > if
L otherwise
:= t2
d2
2
d3
2
+ d3 0 > if
L t1 ( ) otherwise
:= t3
d3
2
L + d1 d2 + d3 + ( ) d3 0 > if
0 otherwise
:=
Uniform distrubuted loads to Whaler
w
1
t1
0
Z p
1
Z ( )
(
(
]
d
t1
0
Z p
2
Z ( )
(
(
]
d + :=
w
1
1.938 10
3
=
w
2
t1 t2
t1
Z p
1
Z ( )
(
(
]
d
t1 t2
t1
Z p
2
Z ( )
(
(
]
d + := w
2
246.153 =
w
3
t1 t2 t3
t1 t2
Z p
1
Z ( )
(
(
]
d
t1 t2 t3
t1 t2
Z p
2
Z ( )
(
(
]
d + :=
w
3
52.829 =
Sheet pile wall in sand with live load and water and bracing (ver 1.0).MCD 5
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 - 11 - 6
w
2
w
2
d2 0 > if
0 otherwise
:= w
3
w
3
d2 0 > if
0 otherwise
:=
Stresses on Whalers due to Live Load
M
w1
w
1
L
hp
2
8
:= M
w2
w
2
L
hp
2
8
:= M
w3
w
3
L
hp
2
8
:=
w1
M
w1
12
S
w
1000
:=
w2
M
w2
12
S
w
1000
:=
w3
M
w3
12
S
w
1000
:=
w1
6.759 = ksi
w2
0.859 = ksi
w3
0.184 = ksi
Stresses on Vertical due to Live Load
M
v
w
1
L
hp
2
L 7 + ( ) d1 [ ]
w
2
L
hp
2
L 7 + ( ) d1 d2 [ ] +
w
3
L
hp
2
L 7 + ( ) d1 d2 d3 [ ] + :=
v
M
v
12
S
v
1000
:=
v
22.194 = ksi
Sheet pile wall in sand with live load and water and bracing (ver 1.0).MCD 6
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 - 11 - 1
Appendix D Noise Abatement Policy
KANSAS DEPARTMENT OF TRANSPORTATION
Policy Statement on Highway
Noise Abatement
Effective
August 28, 1996
PREFACE
Traffic noise impacts vary with highway location relative to human activities and traffic
characteristics. The Kansas Department of Transportation (KDOT) evaluates traffic noise in
accordance with federal regulations and, as impacts become more severe, noise mitigation
measures are investigated. In order to address these issues in a consistent and objective manner,
the following policy and procedure statements are provided.
Authority
The Federal Highway Administration's Procedures for Abatement of Highway Traffic
Noise and Construction Noise is found in 23 CFR 772. The KDOT noise policy is based
upon this FHWA regulation, and is deemed to be consistent with it.
1) Traffic Noise Reduction Responsibility
Traffic noise impacts develop in different ways. When new roadways are constructed
through established neighborhoods, impacts are recognized immediately after the new
facility is opened to traffic. However, when new construction takes place in rural or
undeveloped areas, impacts develop as residents and businesses are constructed along the
new roadway.
In view of these circumstances, KDOT endorses a "systems" approach to traffic noise
reduction that is sanctioned by the Federal Highway Administration (FHWA) and the
American Association of State Highway and Transportation Officials (AASHTO). The
systems approach is a program of shared responsibility whereby the control of undesirable
effects of traffic generated noise requires a three-part approach as follows: (1) Reduction
of noise at its source, ie. the motor vehicle; (2) proper land uses and developments with
appropriate building standards adjacent to high traffic volume roadways; and (3)
diminishing traffic noise that reaches noise-sensitive areas by incorporating noise reduction
measures into highway design. The first component relies on private industry; the second,
on local governments; and the third, on Federal and state agencies responsible for highway
location and design. To use only one method to address traffic noise might be prohibitive
Policy Statement on Highway Noise Abatement
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 -11 - 2
2
Kansas Department of Transportation
in cost, but through a joint effort of those involved, an appropriate balance of cost and
responsibility can be achieved. Policy and procedure stated in this document reflects this
systems approach to traffic noise reduction.
2) Noise Prediction
All predictions of noise levels on KDOT highway projects will be made using a noise
prediction model approved by the FHWA. In predicting noise levels and assessing noise
impacts, the posted speed limit at the time of the existing traffic noise study will be used.
3) Noise Levels
a. Descriptor
Noise studies for KDOT projects will use L
eq
, the equivalent sound level.
b. Existing Levels
L
eq
values existing in a project corridor before construction will normally be
determined through field measurements. However, in certain cases, these values
can be obtained through execution of the Model.
c. Future Levels: Without Barrier
Post-construction L
eq
values that approach or exceed the FHWA Noise Abatement
Criteria (NAC) found in 23 CFR 772 are deemed to be sufficiently high to warrant
abatement analysis. Noise abatement measures including traffic management
measures, alignment shifts, buffer zones and noise barriers will be evaluated. The
following table defines approach for each of the Land Use Categories.
Land Use Noise Abatement Approach
Category Criteria LeqdV) defined as
A 57 dBA 56 dBA
B 67 dBA 66 dBA
C 72 dBA 71 dBA
In addition, impacts are deemed to occur when future predicted no barrier levels
Policy Statement on Highway Noise Abatement
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 - 11 - 3
3
Kansas Department of Transportation
substantially exceed existing levels. KDOT has an agreement with FHWA that
defines impacts. These definitions are:
0-5 dBA increase - No impact
6-10 dBA increase - Minor impact
11-15 dBA increase - Moderate impact
> 15 dBA increase - Severe impact
Abatement analysis, as outlined in 23 CFR 772, will be conducted when impacts
are classified as moderate or severe.
4) Barriers
a. Barrier Projects
KDOT will only construct noise barriers as part of highway construction or re-
construction projects. KDOT will not participate in the Type II program of
retrofitting existing highways with noise barriers until Federal standards are
established exclusively for Type II and other enhancement projects (See 23 CFR
772.5(i) and 772.7 (b)).
b. Insertion Loss
Insertion loss is the difference in L
eq
with and without the barrier (barrier minus
no barrier level). The insertion loss goal for each impacted sensitive receptor is
5 dBA or more.
c. Location
In at-grade or fill situations, barriers should be built as close to the highway as
possible. If necessary, barriers can be located on top of jersey-type barriers, and
placed at the edge of shoulder, ( approximately 10-12 feet from traffic). If jersey-
type barriers or methods of crash protection are not used, noise barriers should be
outside the 30 foot clear zone.
When barriers are constructed at or near the shoulder line, consideration must be
given to safety, drainage, and ice and snow removal.
In cut situations, barriers should be placed as close to the right-of-way line as
possible. This will maximize noise reduction effects of the barrier. In all cases
barriers should be constructed on KDOT right-of-way.
Policy Siuiemem on Highway Noise Abatement
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 -11 - 4
4
Kansas Department of Transportation
d. Height
For aesthetic and cost reasons, barriers should be tall enough to provide adequate
noise reduction, and no taller. For KDOT projects, the maximum height of any
barrier above the ground line will be 16 feet. Barriers taller than 16 feet would
probably result in negative visual impacts on the surrounding properties.
Also for aesthetic reasons, barrier height should be limited as follows: The
distance from the barrier to any inhabited buildings should be at least four times
the barrier height. For example, if the distance from the barrier to a row of
protected houses is 44 feet, the maximum height of the barrier should be 11 feet.
e. Length
Barriers shall be designed with the shortest length possible. Typically, barriers
will need to extend beyond the last receiver by a distance four times the distance
from the receiver to the barrier.
f. End Treatment
Abrupt endings of barriers should be avoided. Barrier heights should be tapered
to the ground and vegetation may be used to soften the end appearance.
g. Access
Working space behind the barrier with provisions for access should be provided,
or maintenance agreements with other public bodies or private individuals should
be made.
h. Materials
The principal issues involved in material selection are aesthetics, community
desires, constructability, and maintenance. Normally, concrete and masonry based
materials are the most suitable in addressing these issues. Wood barriers are a less
expensive alternative, but must be carefully designed and monitored in terms of
treatment and water content in order to minimize maintenance problems. Metal
barriers are easily damaged, and are often not received positively regarding
aesthetics. Vegetative screens do not produce meaningful noise reduction, due to
a lack of material density.
Policy Statement on Highway Noise Abatement
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 - 11 - 5
5
Kansas Department of Transportation
i. Cost
Because a small number of people benefit from a relative large expenditure of
funds, barriers, if constructed, must be determined to be reasonable, feasible, and
cost effective. For KDOT projects cost effectiveness is defined as barrier cost per
receiver at or below the national average guideline for barrier cost effectiveness.
This guideline was determined to be $25,000 in 1995 dollars, based upon studies
performed for KDOT.
When determining cost effectiveness of a potential barrier, each sensitive receptor
receiving 5 or more dBA insertion loss is counted as one receiver, and each
receiving 3-4 dBA insertion loss is counted as one half receiver.
The cost data in Table 1 should be used when computing the barrier cost per
receiver. These data have been incorporated into the NOISE software library. It
is the intent of KDOT to update the values in Table 1, as well as the $25,000
barrier cost per receiver national criterion, as needed.
It should be noted that the data in Table I are to be used in conjunction with the
guideline for cost effectiveness. THEY ARE FOR COMPARISON PURPOSES
ONLY. Actual barrier costs will vary.
It should also be noted that the comparison of proposed barrier costs using the
guideline is to assist KDOT in making decisions about barrier feasibility. Any final
decision on barrier construction will be based on a variety of factors.
Barrier Height
Range in feet
Cost per linear foot
in 1995 dollars
Berm Concrete Wood Metal
01-05 48.66 105.79 18.77 28.09
05-10 79.11 193.33 94.21 136.79
10-15 1-17.18 302.74 220.91 272.66
15-20 155.28 412.13 347.61 408.53
20-25 193.34 521.55 474.30 544.39
TABLE 1 - OPTIMA Cost Data for Kansas in 1995 Dollars
Policy Statement on Highway Noise Abatement
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 -11 - 6
6
Kansas Department of Transportation
j. Maintenance
The goal for all barriers constructed by KDOT is minimum maintenance cost.
Each barrier design should be performed with this goal in mind.
k. Aesthetics
Successful barrier projects not only adequately reduce noise levels, but also receive
positive response regarding appearance (aesthetics). In order to assure this positive
response, care should be taken in selecting a color scheme and surface texture, and
use of landscaping should be considered in design.
1. Documented Community Support
No barrier will be constructed by KDOT unless there is: a) formal endorsement by
appropriate local officials, and; b) documented support of at least 80 percent of the
residents of all first and second row sensitive receptors.
m. Isolated Receivers
Barriers will not be constructed for individual residences or other isolated
receivers.
5) Decision to Build or Not Build a Barrier
The decision on whether to build or not build a barrier is always a KDOT decision.
Factors that influence that decision include:
1. Documented impacts (Section 3.c.)
2. Insertion loss of 5 dBA reasonably attainable (Section 4.b.)
3. Documented official community support (Section 4.1.)
4. Documented support of affected residents (Section 4.1.)
5. Cost effectiveness of barrier attainable (Section 4.i.)
6. Assurance of positive aesthetic impacts (Sections 4.f., k.)
7. Minimized impacts on maintenance operations (Section 4.j.)
In addition to these 7 factors, the following must also be considered:
1. Other Noise Sources - If significant non-highway noise sources
exist in the project area, such as major rail lines or airports, noise
barrier effectiveness will likely be compromised. Barriers will not be
built when such a compromise is evident.
Policy Statement on Highway Noise Abatement
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 - 11 - 7
7
Kansas Department of Transportation
2. Chronology of Development - It is KDOT policy to fully inform
local officials about noise levels resulting from its projects. In spite
of this policy, there is too often still noise sensitive development
that occurs in the proximity of these projects. KDOT does not want
noise sensitive development to occur immediately adjacent to high
volume, high noise level highways. KDOT will not participate in
the evaluation or construction of traffic noise barriers for a project,
where development was not planned, designed, and programmed
prior to the Point of Public Knowledge. The Point of Public
Knowledge shall be defined as the date an approved Categorical
Exclusion is issued, or the date of an approved Record of Decision
or Finding of No Significant Impact.
3. Local Participation - If a local jurisdiction wishes a noise barrier
that is deemed not reasonable by KDOT, the barrier may be
installed, provided the locality participates in the cost, including
but not limited to preliminary engineering, construction, safety, and
maintenance, and that KDOT's material, design, and construction
specifications are used.
Any barrier that is marginally cost effective may still be constructed
provided the locality is willing to share in the funding through an
appropriate partnership with KDOT.
6) Sensitive Receptors
Although all activities that have a NAC are reviewed, single family residences have
the highest priority for limited highway construction funds.
Approved:
E. Dean Carlson,-Secretary
Kansas Department of Transportation
Policy Statement on Highway Noise Abatement
Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section
Version 10/13 3 - 11 - 1
Appendix E Landscape Retaining Wall Policy Revision 1
Kansas Department of Transportation
MEMO TO: Rick E. Kreider, P.E., Chief
Bureau of Materials and Research
FROM: James J. Brennan, P.E.
Assistant Geotechnical Engineer
DATE: December 30, 2008
Original Policy Dated February 24, 2004
SUBJECT: Landscape Retaining Wall Policy Revision 1
The Approved Proprietary Retaining Wall System list developed by our Agency
has performed well for many years. However; the premise of all our design standards
requires us to design to AASHTO minimum specifications. The conservative nature of
the AASHTO criteria has actually hindered development of the MBW (Modular Block
Wall) usage in low impact settings. An example would be to build a two foot exposed
height retaining wall (3 blocks) while embedding the system 3 feet (4 blocks) and using
reinforcement 8 feet in length. Although these design standards are widely considered
too conservative, no significant effort has been made yet to address these deficiencies in
AASHTO.
Until these discrepancies are addressed by AASHTO, we recommend a policy
(henceforth known as the Landscape Retaining Walls Policy or LRW Policy), whereby
the less restrictive National Concrete Masonry Association Design Standards for
Segmental Retaining Walls can be utilized for MBW systems on urban and secondary
routes providing the following criteria are met:
The total height of the retaining wall must be less than 6 feet.
The live load surcharge cannot exceed 100 psf.
The system cannot be defined as a critical structure whose failure would cause
loss of life, serious loss of function or access to adjacent necessary services/structures, or
result in significant property damage.
Multiple tiered walls will not be considered landscaping walls even if the
individual height of the component retaining walls is less than 6 feet.
This policy will allow the use of a granular leveling pad. (rev. 12.30.08)
Please contact us at (785)296-3008 after your review and revisions of the
proposed policy so that we can proceed with its further development.
AJG:JJB:jjb
C: Ken Hurst, P.E., State Bridge Operations Engineer
Loren Risch, P.E., State Bridge Design Engineer
Ron Seitz, P.E., Chief, Bureau of Local Projects
Mike Popp, P.E., Operations Engineer
Corky Armstrong, P.E., Roadway Design Engineering Manager
Joshua Welge, P.E., Soils Engineer
Luke Metheny, Engineering Associate III
Blair Heptig, Foundations Specialist