Bridge Manual - Complete Nysdot M 2008 Add 2

New York State
DEPARTMENT OF TRANSPORTATION
BRIDGE MANUAL
(METRIC EDITION)
ASTRID C. GLYNN
Commissioner
Bridge Manual
New York State Department of Transportation
Office of Structures
4th Edition
(Metric Edition)
April 2006
Key for Revisions:

January 2008, Addendum #1
BRIDGE MANUAL
LIST OF SECTIONS
Section
Title
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Introduction
Geometric Design Policy for Bridges
Planning New and Replacement Bridge Types
Excavation, Sheeting and Cofferdams
Bridge Decks
Bridge Railing
Utilities
Structural Steel
Prestressed Concrete
Timber
Substructures
Bridge Bearings
Approach Details
Bridge Plan Standards and Organization
Concrete Reinforcement
Estimate of Quantities
Standard Notes
Special Specifications
Bridge Rehabilitation Projects
Quality
Computer Programs
Maintenance
Aesthetics
Table of Contents
Foreword
Acknowledgments
1
INTRODUCTION
1.1
1.2
1.3
1.4
Purpose ........................................................................................................................1-1
Applicability...................................................................................................................1-1
Policy ............................................................................................................................1-2
Referenced Standards, Manuals and Documents ........................................................1-3
GEOMETRIC DESIGN POLICY FOR BRIDGES
2.1
2.2
2.3
Purpose ........................................................................................................................2-1
Geometric Design Policy Glossary ...............................................................................2-1
Clear Roadway Width Standards for Bridges ...............................................................2-5
2.3.1
General...........................................................................................................2-5
2.3.2
Railroad Bridges .............................................................................................2-5
2.3.3
Miscellaneous Bridge Width Considerations ..................................................2-7
Vertical Clearances.....................................................................................................2-10
2.4.1
Over Highways, for Highway, Pedestrian, and Overhead Sign Structures...2-10
2.4.2
Railroad Grade Separations .........................................................................2-12
2.4.3
Waterways ....................................................................................................2-12
2.4.4
Navigable Waterways ...................................................................................2-12
2.4.5
Miscellaneous Vertical Clearance Criteria ....................................................2-13
Horizontal Clearances: Under Bridge Features ..........................................................2-14
2.5.1
Highway........................................................................................................2-14
2.5.2
Navigable Waterways ...................................................................................2-16
2.5.2.1
Navigation Lights .........................................................................2-19
2.5.2.2
Additional Navigation Aids ...........................................................2-19
2.5.3
Railroads ......................................................................................................2-22
2.5.4
Miscellaneous Corridors ...............................................................................2-27
Live Loading Requirements ........................................................................................2-28
2.6.1
New and Replacement Bridges ....................................................................2-28
2.6.2
Bridge Rehabilitation ....................................................................................2-29
2.6.3
Temporary Bridges .......................................................................................2-29
2.6.4
Pedestrian Bridges .......................................................................................2-30
2.6.5
Railroad Bridges ...........................................................................................2-30
Alignment, Profiles and Superelevation......................................................................2-30
2.7.1
Horizontal Alignment ....................................................................................2-30
2.7.2
Profile ...........................................................................................................2-30
2.7.3
Superelevation..............................................................................................2-31
2.4
2.5
2.6
2.7
Appendix 2A
Appendix 2B
Appendix 2C
January 2008
Bridge Roadway Width Tables

One Lane Bridge Policy
Vertical Clearance over the NYS Thruway, I-90 and Revised 4.9 m
Clearance Network
NYSDOT Bridge Manual

Appendix 2D
Appendix 2E
Required Coordination with the Department of Defense on Non-Standard

Vertical Clearances over Interstate Routes
Coast Guard Jurisdiction Checklist
PLANNING NEW AND REPLACEMENT BRIDGE TYPES
3.1
3.2
3.3
3.4
Scoping ........................................................................................................................ 3-1

Preliminary Engineering ............................................................................................... 3-2
Site Data ...................................................................................................................... 3-3
Hydraulics .................................................................................................................... 3-3
3.4.1
Hydraulic Design ............................................................................................ 3-3
3.4.2
Hydraulic Table .............................................................................................. 3-4
3.4.3
Slope Protection Criteria ................................................................................ 3-5
3.4.4
Scour Monitoring Devices .............................................................................. 3-5
Structure Selection Process......................................................................................... 3-7
3.5.1
Establishing Span Lengths............................................................................. 3-7
3.5.2
Bridge Type Based on Span Lengths ............................................................ 3-8
3.5.2.1
Span Lengths Less than 12 m....................................................... 3-8
3.5.2.2
Span Lengths Between 12 m and 30 m ...................................... 3-10
3.5.2.3
Span Lengths Between 31 m and 60 m ..................................... 3-10
3.5.2.4
Span Lengths Between 61 m and 90 m ...................................... 3-10
3.5.3
Multiple Span Arrangements........................................................................ 3-10
3.5.4
Spans over 90 m .......................................................................................... 3-11
3.5.5
Selection Guidelines .................................................................................... 3-12
Substructures ............................................................................................................. 3-13
3.6.1
Substructure Location .................................................................................. 3-13
3.6.2
Foundation Assessment............................................................................... 3-14
3.6.3
Foundation Selection ................................................................................... 3-14
3.6.3.1
Water Crossings ....................................................................... 3-14
3.6.3.2
Grade Separations ..................................................................... 3-15
3.6.4
Orientation, Configuration, and Details ....................................................... 3-15
3.6.4.1
Skew............................................................................................ 3-15
3.6.4.2
Water Crossings .......................................................................... 3-15
3.6.4.3
General Details............................................................................ 3-16
Maintenance and Protection of Traffic ....................................................................... 3-17
3.7.1
General ........................................................................................................ 3-17
3.7.2
Off-Site Detour ............................................................................................. 3-17
3.7.3
Stage Construction....................................................................................... 3-18
3.7.4
On-Site Temporary Bridges ......................................................................... 3-19
3.7.5
Alternative Alignments ................................................................................. 3-20
Alternate Designs....................................................................................................... 3-20
Hazardous Materials .................................................................................................. 3-21
Environmental Initiative .............................................................................................. 3-21
3.10.1 Introduction .................................................................................................. 3-21
3.10.2 Types of Project Enhancements .................................................................. 3-22
3.10.3 When to Identify Enhancements .................................................................. 3-23
3.10.4 Summary...................................................................................................... 3-23
Final Preliminary Bridge Plan ..................................................................................... 3-24
3.11.1 General ........................................................................................................ 3-24
3.11.2 Format ......................................................................................................... 3-24
Structure Justification Report ..................................................................................... 3-25
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
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Table of Contents
3.13
Hydraulic Justification Report .....................................................................................3-25

Appendix 3A
Appendix 3B
Appendix 3C
Appendix 3D
Appendix 3E
Appendix 3F
Appendix 3G
Appendix 3H
Bridge Data Sheet Part 1

Bridge Data Sheet Part 2
Project Monitor Sheet
Preliminary Plan Development Procedure for New and Replacement
Bridges
Preliminary Bridge Plan Work Process Structures Division Design
Structures Preliminary Plan Check List
Preliminary Plan Tear Sheet Notes
Structure Justification Report
EXCAVATION, SHEETING, AND COFFERDAMS
4.1
4.2
4.3
4.4
4.5
4.6
4.9
General Guidelines for Excavation Protection and Support .........................................4-1

Unclassified Excavation and Disposal ..........................................................................4-2
Structure, Trench and Culvert, and Conduit Excavation...............................................4-2
Removal of Substructures ............................................................................................4-3
Excavation Protection System ......................................................................................4-4
Interim Sheeting............................................................................................................4-4
4.6.1
Interim Steel Sheeting ....................................................................................4-4
4.6.2
Interim Timber Sheeting .................................................................................4-5
Temporary Sheeting .....................................................................................................4-6
4.7.1
Temporary Steel Sheeting..............................................................................4-6
4.7.2
Temporary Timber Sheeting...........................................................................4-7
Permanent Sheeting .....................................................................................................4-7
4.8.1
Permanent Steel Sheeting..............................................................................4-7
4.8.2
Permanent Timber Sheeting...........................................................................4-8
Cofferdam and Waterway Diversion Guidelines ...........................................................4-8
BRIDGE DECKS
5.1
Concrete Deck Slabs ....................................................................................................5-1

5.1.1
Composite Design ..........................................................................................5-1
5.1.2
Monolithic Decks for Spread Girders ..............................................................5-2
5.1.2.1
History ...........................................................................................5-2
5.1.2.2
Current Practice ............................................................................5-2
5.1.3
Monolithic Decks for Adjacent Concrete Beams.............................................5-3
5.1.4
Two Course Decks .........................................................................................5-3
5.1.5
Deck Reinforcement Design...........................................................................5-4
5.1.5.1
Isotropic Decks...............................................................................5-4
5.1.5.2
Traditional Deck Slab Reinforcement.............................................5-6
5.1.5.3
Reinforcement of Decks for Adjacent Concrete Beams .................5-8
5.1.5.4
Deck Overhangs ............................................................................5-8
5.1.6
Haunches .....................................................................................................5-10
5.1.7
Forming ........................................................................................................5-12
5.1.8
Continuous Structure Deck Slab Placements...............................................5-13
5.1.9
Stage Construction Deck Slabs ....................................................................5-17
5.1.9.1
General Considerations ...............................................................5-17
5.1.9.2
Steel Superstructures...................................................................5-18
4.7
4.8
January 2008
iii
5.6
5.1.9.3
Stage Construction Deflection Calculations for Steel Structures 5-19
5.1.9.4
Prestressed Concrete Superstructures ....................................... 5-19
5.1.10 Deck Sealers................................................................................................ 5-20
5.1.11 Aggregate Requirements for Concrete Decks and Approach Slabs ............ 5-21
Jointless Decks at Abutments .................................................................................... 5-22
Other Deck Types ...................................................................................................... 5-23
Deck Drainage ........................................................................................................... 5-24
Deck Expansion Joints............................................................................................... 5-26
5.5.1
Transverse Expansion Joints ....................................................................... 5-26
5.5.1.1
Armorless Joint Systems ............................................................. 5-26
5.5.1.2
Armored Joint Systems ............................................................... 5-27
5.5.1.3
Modular Joint Systems ................................................................ 5-27
5.5.2
Longitudinal Joints ....................................................................................... 5-28
Sidewalk and Brush Curb Overlays ........................................................................... 5-28
BRIDGE RAILING
6.1
6.2
6.3
Introduction .................................................................................................................. 6-1

Types of Railing ........................................................................................................... 6-1
Railing and Barrier Design for New and Replacement Bridges.................................... 6-2
6.3.1
Service Levels................................................................................................ 6-2
6.3.2
Railing/Barrier Design Alternatives ................................................................ 6-2
6.3.3
Railing/Barrier Selection................................................................................. 6-5
6.3.3.1
Interstate and Controlled Access Highways .................................. 6-5
6.3.3.2
Other Highways ............................................................................. 6-5
6.3.4
Weathering Steel Bridge Railing .................................................................... 6-6
6.3.5
Transitions...................................................................................................... 6-7
6.3.6
Modifications .................................................................................................. 6-8
Precast Concrete Barrier.............................................................................................. 6-8
Pedestrian Fencing ...................................................................................................... 6-8
Permanent Snow Fencing............................................................................................ 6-9
Railing/Parapet Design Dead Loads ............................................................................ 6-9
Guidelines for Railing Treatments on Rehabilitation Projects .................................... 6-10
6.8.1
Background .................................................................................................. 6-10
6.8.2
Purpose........................................................................................................ 6-10
6.8.3
Warrants....................................................................................................... 6-10
6.8.4
Identified Work Strategies ............................................................................ 6-11
6.8.4.1
Long Term Work Strategy ........................................................... 6-11
6.8.4.2
Short Term Work Strategy ........................................................... 6-12
6.8.4.3
Monolithic Deck Work.................................................................. 6-12
6.8.5
Actions to be Taken ..................................................................................... 6-13
6.8.5.1
Replacing the Bridge Railing/Barrier ........................................... 6-14
6.8.5.2
Upgrading the Bridge/Railing Barrier ........................................... 6-14
6.8.5.3
Retaining the Bridge Railing ........................................................ 6-14
6.8.5.4
Anchorage of Steel Bridge Railing............................................... 6-16
6.8.6
Responsibilities and Authorities ................................................................... 6-16
Bridge Railing/Transition Shop Drawing Requirements ............................................. 6-16
5.2
5.3
5.4
5.5
6.4
6.5
6.6
6.7
6.8
6.9
Appendix 6A
Appendix 6B
1987 Bridge Railing Crash Test Report

Railing Treatments on Rehabilitation Projects
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Table of Contents
UTILITIES
7.1
7.2
7.3
7.4
7.5
Criteria for Utility Placement on Bridges .......................................................................7-1

Design Information Furnished by Utilities .....................................................................7-1
Utility Locations.............................................................................................................7-1
Design Criteria for Utilities and Supports......................................................................7-2
Utility Shares.................................................................................................................7-3
STRUCTURAL STEEL
8.1
Design...........................................................................................................................8-1
8.1.1
Design Methods..............................................................................................8-1
8.1.2
Analysis Methods ...........................................................................................8-2
8.1.3
Design Considerations ...................................................................................8-2
Steel Types .................................................................................................................8-3
8.2.1
Unpainted Weathering Steel...........................................................................8-3
8.2.2
Drip Bars for Unpainted Weathering Steel .....................................................8-4
8.2.3
Painted Steels ................................................................................................8-4
8.2.4
HPS Steel .......................................................................................................8-4
8.2.5
Other Steels....................................................................................................8-5
8.2.6
Combination of Steel Types ...........................................................................8-5
8.2.7
Steel Item Numbers ........................................................................................8-6
Redundancy - Fracture Critical Members .....................................................................8-6
8.3.1
Primary and Secondary Members ..................................................................8-6
8.3.2
Redundancy ...................................................................................................8-7
8.3.3
Fracture Critical Members ..............................................................................8-7
Economical Design .......................................................................................................8-8
8.4.1
Girder Spacing................................................................................................8-8
8.4.2
Girder Proportioning for Plate Girders ............................................................8-8
8.4.2.1
General ..........................................................................................8-8
8.4.2.2
Depth..............................................................................................8-9
8.4.2.3
Flanges ..........................................................................................8-9
8.4.2.4
Webs ..............................................................................................8-9
8.4.2.5
Stability During Erection...............................................................8-10
8.4.3
Rolled Beams ...............................................................................................8-11
Metal Thicknesses ......................................................................................................8-13
Connections................................................................................................................8-13
8.6.1
General.........................................................................................................8-13
8.6.2
Bolts..............................................................................................................8-13
8.6.2.1
Bolt Types ....................................................................................8-14
8.6.2.2
Bolt Sizes .....................................................................................8-14
8.6.2.3
Bolt Spacing .................................................................................8-14
8.6.3
Welding.........................................................................................................8-15
8.6.3.1
Weld Sizes ...................................................................................8-15
8.6.3.2
Weld Detailing ..............................................................................8-15
8.6.4
Copes ...........................................................................................................8-16
8.6.5
Connection Design .......................................................................................8-17
Stiffeners.....................................................................................................................8-19
8.7.1
Bearing Stiffeners .........................................................................................8-19
8.2
8.3
8.4
8.5
8.6
8.7
January 2008
8.17
8.7.2
Intermediate Stiffeners and Connector Plates ............................................. 8-19
8.7.3
Longitudinal Stiffeners.................................................................................. 8-20
Designation of Tension Zones ................................................................................... 8-20
Camber ...................................................................................................................... 8-21
8.9.1
Sag Camber ................................................................................................. 8-21
Moment, Shear, and Design Load Tables.................................................................. 8-22
Splices ....................................................................................................................... 8-22
8.11.1 Girder Splices............................................................................................... 8-22
8.11.2 Rolled Beam Splices .................................................................................... 8-25
Framing Plans ............................................................................................................ 8-25
Curved Girders........................................................................................................... 8-25
Trusses ...................................................................................................................... 8-26
8.14.1 General Considerations ............................................................................... 8-26
8.14.2 Truss Design Guidelines .............................................................................. 8-27
8.14.3 Truss Detailing Guidelines ........................................................................... 8-28
Miscellaneous Details ................................................................................................ 8-28
8.15.1 Bolsters ........................................................................................................ 8-28
8.15.2 Safety Handrail............................................................................................. 8-30
Railroad Structures .................................................................................................... 8-31
8.16.1 General Considerations ............................................................................... 8-31
8.16.2 Design ......................................................................................................... 8-31
8.16.3 Details ......................................................................................................... 8-31
Movable Bridges ........................................................................................................ 8-31
PRESTRESSED CONCRETE
9.1
Introduction .................................................................................................................. 9-1

9.1.1
Pretensioning ................................................................................................. 9-1
9.1.2
Post-Tensioning ............................................................................................. 9-1
Adjacent Prestressed Units.......................................................................................... 9-2
9.2.1
Unit Width....................................................................................................... 9-2
9.2.2
Unit Depth ...................................................................................................... 9-2
9.2.3
Deck Overhangs ............................................................................................ 9-2
9.2.4
Longitudinal Joints ......................................................................................... 9-3
9.2.5
Skew .............................................................................................................. 9-3
9.2.6
Diaphragms and Transverse Tendons........................................................... 9-3
Spread Precast Concrete Beam Superstructures ........................................................ 9-4
9.3.1
Spread Prestressed Box Beams .................................................................... 9-4
9.3.2
Prestressed I-Girders ..................................................................................... 9-4
Segmental Precast Box Girders ................................................................................... 9-5
9.4.1
Long Multi-Span Bridges................................................................................ 9-5
9.4.2
Long Span Bridge on High Curvatures .......................................................... 9-5
9.4.3
Aesthetics....................................................................................................... 9-5
9.4.4
Durability ........................................................................................................ 9-5
Bearings for Prestressed Concrete Structures............................................................. 9-6
Concrete Strength ........................................................................................................ 9-6
Prestressing Strand Type............................................................................................. 9-6
Strand Pattern for Pretensioned Elements................................................................... 9-7
9.8.1
Precast Box and Slab Units ........................................................................... 9-7
9.8.2
Precast I-Girders ............................................................................................ 9-7
Tensile Stresses Due to Pretensioning ........................................................................ 9-7
8.8
8.9
8.10
8.11
8.12
8.13
8.14
8.15
8.16
9.2
9.3
9.4
9.5
9.6
9.7
9.8
9.9
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9.10
9.11
9.13
9.14
9.15
9.16
9.17
Prestress Losses ..........................................................................................................9-8

Allowable Stresses .......................................................................................................9-9
9.11.1 Temporary Stresses .......................................................................................9-9
9.11.2 Final Stresses.................................................................................................9-9
Reinforcement ..............................................................................................................9-9
9.12.1 Shear Stirrups.................................................................................................9-9
9.12.2 Composite Design Reinforcement ................................................................9-10
9.12.3 Anchorage Zone Reinforcement...................................................................9-10
Camber .......................................................................................................................9-10
Stage Construction Camber Differences ....................................................................9-11
Simple Spans Made Continuous Design ....................................................................9-11
Corrosion Inhibitors and Sealers ................................................................................9-11
Post-Tensioned Spliced Girder Designs.....................................................................9-12
10
TIMBER
10.1
10.2
10.3
10.4
10.5
10.6
10.7
10.8
10.9
Introduction .................................................................................................................10-1
Characteristics and Properties of Wood as a Construction Material ..........................10-1
Types of Construction.................................................................................................10-1
Selection Criteria ........................................................................................................10-2
Superstructure Components.......................................................................................10-3
10.5.1 General.........................................................................................................10-3
10.5.2 Railing...........................................................................................................10-3
10.5.3 Decking and Deck Bridges ...........................................................................10-3
10.5.4 Laminated Beam Sections............................................................................10-3
10.5.5 Special Types - Arches, Frames, and Trusses.............................................10-6
10.5.6 Timber Decks with Steel Beams...................................................................10-6
Substructures..............................................................................................................10-6
Wearing Surfaces .......................................................................................................10-7
Maintenance and Repairs...........................................................................................10-7
Conclusions ................................................................................................................10-7
11
SUBSTRUCTURES
11.1
Foundations ................................................................................................................11-1
11.1.1 General.........................................................................................................11-1
11.1.2 Spread Footings on Soil ...............................................................................11-1
11.1.3 Spread Footings on Rock .............................................................................11-1
11.1.4 Pile Foundations...........................................................................................11-2
11.1.4.1 Pile Types ....................................................................................11-2
11.1.4.2 Pile Spacing and Placement Details ............................................11-2
11.1.4.3 Numbering and Tabulation of Piles ..............................................11-3
11.1.4.4 Pile Splices...................................................................................11-3
11.1.5 Drilled Shafts ................................................................................................11-4
11.1.6 Pilasters........................................................................................................11-4
11.1.7 Design Footing Pressures and Pile Capacities.............................................11-4
11.1.8 Footing Depth ...............................................................................................11-4
11.1.9 Stepped Footings .........................................................................................11-5
11.1.10 Tremie Seals ................................................................................................11-5
11.1.11 Footing Thickness ........................................................................................11-6
9.12
January 2008
vii

11.2
11.3
11.4
11.5
11.6
11.7
Forming Considerations ............................................................................................. 11-6

Substructure Joints .................................................................................................... 11-7
11.3.1 Contraction Joints ........................................................................................ 11-7
11.3.2 Construction Joints....................................................................................... 11-7
11.3.3 Expansion Joints .......................................................................................... 11-7
Concrete for Substructures ........................................................................................ 11-8
Retaining Walls .......................................................................................................... 11-8
11.5.1 Retaining Wall Types ................................................................................... 11-9
11.5.1.1 Cantilevered Retaining Wall..................................................... 11-10
11.5.1.2 Counterfort Retaining Wall....................................................... 11-10
11.5.1.3 Buttressed Retaining Wall........................................................ 11-10
11.5.1.4 Crib Wall .................................................................................. 11-10
11.5.1.5 Gabions .................................................................................. 11-10
11.5.1.6 Gravity Retaining Wall ............................................................. 11-11
11.5.1.7 Semi-Gravity Retaining Wall .................................................... 11-11
11.5.1.8 M.S.E.S. Retaining Walls......................................................... 11-11
11.5.1.9 Cantilevered Sheet Pile Retaining Wall ................................... 11-11
11.5.1.10 Tied Back Sheet Pile Retaining Wall ....................................... 11-12
11.5.1.11 Soldier Pile and Lagging Retaining Wall.................................. 11-12
11.5.1.12 Tied Back Soldier Pile and Lagging Retaining Wall................. 11-12
11.5.2 Proportioning of Cantilevered Retaining Walls........................................... 11-12
11.5.3 Wingwall Type and Considerations............................................................ 11-13
Abutments ................................................................................................................ 11-14
11.6.1 Abutment Type and Considerations........................................................... 11-15
11.6.1.1 Cantilevered Abutment .............................................................. 11-16
11.6.1.2 Isolated Pedestal Stub Abutment .............................................. 11-16
11.6.1.3 Spill Through Abutment ............................................................. 11-16
11.6.1.4 M.S.E.S. Abutments .................................................................. 11-17
11.6.1.5 Gravity Abutments ..................................................................... 11-18
11.6.1.6 Integral Abutments .................................................................... 11-18
11.6.1.7 Semi-Integral Abutments ........................................................... 11-21
11.6.2 Abutment and Wall Details......................................................................... 11-23
11.6.2.1 Stem Thickness ......................................................................... 11-23
11.6.2.2 Pedestal Dimensions ................................................................. 11-24
11.6.2.3 Drainage .................................................................................... 11-24
Bridge Piers.............................................................................................................. 11-24
11.7.1 Pier Types .................................................................................................. 11-25
11.7.1.1 Solid Pier .................................................................................. 11-25
11.7.1.2 Hammerhead Pier ..................................................................... 11-25
11.7.1.3 Multi-Column Pier ...................................................................... 11-26
11.7.1.4 Pile Bents .................................................................................. 11-26
11.7.2 Pier Protection............................................................................................ 11-26
12
BRIDGE BEARINGS
12.1
Bearing Types ............................................................................................................ 12-1

12.1.1 Steel Rocker Bearings (Type S.R.) .............................................................. 12-1
12.1.2 Steel Sliding Bearings (Type S.S.)............................................................... 12-1
12.1.3 Elastomeric Bearings ................................................................................... 12-1
12.1.3.1 Plain Elastomeric Bearings (Type E.P.)....................................... 12-2
12.1.3.2 Steel Laminated Elastomeric Bearings (Type E.L.) ..................... 12-2
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12.2
12.3
12.4
12.5
12.1.3.3 Steel Laminated Elastomeric Bearings with Sole Plate (Type E.B.)12-2
12.1.4 Multi-Rotational Bearings (Type M.R.)..........................................................12-2
General Design Considerations..................................................................................12-3
12.2.1 Design Method .............................................................................................12-3
12.2.2 Live Load on Bearings..................................................................................12-3
12.2.3 Minimum Loads on Bearings ........................................................................12-3
12.2.4 Uplift .............................................................................................................12-4
12.2.5 Bearings for Curved Girders .........................................................................12-4
Bearing Selection Criteria ...........................................................................................12-4
Painting of Bearings....................................................................................................12-4
Standard Bearing Designs..........................................................................................12-5
Appendix 12A
Appendix 12B
Appendix 12C
Appendix 12D
Appendix 12E
Appendix 12F
Design Example; Plain Elastomeric Bearing (Type EP)

Design Example; Steel Laminated Elastomeric Bearing (Type EL)
Design Example; Steel Laminated Elastomeric Bearing With Sole Plate
Fixed (Type EB)
Design Example; Steel Laminated Elastomeric Bearing With Sole Plate
Expansion (Type EB)
Design Example; Multi-Rotational Bearing - Fixed (Type MR)
Design Example; Multi-Rotational Bearing - Expansion (Type MR)
13
APPROACH DETAILS
13.1
Approach Slabs ..........................................................................................................13-1

13.1.1 Purpose ........................................................................................................13-1
13.1.2 Length Determination ...................................................................................13-1
13.1.3 Width Determination .....................................................................................13-1
13.1.4 Skewed Approach Slabs ..............................................................................13-2
13.1.5 End of Approach Slab Details.......................................................................13-2
Approach Drainage Details.........................................................................................13-3
13.2.1 Purpose ........................................................................................................13-3
13.2.2 Superstructures with Curbs or Barriers ........................................................13-3
13.2.3 Superstructures without Curbs or Barriers....................................................13-3
13.2
14
BRIDGE PLAN STANDARDS AND ORGANIZATION
14.1
14.2
14.3
Overview.....................................................................................................................14-1
Project Work File Initiation ..........................................................................................14-1
Detailing Standards ....................................................................................................14-1
14.3.1 CADD Standards and Procedure Manual.....................................................14-1
14.3.2 Bridge Detail (BD) Sheets ............................................................................14-2
14.3.3 Title Blocks ...................................................................................................14-2
14.3.4 Scales and Scale Bars .................................................................................14-2
14.3.5 Dimension and Table Value Rounding .........................................................14-3
Bridge Plan Organization............................................................................................14-4
Amendment and Field Change Sheets.....................................................................14-10
Quality Assurance and Electronic Data Transfer......................................................14-10
14.4
14.5
14.6
Appendix 14A
Appendix 14B
January 2008
Contract Plan Review Checklist

Checklist for Constructability Review
ix
15
CONCRETE REINFORCEMENT
15.1
15.2
15.3
15.4
15.13
15.14
Introduction ................................................................................................................ 15-1

Spacing ...................................................................................................................... 15-1
Cover.......................................................................................................................... 15-1
Reinforcing Bar Guidelines ........................................................................................ 15-2
15.4.1 Maximum Bar Length ................................................................................... 15-2
15.4.1.1 Deck Slab Bars............................................................................ 15-2
15.4.1.2 Abutment and Pier Bars .............................................................. 15-2
15.4.2 Reinforcement Splicing ................................................................................ 15-3
15.4.2.1 General Splicing Guidelines ........................................................ 15-3
15.4.2.2 Splicing Vertical Reinforcement in Walls ..................................... 15-3
Minimum Anchorage, Lap and Embedment ............................................................... 15-3
15.5.1 Basic Development Length for Bars............................................................. 15-4
15.5.2 Length of Splices for Tension Bars .............................................................. 15-7
15.5.3 Length of Splices for Compression Bars.................................................... 15-11
Marking of Bars for Bar Lists.................................................................................... 15-12
Footing Reinforcement............................................................................................. 15-13
Abutment Reinforcement ......................................................................................... 15-13
Column Reinforcement ............................................................................................ 15-14
Pier Cap Reinforcement........................................................................................... 15-14
Temperature and Shrinkage Reinforcement ............................................................ 15-15
Protecting Reinforcement from Corrosion................................................................ 15-15
15.12.1 Epoxy-Coated Reinforcement .................................................................... 15-17
15.12.2 Galvanized Reinforcement......................................................................... 15-17
15.12.3 Stainless Steel Clad Reinforcement........................................................... 15-19
15.12.4 Solid Stainless Steel Reinforcement .......................................................... 15-20
15.12.5 Protection of Reinforcement in Substructures............................................ 15-20
Reinforcing Bar Lists ................................................................................................ 15-21
Drilling and Grouting ................................................................................................ 15-21
16
ESTIMATE OF QUANTITIES
16.1
16.2
16.3
16.4
16.5
General ...................................................................................................................... 16-1

Precision Versus Practicality...................................................................................... 16-1
Utility Share of Bridge Estimate ................................................................................. 16-2
Lump Sum Price Analysis .......................................................................................... 16-2
Alternate Bid Procedure ............................................................................................. 16-3
17
STANDARD NOTES
17.1
17.2
17.3
Introduction ................................................................................................................ 17-1

Standard Proposal Notes ........................................................................................... 17-1
General Notes Sheet/Superstructure Slab Sheet .................................................... 17-23
15.5
15.6
15.7
15.8
15.9
15.10
15.11
15.12
Appendix 17A
Bridge Removal
January 2008
Table of Contents
18
SPECIAL SPECIFICATIONS
18.1
Introduction .................................................................................................................18-1
19
BRIDGE REHABILITATION PROJECTS
19.1
Introduction ................................................................................................................19-1
19.1.1 Project Scoping ............................................................................................19-1
19.1.2 Preliminary Engineering ...............................................................................19-3
19.1.3 Final Design..................................................................................................19-4
Existing Structure Evaluation......................................................................................19-6
19.2.1 In Depth Inspections.....................................................................................19-6
19.2.2 Bridge Rehabilitation vs Replacement Selection Guidelines ........................19-7
Concrete Rehabilitation ............................................................................................19-13
19.3.1 Concrete Scaling ........................................................................................19-14
19.3.2 Concrete Spalling .......................................................................................19-14
19.3.3 Concrete Cracking......................................................................................19-14
19.3.4 Concrete Sealers........................................................................................19-15
Steel Rehabilitations .................................................................................................19-16
19.4.1 Deck Replacements ...................................................................................19-16
19.4.2 Structure Widening/Stage Construction .....................................................19-16
19.4.3 Painted vs. Unpainted ................................................................................19-17
19.4.4 Fracture Critical Member (FCM) Work........................................................19-17
19.4.5 Rehabilitation of Riveted Structures ...........................................................19-17
19.4.6 A7 Steel Retrofits or Replacement .............................................................19-20
19.4.7 Fatigue........................................................................................................19-20
Continuity Retrofit .....................................................................................................19-20
19.5.1 Feasibility....................................................................................................19-20
19.5.2 General Design Considerations..................................................................19-21
19.5.2.1 Full Continuity vs Continuous for Live Load...............................19-21
19.5.2.2 Fatigue Considerations ..............................................................19-23
19.5.2.3 Detail Verification .......................................................................19-23
19.5.3 Design Guidelines ......................................................................................19-24
Truss Rehabilitation ..................................................................................................19-26
Seismic Rehabilitation ..............................................................................................19-27
19.2
19.3
19.4
19.5
19.6
19.7
Appendix 19A
Rehabilitation Preliminary Checklist
20
QUALITY
20.1
20.2
Introduction .................................................................................................................20-1
Technical Quality Actions ...........................................................................................20-1
20.2.1 Quality Control..............................................................................................20-1
20.2.2 Technical Progress Reviews ........................................................................20-2
20.2.3 Quality Assurance Monitoring Reviews ........................................................20-6
January 2008
xi

21
COMPUTER PROGRAMS
21.1
21.2
21.3
Guidelines on Use...................................................................................................... 21-1

Hydraulics Programs .................................................................................................. 21-1
Structures Programs .................................................................................................. 21-2
21.3.1 In-House Programs ...................................................................................... 21-2
21.3.2 Commercial Programs ................................................................................. 21-4
22
MAINTENANCE
22.1
22.2
22.3
22.4
22.5
22.6
22.7
Introduction ................................................................................................................ 22-1

Geometrics................................................................................................................. 22-1
Deck Joints and Drainage .......................................................................................... 22-1
Approach Drainage .................................................................................................... 22-2
Superstructure............................................................................................................ 22-2
22.5.1 Material Type ............................................................................................... 22-2
22.5.2 Steel Details ................................................................................................. 22-3
Bridge Inspection and Maintenance Access Considerations ..................................... 22-3
Movable Bridges ........................................................................................................ 22-3
23
AESTHETICS
23.1
Appearance in Design................................................................................................ 23-1

23.1.1 Location and Surroundings .......................................................................... 23-2
23.1.2 Horizontal and Vertical Geometry ................................................................ 23-3
23.1.3 Superstructure Type and Shape .................................................................. 23-3
23.1.4 Pier Shape and Placement .......................................................................... 23-8
23.1.5 Abutment Shape and Placement ............................................................... 23-16
23.1.5.1 Skew.......................................................................................... 23-17
23.1.5.2 Wingwalls and Curtainwalls ....................................................... 23-18
23.1.6 Parapet and Railing Details........................................................................ 23-19
23.1.7 Colors......................................................................................................... 23-21
23.1.8 Textures ..................................................................................................... 23-22
23.1.9 Ornamentation ........................................................................................... 23-23
Appendix 23A
Glossary
xii
January 2008
List of Figures
Figure
Number
Page
No.
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
Curved Alignment Layout ...................................................................................2-9

Schematic of a Median Berm ...........................................................................2-15
Typical Canal Channel Sections.......................................................................2-20
Canal Pier Details.............................................................................................2-21
Railroad Clearance Diagram ............................................................................2-23
Track on Embankment .....................................................................................2-24
Track in Cut ......................................................................................................2-25
Typical Railroad Rock Cut Section ...................................................................2-26
Typical Thru Girder Railroad Bridge .................................................................2-28
Banking Simple Curve ......................................................................................2-33
Banking Spiral Curve........................................................................................2-34
Banking Details for Bridge Decks .....................................................................2-35
2A.1
Usable Shoulder Details .................................................................................. 2A-5
3.1
Shoulder Break Area ..........................................................................................3-8
5.1
5.2
5.3
5.4
5.5
5.6
Overhang Form Bracing .....................................................................................5-9

Haunch Table ...................................................................................................5-11
Haunch Detail (Cracking Problem) ...................................................................5-11
Slab Placement Sequence - A .........................................................................5-16
Slab Placement Sequence - B .........................................................................5-16
Slab Placement Sequence - C .........................................................................5-16
8.1
8.2
8.3
8.4
8.5
Cover Plate Connections..................................................................................8-12

Reinforced Cope Detail ....................................................................................8-17
Blocked Flange Detail ......................................................................................8-18
Low Bolster Detail ............................................................................................8-29
High Bolster Detail............................................................................................8-30
10.1
10.2
10.3
10.4
Longitudinal Stress Laminated Deck ................................................................10-4

Parallel Chord Truss.........................................................................................10-4
'T' Section Bridge .............................................................................................10-5
Box Section Bridge ...........................................................................................10-5
11.1
11.2
11.3
11.4
11.5
Typical Retaining Wall Types ...........................................................................11-9

Suggested Proportions of Retaining Wall.......................................................11-13
Typical Abutment Types .................................................................................11-15
Bridge Seat Width ..........................................................................................11-23
Typical Pier Types ..........................................................................................11-25
January 2008
xiii

15.1
Hooked Dowel ..................................................................................................15-4
19.1
Typical Retrofit Details ...................................................................................19-22
23.1
23.2
23.3
23.4
23.5
23.6
23.7
23.8
23.9
23.10
23.11
23.12
23.13
23.14
23.15
23.16
23.17
23.18
23.19
23.20
23.21
23.22
23.23
23.24
23.25
23.26
Beam Depth Comparison .................................................................................23-4

Visual Effect of Slenderness Ratios .................................................................23-4
Slender Superstructures...................................................................................23-5
Continuous Girder Depth..................................................................................23-5
Overhang Shadowing .......................................................................................23-6
Avoid Stiffeners on the Exposed Side of the Fascia Girders............................23-6
Haunched Girders ............................................................................................23-7
Haunch Details .................................................................................................23-7
Fishbellied Girders ...........................................................................................23-8
Pier Height........................................................................................................23-8
Pier/Column Thickness ....................................................................................23-9
Alternate Column Treatments.........................................................................23-10
Pier Layout Details .........................................................................................23-11
End View of Capbeam....................................................................................23-12
Overhang Alternatives ....................................................................................23-13
Solid Pier Shapes ...........................................................................................23-14
Battered Solid Piers........................................................................................23-15
Tall Pier Configurations ..................................................................................23-15
Pier Groupings ...............................................................................................23-16
Abutment Details ............................................................................................23-17
Abutments on a Skew ....................................................................................23-18
Wingwall Configuration...................................................................................23-19
End of Barrier Detail .......................................................................................23-20
Concrete Barrier Treatments ..........................................................................23-20
Fencing Alternatives .......................................................................................23-21
Wingwall Stone/Brick Treatment ....................................................................23-23
xiv
January 2008
List of Tables
Table
Number
Page
No.
2-1
2-2
2-3
R
N
X
Clear Bridge Roadway Width Standards ............................................................2-6

Vertical Clearance over Highways (Travel Lane and Paved Shoulders).........2-11
Lateral Offset from Centerline of Tracks...........................................................2-27
Minimum roadway Widths for and Replacement ............................................. 2A-2
Maximum width of Traveled Way and Shoulder .............................................. 2A-3
Minimum Roadway for Rehabilitations ............................................................ 2A-4
Hydraulic Data Table ..........................................................................................3-4

Multiple Span Arrangement Ratios...................................................................3-11
Soil Design Parameters......................................................................................4-5

Excavation Requirements ................................................................................4-11
Support and Protection System Requirements ................................................4-12
Cofferdam Requirements .................................................................................4-13
5-1
5-2
5.3
5-4
Deck Thickness Requirements...........................................................................5-2

Traditional Deck Slab Reinforcement .................................................................5-7
Design Haunch Table.......................................................................................5-11
Aggregate Type Selection ................................................................................5-22
6-1
6-2
Railing and Barrier Selection ..............................................................................6-4

Railing/Barrier Design Dead Loads ....................................................................6-9
Metal Plate Thicknesses ..................................................................................8-14

Minimum Size Fillet Welds ...............................................................................8-15
12-1
12-2
Bearing Nomenclature......................................................................................12-5
Bearing Design Standard Type EL Elastomeric ............................................12-6
Bearing Design Standard Type EB Elastomeric............................................12-6
Suggested Sheet Scales ..................................................................................14-3

Dimension Rounding Guidelines ......................................................................14-3
A
B
C
D
E
F
G
H
I
Minimum Reinforcement Cover ........................................................................15-1

Standard Reinforcing Bar Properties................................................................15-2
Basic Development Length (BDL) for Compression Bars ................................15-4
BDL of Hooked Dowels in Tension...................................................................15-4
BDL for Straight Uncoated Dowels & Tension Bars (Not Top Bars).................15-5
BDL for Straight Uncoated Dowels & Tension Bars (Top Bars) .......................15-5
BDL for Straight Epoxy Coated Dowels & Tension Bars (Not Top Bars) .........15-5
BDL for Straight Epoxy Coated Dowels & Tension Bars (Top Bars) ................15-6
BDL Reduction Requirements ..........................................................................15-6
Length of Splices for Tension Bars...................................................................15-7
January 2008
xv

15-1
J
K
L
M
N
O
P
Q
R
15-2
15-3
15-4
Lap Splice Selection Guidelines .......................................................................15-8

Class B Splice Uncoated (Not Top Bars) ......................................................15-9
Class B Splice Uncoated (Top Bars) .............................................................15-9
Class C Splice Uncoated (Not Top Bars) ......................................................15-9
Class C Splice Uncoated (Top Bars)...........................................................15-10
Class B Splice Epoxy Coated (Not Top Bars) .............................................15-10
Class B Splice Epoxy Coated (Top Bars)....................................................15-10
Class C Splice Epoxy Coated (Not Top Bars) .............................................15-11
Class C Splice Epoxy Coated (Top Bars)....................................................15-11
Length of Splices for Compression Bars ........................................................15-11
Approximate Reinforcement Cost Comparison ..............................................15-16
Expected Service Life.....................................................................................15-17
Hooks for Galvanized Bars.............................................................................15-19
Precision for Estimate of Quantities .................................................................16-2
19-1
19-2
19-3
Current Bridge Standards.................................................................................19-9

Bridge Rehabilitation vs. Replacement Worksheet ........................................19-13
Concrete Cracking Treatments.......................................................................19-15
20-1
Bridge Plan Technical Progress Reviews.........................................................20-4
xvi
January 2008
Foreword
This Bridge Manual is intended to serve as an aid to those planning and designing bridges
in New York State. It is an accompaniment to the NYSDOT Standard Specifications for
Highway Bridges and NYSDOT LRFD Bridge Design Specifications. It is hoped that it will
serve as a guide to good bridge engineering practice.
George A. Christian Jr., P.E.

Deputy Chief Engineer (Structures)
xvii
xviii
Acknowledgments
This manual started as an update of the old Standard Details for Highway Bridges.
However it became evident that a number of new topics needed to be included and a
greater commentary on both detailing and design practice for bridges was needed. An
attempt has also been made to compile and incorporate as many of the outstanding
Structures Divisions Engineering Instructions as possible. It is hoped that this will assist
engineers and drafters by having a concise reference source. The result of this effort is the
NYSDOT Bridge Manual.
This manual is the product of the work of many contributors over the last 10 years without
whose efforts this project would not have been possible. My thanks to all who dealt with
compiling and sifting mountains of information, writing text, resolving numerous comments
and completing endless rewrites.
Appreciation is also given to the many individuals in the regions and main office that
reviewed drafts of this manual. Their many insightful comments have done much to
improve its content.
James H Flynn III, P.E.

Editor
January 2008
xix
Section 1
Introduction
1.1
Purpose
This Bridge Manual has been prepared to provide policies, guidance and procedures for bridge
project development and design for the New York State Department of Transportation. This
manual provides guidance for decisions in the bridge project process, documents or references
policies and standards that need to be considered, and provides a commentary discussing good
bridge engineering practice.
One of the primary goals of this manual is to provide assistance to designers to ensure that
quality bridges are constructed. Quality bridges are durable, economical, aesthetically
pleasing, and environmentally sound.
Although this manual provides guidance on design procedure, many subjects presented only
highlight criteria and practice. A complete analysis and design to produce a safe, economical
and maintainable structure is the responsibility of the designer.
1.2
Applicability
This manual applies to all bridges constructed under contracts with the New York State
Department of Transportation. Designers are required to consult the manual for policies,
guidance, details and interpretation of the design specifications. In addition, its use is
encouraged for all bridges in New York State.
Highway and pedestrian bridge design are governed by the design specifications contained in
the NYSDOT LRFD Bridge Design Specifications2007 or the New York State Department of
Transportation Standard Specifications for Highway Bridges2002. This manual does not
replace the provisions of these specifications. It is intended to supplement the design
specifications in areas that are not addressed or fully covered. Additional information on the
design of facilities for pedestrians, bicycles, and persons with disabilities may be found in
Chapters 17 and 18 of the Highway Design Manual.
Major long span bridges are special cases for bridge design. They typically need special design
criteria which go beyond the provisions of the NYSDOT LRFD Bridge Design Specifications.
The NYSDOT LRFD Bridge Design Specifications do not have an explicit span limitation,
however, the commentary states that spans in excess of 600 feet were not considered in its
development.
January 2008
1-1
Major long span bridges should have specific bridge design criteria developed once the bridge
type has been selected and before final design begins. If during preliminary development it is
determined that the NYSDOT LRFD Bridge Design Specifications do not cover all aspects of
the structure design appropriate supplemental design criteria should be developed by
researching design criteria for similar structures in the US and Canada.
1.3
Policy
NYSDOT has officially adopted the AASHTO Load and Resistance Factor Design (LRFD)
Bridge Design Specifications for use in New York State. The AASHTO LRFD Bridge Design
Specifications, Fourth Edition2007, together with the LRFD Blue Pages constitute the
NYSDOT LRFD Bridge Design Specifications2007. The adoption of these specifications
continues a process in which NYSDOT has been transitioning from the NYSDOT Standard
Specifications for Highway Bridges2002 to full adoption of the LRFD specifications. The
NYSDOT Standard Specifications for Highway Bridges2002 consists of the 17th edition of the
AASHTO Standard Specifications for Highway Bridges together with the New York State Blue
Pages. The LRFD Bridge Design Specification is mandatory for the design of all new and
replacement bridges by NYSDOT and Consultant designers and Locally Administered FederalAid Projects. This includes both superstructure and substructure designs. The FHWA has
mandated a full implementation date of October 1, 2007, for all State-initiated Federal-aid
funded projects. The existing NYSDOT Standard Specifications for Highway Bridges2002 will
eventually be archived and used when necessary for the repair and rehabilitation of structures.
The design specifications that may be used for rehabilitation and repair projects include the
LRFD Specifications, the Standard Specifications or the specifications used in the original
design.
Load Ratings Currently, NYSDOT overload permitting and bridge posting policies require
that new and replacement bridges be load rated using the Load Factor Design (LFD) or
Allowable Stress Design (ASD) methods. For this reason, load ratings will continue to be
computed by the LFD or ASD method. The load ratings for all new or replacement bridges
will also be computed by the Load and Resistance Factor Rating (LRFR) method. Load
rating for both methods shall be shown on the Contract Plans. LRFR ratings shall be shown
at the inventory and operating levels as rating factors of the AASHTO HL-93 load. Once
overload permitting and bridge posting policies are revised to accommodate LRFR, load
ratings using LFD and ASD methods will be discontinued.
Buried Structures Buried structures include box culverts, three-sided frames, and pipes.
The FHWA is not requiring that buried structures be designed by LRFD until 2010 and
LRFD software for these structures is currently unavailable. Designers should continue to
use the NYSDOT Standard Specifications for Highway Bridges2002 for the design of
buried structures unless approval to use the LRFD specifications has been granted by the
Deputy Chief Engineer (Structures).
1-2
January 2008
Introduction
1.4
Referenced Standards, Manuals and Documents
The following references contain material that is relevant to bridge project development and
design. They contain provisions that pertain to a particular type of bridge or part of the bridge
project process. Instead of reproducing them in full in this manual, they are incorporated by
reference. Bridge designers need to consider their provisions where applicable.
The Bridge Detail (BD) Sheets referenced below contain standard details and, occasionally,
instructions to designers on material that is to be incorporated into the Contract Plans.
American Railway Engineering & Maintenance of Way Association Manual for Railway
Engineering (AREMA)
NYSDOT Bridge Deck Evaluation Manual
NYSDOT Bridge Detail (BD) Sheets
NYSDOT Bridge Inspection Manual
NYSDOT Bridge Inventory Manual
NYSDOT Bridge Safety Assurance Vulnerability Manuals
NYSDOT CADD Standards and Procedure Manual
NYSDOT Structures Division Cell Library
NYSDOT Project Development Manual
NYSDOT Environmental Procedures Manual
NYSDOT Highway Design Manual
NYSDOT Manual of Uniform Traffic Control Devices
NYSDOT Prestressed Concrete Construction Manual (PCCM)
NYSDOT Standard Specifications for Construction and Materials
NYSDOT LRFD Bridge Design Specifications
NYSDOT Standard Specifications for Highway Bridges (Blue Book)
NYSDOT Steel Construction Manual (SCM)
NYSDOT Procedures for Locally Administered Federal Aid Projects
NYSDOT Survey Manual
FHWA Seismic Retrofitting Manual for Highway Bridges
AASHTO Guide Specification for Bridge Railing (1989)
AASHTO Guide Specifications for Design of Pedestrian Bridges (1997)
AASHTO Guide for the Planning, Design, and Operation of Pedestrian Facilities
AASHTO LRFD Movable Highway Bridge Design Specifications
AASHTO Maintenance and Management of Roadways and Bridges Manual
AASHTO Manual for Condition Evaluation of Bridges (1994)
AASHTO Manual for Condition Evaluation of Bridges and Load and Resistance Factor
Rating (LRFR) of Highway Bridges (2003)
AASHTO Guide Specification for Fatigue Evaluation of Existing Steel Bridges
AASHTO Roadside Design Guide
AASHTO Guide for the Development of Bicycle Facilities
AASHTO Guide Specification and Commentary for Vessel Collision of Highway Bridges
January 2008
1-3
Section 2
2.1
Purpose
This policy provides the minimum requirements for bridge roadway and facility widths, vertical
under-clearances and design live loads for NYSDOT projects. These standards have been
developed to provide minimum safe geometrics for each application; primarily based on
providing a level of geometric consistency between the bridge and the approach roadway and
recognizing the highway functional classification and traffic that the bridge serves. This policy
serves as the Department's standard for bridge widths on both Federal- and non-Federal aidfunded-projects and recognizes certain Federal approval requirements for bridges on the
National Highway System. 1
2.2
Geometric Design Policy Glossary
The following terms are specific to the Geometric Design Policy. For a more complete glossary,
see the end of this manual.
Approach
Roadway Width
The uniform width of the roadway on either end of the bridge. When
determining the existing approach roadway width, measurements
should be taken no closer than 30 m from the ends of the bridge.
Bicycle Facility
Provision of space on a structure for the use of bicyclists, generally in

the form of a usable shoulder, wide curb lane or striped bike lane. See
Chapter 17 of the Highway Design Manual.
Bridge
A structure, including supports, erected over a depression or an

obstruction such as water, highway, or railway and having a track or
passageway for carrying traffic or other moving loads, and having an
opening measured along the center of the roadway of more than 20 ft.
(6.08 m) between undercopings of abutments or spring lines of arches,
or extreme ends of openings for multiple boxes. Multiple pipe
configurations will qualify as bridges where the clear distance between
openings is less than half of the smaller adjacent opening, and the total
length along the center of the roadway is greater than 20 ft. (6.08 m).
Refer to the NYSDOT Project Development Manual Exhibit 4-2 for the Approval Matrix for projects
on the NHS.
January, 2008
2-1
Bridge
Rehabilitation
That type of work that is intended to enhance or restore the structural

capacity, operational efficiency and/or serviceable life of an existing
bridge. Rehabilitation will usually be accomplished by contract, although
occasionally the same result will be achieved by the intensive efforts of
maintenance forces. A bridge rehabilitation may include a varying
degree of structural repair and/or restoration, including a complete deck
replacement, or replacement of the entire bridge superstructure and
portions of the substructure.
Bridge Project
A construction project whose primary objective is to construct a new

bridge or to replace, rehabilitate, or remove an existing bridge, or to
repair the deck of an existing bridge. Some incidental highway work
may be included on the approaches to the bridges, as a necessary
transition between the bridge and the untouched existing highway.
Bridge
Reconstruction
A vague term that should be avoided, but if that is impossible, it should

be interpreted as that type of rejuvenation of an existing bridge that
would include either replacement or rehabilitation.
Bridge
Replacement
That type of work where an existing bridge is removed and is fully

replaced at the same site, or at an adjacent location, by a substitute
bridge, as part of the same project.
Bridge Widening
A type of rehabilitation where the primary purpose is to provide

additional traffic lanes on a bridge. Under this policy, bridge widening
projects shall be subject to the same clear roadway width provisions as
a new bridge.
Bridge Removal
That type of work where an existing bridge, whether open to traffic, or

closed, or collapsed, is fully or substantially removed from the site,
without a substitute bridge being constructed as part of the same
project. A bridge removed and replaced by a culvert or fill should be
classified as bridge removal, as would the removal of a bridge and its
substitution by the restoration or introduction of a grade crossing.
2-2
April, 2006
Bridge Deck
Repair
That type of work that is intended to return the structural deck of an

existing bridge to a condition of suitable ride quality and/or safe wheel
load capacity. The deck may be composed of concrete, steel or other
material, and the type of construction may include monolithic decks as
well as separate wearing surfaces over a slab. The restorative work
may include overlay or separate wearing surfaces (with or without a
waterproof membrane) over the whole deck area of the bridge or over
substantial areas. For purposes of this policy, a complete bridge deck
replacement should be classified as a bridge rehabilitation. Under this
policy, bridge deck repair done in conjunction with other superstructure
or substructure restoration work also should be classified as a bridge
rehabilitation. A bridge deck repair project may include some incidental
structure repair work that is related to the deck repair work (e.g., header
or backwall repair).
Clear Roadway
Width of Bridge
The clear distance between inside faces of bridge railing, or the clear
distance between faces of curbs, whichever is less. The typical
Department 125-mm brush curb (introduced at the bridge only) shall not
be considered to reduce the rail-to-rail dimension.
Design Speed
A speed determined for design and correlation of the physical features

of a highway that influence vehicle operation. It is the maximum safe
speed that can be maintained over the bridge and its immediate
approaches, when conditions are so favorable that the design features
of the highway govern. It is that speed which is appropriate for the
particular circumstances, which may or may not be equal to the
statewide limit or to the posted speed limit at the bridge site. The design
speed is determined according to Chapter 2 of the Highway Design
Manual.
Federal-Aid
Project
A bridge or highway project that is to be funded, either entirely or

partially, with Federal-aid funds.
Highway Project
A construction project whose primary objective is to construct a new

highway, or to reconstruct, or to restore and preserve, an existing
highway. The project may include bridge work of any type that is
incidental to the primary objective.
Narrow Bridge
A bridge carrying two-way traffic, but less than 5.4 m in clear width
between railing or curbs, or a one-way ramp less than 3.6 m wide.
National Highway
System (NHS)
A network of major roads that were designated by the Federal Highway

Administration in consultation with the individual states and signed into
law in November 1995. 2
A list of designated NHS Highways is contained in the National Highway System Route Listing and
is maintained by the Highway Data Services Bureau of the Office of Technical Services.
April, 2006
2-3
New Bridge
A bridge constructed to serve a new or relocated highway that is not

intended to serve as a substitute for an existing bridge being removed
as part of the same project. It shall be considered a new bridge when a
bridge is constructed to ultimately become a substitute for an existing
bridge which will be removed in a subsequent project.
One Lane Bridge
A particular type of narrow bridge, carrying two-way traffic but less than
4.9 m in clear width between railing or curbs.
Pedestrian/Bicycle
Bridge
A structure provided specifically for the travel of bicyclists and

pedestrians, frequently as part of a shared use path facility.
Planned
Improvements
Improvements to the roadway width projected within a 20-year planning

horizon. They do not necessarily need to be programmed. These are,
however, documented plans the Department or local municipality hopes
to accomplish when funding becomes available and when it fits into the
Region's or local agency's capital program. Whether or not there are
planned improvements shall be addressed in the scoping
documentation used to establish the project design criteria. Refer to the
Project Development Manual for requirements on addressing planned
improvements in project scoping and development.
Roadway
That portion of a highway, including all through traffic lanes, auxiliary

lanes, and shoulders, suitable for vehicular use. Also referred to as
"surfacing" or "pavement."
Shoulder
That portion of the roadway, graded but not necessarily paved or

surfaced, for accommodation of stopped vehicles, for emergency use
and for lateral support of subcourses and surface courses. For
purposes of this policy, the shoulder shall refer to the usable shoulder
(see Appendix 2A for illustrations of shoulders). For applying this policy,
the existing approach shoulders should be measured no closer than
30 m from the ends of existing bridges. If the approach shoulder width
varies, a determination must be made of what the most typical shoulder
width is for that section of highway. Be aware that providing the typical
width may cause the project limits to be extended slightly to widen the
varying shoulder.
Sidewalks
Space provided on a structure exclusively for the use of pedestrian

travel, generally separated from the roadway by a raised curb. See
Surfaced Shoulder
A roadway shoulder that is paved, or stabilized and maintained with a

bituminous or other similar surface treatment.
Traveled Way
That portion of the roadway exclusive of shoulders, designed for the

movement of vehicles.
2-4
April, 2006
2.3
Clear Roadway Width Standards for Bridges
2.3.1
General
Unless specifically noted in the provisions, the geometric design standards provided in this
section shall apply to all projects, whether or not the project is a Federal-Aid Project. For
purposes of this policy the "AASHTO Policy" shall refer to the AASHTO A Policy for Geometric
Design of Highways and Streets, 2004.
Bridge Approach Widths: Bridge widths shall be established consistent with Table 2-1, Clear
Bridge Roadway Width Standards. For bridge replacements or rehabilitations that are not part of
a highway project, the bridge widths determined from this policy shall also be used for the
widths of any highway reconstruction work necessary on the bridge approaches. Approach
widths for bridges that are part of a highway project shall be determined according to Chapter 2
of the Highway Design Manual.
Policy Exceptions: Unless there is a clear safety issue involved, bridge widths greater than the
minimums described below should not be used, except where extenuating circumstances exist.
The final decision for such policy exceptions will be made by the Regional Director responsible
for design approval and documented accordingly. Bridges with adjacent prestressed box beams
may have a greater width because of economic considerations as discussed in Section 9.2.1.
The use of bridge widths for a particular project that do not meet the minimum requirements of
this policy shall be documented as a nonstandard feature; approval must be requested from the
Regional Director and/or FHWA and/or the Deputy Chief Engineer where required. Refer to the
Highway Design Manual for requirements for justification of nonstandard features.
2.3.2
Railroad Bridges
Each individual railroad will be responsible for providing a trackage section showing horizontal
offsets and clearance diagrams for the bridge. The distance between the centers of multiple
tracks shall also be set by the railroad. The Rail Agreements Section in the Design Quality
Assurance Bureau should be contacted to assist in obtaining these design parameters. Also,
see Section 2.5.3 for more details.
January, 2008
2-5
Facility Carried
by the Bridge
Type of Bridge
Work
Interstate
All
Full approach roadway width, but not less than the AASHTOs Interstate Standards, 2005,
unless approved by FHWA. See Approval Matrix in the Project Development Manual.
Non Interstate
Freeways
All
Generally match the approach roadway width, but no less than Chapter 8 of AASHTOs A
Policy on Geometric Design of Highways and Streets, 2004.
New
Full approach roadway width. If on the

NHS, HDM Chapter 2 roadway widths shall
be met.
Replace
Wider of full approach width or approach

plus 1.2 m clearance on each side.
Rehab
If NHS, wider of full approach width or

approach plus 1.2 m clearance on each
side.
New
Full approach roadway width.
Replace
Match approach traveled way with

shoulders not exceeding Table N of
Appendix 2A nor less than 1.2 m on each
side.
Rehab
Match approach traveled way with

shoulders not less than 0.6 m on each
side. Where cost-effective, match
approach roadway section.
Rural Arterial
Minor Arterial
(Non-NHS)
New
Urban Arterial
Replace
Rehab
New
Replace
Rural Local and

Collector Road
and Street
Rehab
New
Replace
Urban Local and
Collector Road
and Street
Rehab
Pedestrian
No Planned Improvement
Planned Improvement
Full width of planned roadway. If on the

be met with the exception of long bridges. A
minimum 1.2 m shoulder applies to long
bridges (over 60 m in length).
Full width of planned roadway. Nonstandard

if does not comply with HDM Chapter 2
roadway widths with the exception of long
bridges. A minimum 1.2 m shoulder applies
to long bridges (over 60 m in length).
Full approach roadway width. If on the

be met.
Full width of planned roadway. If on the

be met.
Full approach roadway width, but never

less than Table R of Appendix 2A or
greater than Table N of Appendix 2A.
Full approach roadway width, but never less

than Table R of Appendix 2A or greater than
Table N of Appendix 2A.
Desirable is to match full approach

roadway width, but never less than Table X
of Appendix 2A or greater than Table N of
Appendix 2A. Regional Director may
approve existing width.
Desirable is to match full approach roadway

width, but never less than Table X of
Appendix 2A or greater than Table N of
Appendix 2A.
Full approach roadway width, but never

less than Table R of Appendix 2A or
greater than Table N of Appendix 2A.
Full approach roadway width, but never less

than Table R of Appendix 2A or greater than
Table N of Appendix 2A.
Desirable is to match full approach

roadway width, but never less than Table X
of Appendix 2A or greater than Table N of
Appendix 2A. Regional Director may
approve existing width.
Desirable is to match full approach roadway

width, but never less than Table X of
Appendix 2A or greater than Table N of
Appendix 2A.
Minimum clear width should be 2.4 m. Recommended clear width of 3.7 m for structures
with multiple usage such as bicycle and pedestrian traffic.
Notes:
1. Clear bridge roadway width measured between curb faces or when uncurbed, the bridge rails.
2. Approach roadway includes travel lanes and surfaced shoulders. Parking lanes on the approaches are not included in the
approach roadway width. However, they may be considered on bridges less than 15 m in length.
3. Approach sidewalks should be carried across the bridge if they are proposed on both sides of the bridge. The minimum
width of sidewalk is 1.7 m measured from the face of curb to the inside of the bridge rail.
4. When determining the appropriate width for a bridge on a local road or collector that has a different approach cross section
at each end of the bridge, consider neither the larger or smaller section as the control. Rather, determine the bridge width
using both sections and select the one that provides the most economy, consistency, and safety.
5. See Appendix 2B for the One-Lane bridge replacement policy.
6. The accident experience and other operational conditions must be analyzed before determining that there are no planned
improvements or that the existing width can be retained.
TABLE 2-1
Clear Bridge Roadway Width Standards
2-6
April, 2006
2.3.3
Miscellaneous Bridge Width Considerations
Curbs: For curbed highways and streets, the full curb-to-curb width and the curbing should
generally be carried across the bridge. The full shoulder dimension or curb offset dimension will
be measured to the face of curb. If a concrete barrier is used, a separate stone curb is not used
on the bridge and the offset dimension is taken to the inside edge of the barrier.
On structures that introduce a curb where one is not present on the highway approach, a minor
curb encroachment is allowed into the shoulder for structures with steel railing systems. Railing
systems will be allowed a 125 mm encroachment, with the full shoulder dimension being
measured to the face of railing.
On structures with sidewalks, the minimum sidewalk width does not include the width of the
curb. The minimum dimension from face of rail or barrier to face of curb is 1.7 m. This
dimension is arrived at by taking the minimum 1.525 m sidewalk width and adding 0.175 m for
the width of the curb on the highway approach. The face of curb on the bridge and the highway
approach should line up.
It is no longer recommended that encroachments be allowed on concrete barriers in
determining the curb to curb width of the bridge.
Stage Construction: In order to maintain minimum traffic lane widths during construction, it is
sometimes necessary to build a wider structure than required for the permanent condition.
Depending upon the magnitude of the widening, wider permanent shoulder or sidewalk widths
may result. The railing/barrier line should normally be placed at the fascia with a transition to the
highway section taking place on the approach.
For projects that must accommodate truck traffic during staging, the minimum recommended
temporary travel lane width is 3.3 m. Where low volumes of passenger vehicles traveling at low
speeds are anticipated, temporary travel lanes as narrow as 2.75 m may be considered. The
use of temporary structures for the maintenance of pedestrian traffic should be considered prior
to making a new structure much wider than necessary.
Twin Structures: Many major highways have medians that vary in width from some minimal
dimension to distances in excess of 30 m. When building new, widening existing, or
rehabilitating existing structures, the joining of the structures between these opposing
alignments should be considered. Two factors are used as evaluation criteria:
1. If the distance between the median edges of the two opposing travel lanes is less than
7.3 m, the median should be closed. However, once the total bridge width exceeds
30 m, the use of a longitudinal open joint at the center line of the median is
recommended.
2. If the maintenance and protection of traffic scheme is best addressed by the closure of a
median larger than the previous identified 7.3 m dimension, then the median should be
closed and the use of a longitudinal joint considered.
April, 2006
2-7
Curved Alignments: There are four possible configurations to consider when a curved highway
alignment is to be carried on a bridge (See Figure 2.1). The relationship of the beam, fascia line
and railing or parapet would fall into one of the following cases:
Case I
Straight beams
Straight fascia line
Straight railing/fascia line
Case II
Straight beams
Straight fascia line
Curved railing/parapet line
Case III
Straight beams - variable overhang

Curved fascia line
Curved railing/parapet line
Case IV
Curved beams
Curved concentric fascia line
Curved concentric railing/parapet line
Steel girders will usually follow Case III or Case IV depending on the radius of curvature.
Prestressed concrete slab and box unit structures will normally be built in accordance with
Case I or II. Case I will allow the anchorage for the railing/barrier to be located at a fixed
location. Case II will require varying the anchorage location.
Prestressed concrete I-beams or Bulb-tee units would be fabricated straight and could follow
Case I, II, or III, with Case III the preferred option. When Case III is selected, consideration must
be given to the width of the top flange and the width of the concrete deck slab overhang.
For bridges with sidewalks, the curb should follow the curved alignment and the railing/barrier
should follow the fascia line. Provisions must be made on the approach to properly transition
the railing/barrier line on the structure to the typical highway railing system.
In circumstances where a sharply curved roadway is carried by a straight bridge the
railing/barrier should follow the curve of the roadway to avoid confusion to the motorist.
When using a straight fascia and a curved railing/barrier, consideration should be given to the
deck area that would be exposed behind the back of the railing/barrier. If this area gets too large
it can become a safety concern.
2-8
April, 2006
Figure 2.1
Curved Alignment Layout
April, 2006
2-9
Miscellaneous: A reduction in shoulder widths may be considered for long viaduct type
structures. For these structures consideration may be given to reducing the 3 m or 2.4 m right
shoulder to a minimum of 1.8 m. The possibility of vehicle breakdowns should be
accommodated with minimum shoulder widths of 1.2 m left and 1.8 m right.
In urban areas, parking lanes are not normally carried across bridges and shall only be
considered for bridges less than 15 m.
In urban areas, sidewalk widths greater than the minimum may be carried across the structure.
2.4
Vertical Clearances
2.4.1
Over Highways for Highway, Pedestrian, and Overhead Sign Structures
Minimum vertical clearance requirements over highways help accommodate the movement of
large vehicles for maintenance operations, utility work, and the transport of people, products,
construction equipment, military equipment for national defense, etc. To facilitate the movement
of large vehicles, the Federal government established a 4.9 m vertical clearance network that
consists of the National Highway System (NHS), with a few exceptions. The NHS includes:
C
C
All routes on the Interstate System.

The Strategic Highway Corridor Network (STRAHNET) and its highway connectors to major
military installations. The STRAHNET includes highways important to the United States
strategic defense policy and which provide defense access, continuity, and emergency
capabilities for the movement of personnel, materials, and equipment in both peace time
and war time.
Other major routes, as established by the 1995 NHS Act.
The following portions of the NHS are exempted from the 4.9 m vertical clearance route:
C
C
C
Parkways.
Portions of the New York State Thruway, I-90, and I-190 (See Appendix 2C.)
All NHS routes within an urban area which has a federally approved 4.9 m vertical clearance
routing (The approved 4.9 m vertical clearance routes were distributed by G. Cohens
12/11/97 memo to the Regional Program and Project Managers.) Note that portions of the
STRAHNET within the urban area must still have a 4.9 m vertical clearance.
The Regional Planning and Program Management Group should be contacted to determine if
the route is part of the 4.9 m vertical clearance network.
Vertical clearances shall be established consistent with Table 2-2 Vertical Clearance Over
Highways (Travel Lane and Paved Shoulder). If the minimum vertical clearance cannot be met,
a nonstandard feature justification, prepared in accordance with the Highway Design Manual,
Chapter 2, Section 2.8, is required. Appendix 2C of the Bridge Manual describes the substitute
4.9 m network for which no exception to the 4.9 m vertical clearance can be entertained.
Appendix 2D contains the special procedures for nonstandard vertical clearances over the
Interstate System.
2-10
January, 2008
Highway
System
Crossed
Type of Work
on Bridge
Over Highway
New,
Replacement &
Rehabilitation
w/structural deck
replacement
Interstate
NHS
Rehabilitations
w/o structural
deck replacement
New,
Replacement &
Rehabilitation
w/structural deck
replacement
NHS
Functional Classification /
3
Designation of Highway
Crossed
Rural Freeway, Urban Freeway
where there is no designated
route, or part of the 4.9 m
designated route for urban area.
Non-NHS
Rehabilitation w/
vertical clearance
posting
Desirable
5.05 m
4.45 m or
existing,
whichever is
greater
4.45 m or
existing,
whichever is
greater
4.45 m
Urban Freeway Principal Arterial

not part of the 4.9 m designated
route for that urban area.
N/A
All
N/A
NHS Routes where there is no

designated route, or part of the
4.9 m designated route for urban
area.
N/A
4.9 m
5.05 m
Where there is a designated

route, Urban NHS Routes not
part of the 4.9 m designated
route for that urban area.
N/A
4.3 m
4.45 m
N/A
4.3 m
4.45 m
N/A
3.8 m
3.95 m
All (except Region 10 Parkways

north of Route 27)
N/A
4.3 m
4.45 m
Parkways in Region 10 north of

Route 27
N/A
3.8 m
3.95 m
All
N/A
4.3 m
4.45 m
All
N/A
As approved
by Regional
Director
N/A
Parkways in Region 10 north of

Route 27
New,
Replacement &
Rehabilitations
w/o vertical
clearance posting
Nonexempt
Minimum
4.9 m
4.3 m or
existing,
whichever is
greater
4.3 m or
existing,
whichever is
greater
4.3 m
Parkways (except Region 10

Parkways North of Route 27)
Rehabilitations
w/o structural
deck replacement
Vertical Clearance
4.9 m
Exemption
Exempt
Notes:
1. The minimum vertical clearance for all pedestrian bridges is 300 mm over the minimum vertical clearance determined using
this table. An additional 150 mm is desirable for future resurfacing.
2. The minimum vertical clearance for overhead sign structures is 300 mm over the minimum vertical clearance determined
using this table. An additional 150 mm is desirable for future resurfacing. Note that bridge mounted signs shall have a
minimum vertical clearance equal to the bridge.
3. The federally approved 4.9 m vertical clearance routes through urban areas were distributed by G. Cohens 12/11/97 memo
to the Regional Program and Project Managers.
4. Refer to Appendix 2C for bridges over the Thruway, I-90, I-190, I-290 and I-81 that are exempt from the 4.9 m vertical
clearance network. A minimum vertical clearance of 4.3 m shall be used for these bridges. Additionally, a nonstandard
feature justification for using less than 4.9 m vertical clearance shall be prepared. The justification is to be based on the
exempt list and approved in accordance with the TEA-21 matrix to satisfy FHWA administrative requirements. Note that per
FHWA, a vertical clearance of less than 4.3 m cannot be justified.
TABLE 2-2
Vertical Clearance Over Highways (Travel Lane and Paved Shoulders) 1,2
January, 2008
2-11
2.4.2
Railroad Grade Separations
The standard minimum vertical clearance above operating mainline railroad tracks shall be
6.71 m. On occasion, a higher clearance may be justified for certain corridors where existing
clearances are higher. See Chapter 23, Section 23.10.1 of the Highway Design Manual for
additional discussion. For track other than mainline and where clearance is restricted by other
bridges, a minimum less than 6.71 m may be allowed. Additional information is contained in the
NYSDOTs Branchline Vertical Clearance Policy issued June 10, 1993. The Office of
Structures will provide guidance, with the cooperation of the Office of Design.
Vertical clearances over superelevated railroad tracks may need to be increased because of the
effect of the superelevation. Because of superelevation, the clearance diagram is rotated so that
its base is on a plane passing through both rails. The necessary increase in vertical clearance is
small but needs to be accounted for. The typical railroad clearance diagram is shown in
Figure 2.5. Specific requirements of a railroad shall be determined prior to final design.
2.4.3
Waterways
A thorough hydraulic design is required for all new and replacement stream bridges, to assure
that an adequate hydraulic opening is provided for a 50 year design flood and for the passage
of ice and debris.
Any stream structure that provides a minimum freeboard of 600 mm for the 50-year flood shall
be considered as satisfying normal hydraulic clearance requirements. However, where that
600-mm minimum freeboard is difficult or costly to provide, an analysis and evaluation should
be accomplished to determine whether a minimum allowable freeboard of less than 600 mm
may be appropriate. Items to be investigated should include: history of debris, changes in water
surface elevations, consequence of debris clogging, potential damage, and the degree of
difficulty or the amount of extra cost necessary to provide the full 600-mm freeboard. In an
extreme case, negative freeboard could be accepted for a replacement of an existing bridge
that is already inundated by the 50-year design flood, but in no case shall the proposed
negative freeboard exceed the existing negative freeboard.
It is important to understand that there is no absolute minimum freeboard requirement or
standard which must be met to satisfy a specification or regulation. Whatever minimum
allowable freeboard is finally chosen, in accordance with accepted practice and application of
these guidelines, should be considered as meeting all State requirements and standards.
2.4.4
Navigable Waterways
The only waterway in New York State that has prescribed requirements for vertical clearances
is the New York State Barge Canal System. The minimum requirements are as follows:
2-12
January, 2008
Champlain Canal, Cayuga-Seneca Canal, and Erie Canal (west of Three Rivers)
have a minimum vertical clearance of 4.72 m above maximum navigable pool
elevation. The channel depth shall be no less than 3.7 m from normal pool elevation.
Oswego Canal and Erie Canal (from Waterford west to Three Rivers) have a
minimum vertical clearance of 6.1 m above maximum navigable pool elevation. The
channel depth shall be no less than 4.3 m from normal pool elevation.
NOTE: Variances for reductions will not be granted for channel depth or vertical
clearance standards.
Bridges undergoing replacement or major rehabilitation that do not currently provide these
minimum requirements shall be designed to comply with the prescribed vertical clearances. In
some instances, the existing bridge exceeds the minimum clearances. This does not always
mean that a replacement or rehabilitation project may reduce the existing vertical clearance.
Coordination with the N.Y.S. Canal Corporation in early project development is required to
determine the acceptable vertical clearance.
Other navigable waterways such as the Hudson River (south of Albany), St. Lawrence
River/Seaway, etc., may fall under the jurisdiction of other local, state and federal agencies,
commissions, and /or authorities. These agencies may have their own requirements for vertical
clearance to be provided or may desire to increase or decrease the existing vertical clearance.
In instances that involve a state owned bridge, coordination between all the interested parties is
necessary to achieve the most appropriate vertical clearance.
Vertical clearance for other navigable waterways may be determined in many ways; i.e.
existing, upstream and downstream clearances, type and size of vessels utilizing the waterway,
etc. This information is also valuable in considering the need to provide pier protection (refer to
Section 2.5 - Horizontal Clearances: Under-Bridge Features). Ordinary High-Water elevation for
nontidal or Mean High Water for tidal areas will be used when determining minimum vertical
clearance. Water depth will be determined from Normal Pool Elevation in nontidal waters or
Mean Sea Level in tidal areas.
2.4.5
Miscellaneous Vertical Clearance Criteria
Thru-Truss - The end portals of all newly designed highway trusses shall allow for 4.9 m of
vertical clearance plus an additional 150 mm to accommodate oversize vehicles and future
overlays.
Flood Control Project - Where a bridge project crosses an established or proposed flood
control project, the responsible agency (e.g., U.S. Army Corps of Engineers) will establish the
desired vertical clearance over the Floodway Project Design Elevation. The Hydraulics Unit of
the Office of Structures will provide assistance in obtaining the criteria.
Trails/Bikeways/Bridle Paths - Structures crossing over existing or proposed recreational trails
shall provide a minimum of 2.5 m vertical clearance with 3.0 m preferred. The minimum vertical
clearance over a bridle path is 3.0 m with 3.65 m preferred.
April, 2006
2-13
Canal Trails - Along all sections of the canal system, access corridors are being established.
This system of trails on the banks parallel to the canal should also provide, when possible,
3.0 m of vertical clearance. At locations with a trail on each side, a vertical clearance of at least
4.0 m should be provided, if possible, on at least one side. This will allow access for
maintenance equipment such as small cranes and dump trucks. Early coordination with the
Canal Corporation is recommended.
Extended Berm (Bench) - In places where an abutment has a larger than standard berm in
front of the bridge seat a minimum clearance of 1.0 m is desired between the bottom of the low
beam elevation and the top of the bench. This provides access for inspection of the underside
of the superstructure.
Parkways - Table 2-1 shall be followed for vertical clearance requirements. However, many
structures crossing parkways are required to be of certain configuration, i.e., arches, frames,
etc. These configurations can significantly affect horizontal and vertical clearances. If there are
considerable constraints on profile adjustments and if the required minimum vertical clearance
is 4.3 m, it shall be provided over at least one lane. The remaining lanes may provide a lower
minimum of 3.8 m.
Up to an additional 150 mm should be added to the vertical clearance for future resurfacing.
Where the under roadway has previously been overlaid, some relief in the amount of vertical
profile adjustment can be obtained by considering a reduction in the future overlay allowance.
Existing pavement elevations near the bridge should be compared to the record plans and an
existing thickness of overlay should be determined. This value should be compared to the
normal 150 mm overlay allowance, and appropriate reduction in the future allowance be
considered. Pavement overlay projects will require milling or removal of the existing overlay
once the thickness approaches 150 mm.
If the existing vertical clearance is nonstandard, the need for improvement in the vertical
clearances should be investigated during major rehabilitation (as defined in Section 19.1) or
replacement projects involving the existing highways and structures.
2.5
Horizontal Clearances: Under-Bridge Features
2.5.1
Highway
Whenever possible, a substructure unit should be located to minimize the potential of vehicle
impact as well as to lessen the effects of a hostile environment such as salt laden road spray
and snow. The desired roadside horizontal clearances to fixed objects and recommended
roadside clear areas shall be provided in accordance with the current AASHTO Roadside
Design Guide and Chapter 10 of the Highway Design Manual. Piers located in narrow medians
should be made parallel to the roadway whenever possible to allow for the possible future
widening of the under roadway. In wider medians, a graded earth berm treatment should be
used in the pier area. (See Figure 2.2 for details.)
2-14
January, 2008
Figure 2.2
Schematic of a Median Berm
April, 2006
2-15
In urban areas, a minimum setback of 3.0 m from the face of curb to the face of any
substructure unit should be provided. This corridor allows for sidewalk and utility placement
independent of the roadway. Design speeds and class of highway may require greater setback
distances. Refer to the Highway Design Manual for the recommended clear zone.
Horizontal stopping sight distance is also a critical design element. See Chapter 2 and
Chapter 5 of the Highway Design Manual for more information.
2.5.2
Navigable Waterways
Waterways in New York State vary in type from intermittent streams to large lakes and rivers
which can support navigation involved in interstate or foreign commerce. Actual navigation on
these waterways may be nonexistent, strictly recreational (rafts/canoes) or mixed recreational
and commercial. Jurisdiction for approval of work in these waterways may rest with the New
York State Department of Environmental Conservation, the U. S. Coast Guard, U. S. Army
Corps of Engineers, New York State Department of State, Adirondack Park Agency, Office of
Parks and Recreation and Historic Preservation, United States Fish and Wildlife Service,
National Marine Fisheries, National Park Service, or New York City Department of
Environmental Protection.
In the early phases of project development, all projects involving a waterway should be
evaluated by the NYS Department of Transportations Regional Environmental Coordinator.
Procedures to be followed for locally administered projects can be found in Chapter 8 of the
Procedures for Locally Administered Federal Aid Projects Manual (LAFAP). Table BTA-1,
Appendix 8-2 of the LAFAP manual indicates the need to include a Coast Guard Jurisdiction
Checklist. A copy of the Coast Guard Jurisdiction Checklist can be found in Appendix 2E of this
manual.
Bridge projects that require fill and/or excavation in or adjacent to surface waters, including
wetlands and special aquatic sites, or that impact state and federal rare, threatened or
endangered species require early coordination with the Regional Environmental Contact.
Regulatory permit conditions may influence the type of work performed. For example, replacing
an existing single span with a precast reinforced concrete box requires prior approval from the
Department of Environmental Conservation and the Corps of Engineers. For further information
on permitting issues relating directly to the disturbances of surface waters and associated
riparian areas, please refer to Chapter 4 of the Environmental Procedures Manual and
Waterways that support commercial navigational traffic typically require a formal Coast Guard
Permit. The Coast Guard Compliance Unit of the Office of Structures will help determine the
need, and normally prepare the paperwork, for a Coast Guard permit for state administered
projects. For locally administered projects, it shall be the responsibility of the project sponsor or
his designee to assemble the necessary permit documents and submit them to the appropriate
Coast Guard District for their action. Access to the Coast Guard Bridge permit Application Guide
is provided on the Internet through the Bridge Administration Web Page
(http://www.uscg.mil/hq/g-o/g-opt/g-opt.htm)
2-16
April, 2006
Rivers that are designated for inclusion in the State or Federal Wild, Scenic and Recreational
Rivers systems may have restrictions on the placement of piers within the banks of the river.
Contact should be made with the appropriate Regional Environmental Coordinator prior to
establishing span lengths.
The location of piers and pier protection systems for structures in the New York City/Long Island
Region, the Lower Hudson River area, the Great Lakes Region, and the St. Lawrence
River/Seaway should be handled on a case by case basis. Coordination with the appropriate
Coast Guard District is required.
Early attention should be paid in determining the various types of permits needed and required
supporting documentation. If identified too late, the permit process can become the critical path
for a project.
The only waterway in New York State that has prescribed requirements for horizontal
clearances is the New York State Barge Canal System. The following guidelines should be
considered binding in designing new or replacement bridges over the canal system. Minor
variances to the stated criteria may be granted on a case by case basis. Final decisions on
variance requests will rest with the N.Y.S. Canal Corporation and N.Y.S. Dept. of
Transportation.
1. Horizontal Clearance: Consideration should be given to hydraulic/hydrologic factors,
canal curvature and local navigation conditions. Adverse site conditions which may merit
an increase in horizontal clearance standards should be identified early in project
development and all subsequent design reports. Adequate documentation must be
provided (accident records, groundings, etc.) for considerations that will increase project
cost due to required increases in the minimum stated criteria.
2. Access Trails: The lands adjacent to the Barge Canal System are being developed for
recreational use by the public. Where appropriate, the placement of a new substructure
shall accommodate an access trail beneath the structure. The elevation of this trail
should be kept above ordinary high water whenever possible. Adequate vertical
clearances shall also be provided (See Miscellaneous Vertical Clearance Criteria, Canal
Trails). Minimum trail widths can be found in AASHTOs Guide for the Development of
Bicycle Facilities.
3. Defined Channel: The edge of channel is defined as the outside edge of the theoretical
bottom angle. Therefore, in a typical earth section of 22.9 m, the channel is 22.9 m wide.
Figures 2.3 and 2.4 show typical channel sections and minimum requirements for the
location of a pier and pier protection system. All substructures, including cofferdams and
fender systems, shall be placed a minimum of 1.5 m outside of channel limits.
Encroachment upon earth or rock section channel limits will not be allowed. Please note
that typical sections are subject to transition areas which will vary from the stated
widths.
April, 2006
2-17
4. Pier Protection: Where barge traffic exists, all new or replacement substructures located
in water depths exceeding 600 mm shall have an impact attenuator system around the
pier(s). A typical system shall consist of a permanent steel sheeting cofferdam with a
tremie seal and filled with screened gravel (a heavy-duty galvanized gabion cover in
river sections is required). The minimum gravel fill requirement is 1.5 m from face of pier
to inside edge of sheeting. Steel sheeting will extend to 900 mm above maximum
navigable pool elevation. A rubber dock-fender system will be installed on the channel
sides of sheeting and wrap around the face of the pier so that it extends at least one
meter beyond the point at which the sheeting is parallel with the pier. The centerline of
the rubber dock fender shall be located 450 mm above normal pool elevation. Should
normal pool elevation and maximum navigable elevation differ by more than 600 mm, a
second fender shall be placed at an elevation of 450 mm above maximum navigation
elevation. In all cases the minimum horizontal clearance from centerline of pier to edge
of channel shall be 4.9 m.
5. Where the potential for barge traffic exists, and construction of a pier does not require
the use of a sheet piling cofferdam (i.e., areas that can be dewatered), any proposed
bridge project shall consider using the same guidelines as above. This approach would
allow the option of constructing an impact attenuator system at a future date and not
encroach on channel limits. The minimum horizontal clearance of 4.9 m from centerline
of pier to the edge of channel should be used.
6. Column pier configurations are not typically recommended for use on canal bridge
projects. If column piers are chosen their use shall be limited to areas outside of the
designated channel and shall be placed on a solid pier plinth that extends no less than
one meter above maximum navigable pool elevation. In instances where an impact
attenuator system is not required at this time, a rubber dock fender system is necessary
to protect both vessel and structure from damage. Therefore, all substructures located in
water depths exceeding 600 mm of depth (from normal pool) will have a rubber dock
fender system installed. Installation requirements are the same here as they are for the
impact attenuator system.
7. Rehabilitation Projects: Rubber dock fenders and/or an impact attenuator system for
substructures located in the navigable portion of the canal should be considered on an
individual basis and practicality of such an installation. It is also important to note that
any rehabilitation work which will change the width of the superstructure, skew angle or
alter existing horizontal and/or vertical clearances over the canal will require a U. S.
Coast Guard bridge permit before construction may commence. When this occurs,
navigation lights not previously required may become mandatory. Questions should be
directed to the Office of Structures, Coast Guard Compliance Unit.
8. Permits: All bridges (permanent or temporary) constructed over the canal require a
Section 9 bridge permit before construction may commence. The Office of Structures,
Coast Guard Compliance Unit or the bridge owner or his designee is responsible for
obtaining the bridge permit and coordinating with the U.S. Coast Guard.
2-18
April, 2006
2.5.2.1
Navigation Lights
The U.S. Coast Guard is the sole authority in determining the requirements for navigation lights.
The Office of Structures, bridge owner, or the bridge owners designee is responsible for
securing Coast Guard approval. Once approval of the lighting system is obtained, modifications
cannot be made without additional Coast Guard review.
For fixed bridges required to have navigation lighting, each fascia of the superstructure shall
indicate channel limits of passage through the structure for nighttime traffic. The edge of
channel will be marked by a red channel margin light which shall show through a horizontal arc
of 180 degrees. The center of channel will be marked by a green navigation light showing
through a horizontal arc of 360 degrees. The focal plane (center of lens) of all navigational lights
shall never be less than 150 mm below Low Steel. Navigation lights are not considered an
encroachment on vertical clearances and should be placed over actual channel limits whenever
possible.
Due to the variety of structure types and navigable conditions, some bridge locations may be
exempted from displaying navigation lighting. The Office of Structures or the bridge owner or his
designee will coordinate with the U. S. Coast Guard for proper lighting requirements.
2.5.2.2
Additional Navigation Aids
The U.S. Coast Guard is the sole authority in determining the requirements for numerous other
aids to navigation. Ordinarily, they do not mandate such items but the possibility does exist. The
Office of Structures, bridge owner, or the bridge owners designee is responsible for
coordination with the Coast Guard. Possible items that may be required to be installed to aid
navigation are retroreflective panels, pier lights, daymarks, radar reflectors, racons, painting of
the bridge piers, and vertical clearance indicators.
April, 2006
2-19
Figure 2.3 Typical Canal Channel Sections
2-20
April, 2006
Figure 2.4
Canal Pier Details
April, 2006
2-21
2.5.3
Railroads
For projects crossing railroads, it is desirable to carry the railroad's existing section or planned
standard section under the bridge without alteration. However, FHWA has specified
participation limits which determine the length of bridge they will fund. The Department concurs
with these limits which are shown in Table 2-3. The distance from the centerline of the outside
track to the 1 on 2 embankment shall be measured along a horizontal line at the top of rails at
right angles to the track. In the case of superelevated tracks, the horizontal line is at the top of
the high rail. This distance shall not exceed that shown in Table 2-3. For single track layouts, an
off track maintenance roadway is provided on one side only. The railroad will specify the side. In
multiple track situations, off track maintenance roadways may be required on both sides. The
railroad shall specify a need for two roadways and identify their locations.
In the event that the railroad has, or plans to have, a wider cross section, Table 2-3 will govern
at the bridge, and the railroad drainage ditch shall be piped through the embankment (See
Figure 2.6). Greater dimensions may be justified on the basis of effective span arrangements
and extraordinary drainage conditions, such as defined streams. In the event the railroad's
actual existing or proposed section is less than that given in Table 2-3, the railroad's actual
section shall be used.
For railroad sections that are in an earth cut, see Figure 2.7. When the railroad is in a rock cut,
the distance to the toe of the highway embankment will be determined by the actual section and
the characteristics of the rock (see Figure 2.8).
2-22
January, 2008
Figure 2.5
Railroad Clearance Diagram
*Check individual RR for acceptance of the clipped corners
April, 2006
2-23
Notes:
1.
2.
3.
4.
5.
6.
This detail applies for multiple track installations on a tangent.

This detail also applies to new track installation constructed simultaneously with new
structure construction.
W.P.1 is a working point used to establish the shoulder break length as shown in
Figure 3.1.
The 6.1 m-offset to the face of pier accommodates an off track maintenance
roadway. If multiple tracks exist, this offset may be required for both sides as well as
between various sets of tracks.
Whenever possible, the pier and the highway embankment should be located to
avoid established drainage ditches. When unavoidable, drainage pipes may be used
to carry surface drainage through the embankment, The bottom of footing for a pier
should be placed below the bottom of ditch elevation.
Any pier located within 7.62 m of the centerline of a set of tracks shall be protected
by crash walls designed in accordance with current American Railway Engineering
and Maintenance of Way Association (AREMA) specifications, or the requirements
of the affected railroad.
Figure 2.6
Track on Embankment
(Section Perpendicular to Centerline of Track)
2-24
January, 2008
Notes:
1.
2.
3.
4.
5.
This detail also applies to multiple track installations on a tangent.

W.P.2 is a working point used to establish the shoulder break length as shown in
Figure 3.1.
The 6.1-m offset accommodates an off track maintenance roadway. If multiple
tracks exist this offset may be required for both sides as well as between various
sets of tracks.
Any pier located within 7.62 m of the centerline of a track shall be protected by crash
walls designed in accordance with current American Railway Engineering and
Maintenance of Way Association (AREMA) specifications or the requirement of the
affected railroad.
When possible, piers should be kept out of ditch areas. The bottom of footing
elevation for a pier should be placed below the bottom of ditch elevation.
Figure 2.7
Track in Cut
April, 2006
2-25
Notes:
1.
2.
3.
4.
5.
This detail also applies to multiple track installations on a tangent.

The 6.1 m offset accommodates an off track maintenance roadway. If multiple
tracks exist, this offset may be required for both sides as well as between various
sets of tracks.
Ditching through the structure area shall meet and match adjoining existing
drainage ditches for both alignment and profile.
Any pier located within 7.62 m of the centerline of a track shall be protected by
crash walls designed in accordance with current American Railway Engineering
and Maintenance of Way Association (AREMA) specifications or the requirement
of the affected railroad.
When possible, piers should be kept out of ditch areas. The bottom of footing
elevation for a pier should be placed below the bottom of ditch elevation.
Figure 2.8
Typical Railroad Rock Cut Section
2-26
April, 2006
Lateral Distance from Centerline of Outside Track

to 1 on 2 Embankment*
Railroad Section
With Off-Track
Maintenance Roadway
Without Off-Track
Maintenance Roadway
Fill
8.55 m
6.10 m
Cut
9.15 m
6.70 m
CutHeavy Snow Area**
10.05 m
7.60 m
* When the outer track is on a horizontal curve, increase these dimensions 25 mm for every degree
of curvature to a maximum of 450 mm.
** Heavy Snow Area - All portions of state except NYC area and Long Island.
TABLE 2-3
Piers located within 7.62 m of the centerline of a track shall be of heavy construction or be
protected by a concrete crash wall in accordance with current American Railway Engineering
and Maintenance of Way Association (AREMA) specifications.
Railroad BridgesA typical single track, thru-girder bridge is shown in Figure 2.9. Presently, all
railroads still require English units for all dimensions that are of interest to the railroad. This
requires the use of double dimensions. The dimensions shown in Figure 2.9 are only for
reference. Prior to final design, the railroad involved must provide an approved section. A
general clearance diagram for railroad bridges is shown in Figure 2.5.
2.5.4
Miscellaneous Corridors
At times, besides being required to cross a major feature such as a roadway or river, the new
bridge must accommodate secondary corridors. These corridors can range from a defined
paved bikeway/walkway to a level area of natural ground which would allow passage under the
bridge of such things as cattle and wildlife. This requirement should be identified in the design
report as well as on the Bridge Data Sheet - Part 1.
A minimum corridor width and a desired headroom should be indicated if it becomes a control
feature. Unpaved access roadways for fire, emergency or maintenance equipment also fall into
this category.
January, 2008
2-27
Figure 2.9
Typical Thru-Girder Railroad Bridge
2.6
Live Loading Requirements
2.6.1
New and Replacement Bridges
When performing designs using the NYSDOT LRFD Bridge Design Specifications, new and
replacement bridges shall be designed to carry not less than the AASHTO HL-93 live load and
the NYSDOT Design Permit Vehicle.
When performing designs using the NYSDOT Standard Specifications (Blue Book), new and
replacement highway bridges shall be designed to carry not less than the AASHTO MS23
(HS 25) live load.
2-28
January, 2008
2.6.2
Bridge Rehabilitation
Existing highway bridges should be rehabilitated to carry the AASHTO MS18 (HS 20) live load,
unless economically unjustified.
Bridges whose superstructures are completely replaced while retaining all or part of the
substructure will also be designed to carry the MS23 live load. Existing substructures to remain
shall not be upgraded solely to accommodate the MS23 live load.
Where the MS18 (HS 20) loading cannot be economically justified, bridges should be
rehabilitated to support an M18 (H 20) live load. In some cases, locally owned bridges or Stateowned bridges carrying local roads may be rehabilitated to a lesser loading provided that heavy
loads are anticipated to be rare. The minimum acceptable loading for a rehabilitated structure is
M13.5 (H 15). Rehabilitation of any structure to a live loading less than MS18 must be expressly
approved by the Regional Director.
2.6.3
Temporary Bridges
Temporary structures carrying vehicular traffic shall generally be designed for an MS18 live
load. While an MS18 design live load is sufficient for all current legal loads, it is recognized that
in a few situations, the design live load for temporary structures should be increased to the full
MS23 design live load now used for permanent structures. This should be considered for only
the following types of projects:
C
C
C
Interstate or equivalent highways with very high Average Daily Truck Traffic (ADTT).
Very high ADTT can generally be taken to be over 10,000.
Interstate or equivalent highways where it is anticipated that the temporary
structures will be in service longer than one year.
Other locations that may have unique situations in regard to very heavy industrial
truck traffic, anticipated very heavy permit vehicles or access to railroad yards and
port facilities.
It is also recognized that some locations may not require a MS18 design live load for temporary
structures. This would most often be the case for structures on parkways or in rural areas.
However, locations in rural areas should be treated with caution since many low volume roads
frequently carry heavy vehicles such as logging trucks, milk tankers and heavy farm machinery.
Structures on parkways that will be in use over a winter season should also be treated with
caution because snow removal equipment may approximate MS18 loading.
All uses of temporary structures with design live load less than MS18 need to receive approval
from the Regional Structures Engineer. In certain circumstances, temporary structures designed
for a live load less than MS18 will require posting. In no case will approval be granted for a
design live load less than M13.5. In no case shall a temporary bridge on an NHS designated
route be designed for less than MS18.
Place Standard Note #9 from Section 17.3 on the plans for all projects containing temporary
structures.
January, 2008
2-29
2.6.4
Pedestrian Bridges
All pedestrian bridges will be designed in accordance with AASHTO prescribed loadings.
Pedestrian bridges 1.83 m in width or greater that could have vehicle access should also be
designed to accommodate an occasional vehicular load of 45 kN (M 4.5) distributed over a two
axle arrangement; 9 kN front axle and 36 kN total for the rear axle. For pedestrian bridges with
widths greater than 3.0 m, a 90 kN (M 9) vehicle load should be used; 18 kN front axle and
72 kN total for the rear axles. The provisions of the AASHTO Guide Specification for the Design
of Pedestrian Bridges should be used.
2.6.5
Railroad Bridges
All structures carrying railroads will be designed for Cooper E-80 loading (U.S. Units), unless
noted otherwise.
2.7
Alignment, Profile and Superelevation
2.7.1
Horizontal Alignment
The alignment of a bridge can be controlled by a highway realignment project or be set by the
standards that are to be used for a bridge only replacement project. Three factors normally
dictate the chosen alignment: class of highway, design speed and traffic volume. The
requirements of each individual project should be reviewed prior to establishing the necessary
horizontal and vertical control standards. If possible, the highway designer should avoid placing
spiral alignments and compound curve alignments on structures. Conventional highway
treatments such as spiral alignments, reverse curves and superelevation banking transitions,
when used on a bridge, can complicate the design, increase cost and make construction
difficult.
Severely skewed alignments can cause uplift, seismic design and maintenance problems, and
may result in a structure that is considerably longer than the existing structure.
2.7.2
Profile
When selecting project standards, such as maximum grades and stopping sight distances, the
highway designer should avoid placing a sag curve at the bridge location. If this is not possible,
the bridge designer should avoid placing the beam itself on a sag and fabricating it with
negative camber. The placement of a level (0%) grade on the bridge should be avoided. If
possible, steel beams shall use haunches for sag correction with the top and bottom flanges
remaining parallel on a vertical tangent. (See Section 8.9.1 for further discussion on sag
cambers for steel bridges.)
Prestressed units shall not be subjected to negative camber. The only corrective measure which
can be used for adjacent units is to vary the thickness of the wearing surface. If this procedure
cannot accommodate the geometry of the curve in a reasonable manner, the use of the
adjacent slab or box units is not recommended. Prestressed I-beam or spread box/slab units
can use varying haunches to accommodate some sag vertical curvature.
2-30
January, 2008
2.7.3
Superelevation
Transitions in the cross slope of a bridge deck should be avoided whenever possible. When it
has been determined that transition on the bridge is unavoidable, the following procedure is to
be used:
The length of the transition shall be determined from the appropriate "Superelevation Table"
found in the current edition of AASHTO's A Policy on Geometric Design of Highways and
Streets. Maximum superelevation rates are 4% for urban conditions and 8% for rural conditions
Simple Circular Curve Alignments
Between 90% and 60% of the runoff shall be applied in the tangent and between 40% and 10%
will be carried into the curve. The typical split is 70% - 30%. The runout will be applied to the
tangent prior/after the runoff. See Figure 2.10 for sample banking diagram, and Figure 2.12 for
banking details of a bridge deck.
Spiral/Circular Curve Alignments
The full required superelevation shall be obtained by the time the SC (Spiral to Curve) point is
reached. Full superelevation will be carried through the circular curve until the CS (Curve to
Spiral) point is met. The superelevation transition length (LT ) will consist of two parts; the length
of spiral equal to the LS value in the appropriate "Superelevation Table" and an additional length
of transition known as the Tangent Runout (TR).
LT = LS + TR
TR = L x (N.C.)
eNreqd
See Figures 2.10 and 2.11
The Point of Rotation (POR) and the superelevation rates for the lanes and shoulders will be
identified for each individual project. On a structure, the low-side shoulder will maintain the
same cross slope as the adjacent travel lane. If the high side shoulder is broken back it should
maintain a constant downward slope of 2%. For recommended rollover combinations see
Highway Design Manual Figure 3-5.
When the slope exceeds 6% a breakback will not be allowed for adjacent concrete beams. The
designer should consider other options for the structural system if a break-back is required.
When the cross slope exceeds 4% Bulb Tee beams should not be used due to excessive
haunch depths. AASHTO I-beams should be considered.
For bridges with reinforced concrete approach slabs, the shoulder transition from the 6%
highway cross slope norm to the 2% cross slope on the bridge will be applied prior to the
approach slab. The approach slab will be treated the same as the bridge deck. The difference of
the grades for the high-side shoulder and the adjacent travel lane should never exceed 10%.
The high shoulder will almost always be set at a 2% down slope.
January, 2008
2-31
The number and location of the breaks in the cross slope should be kept to a minimum, due to
the limitations of deck finishing machines. If the travel lane and adjacent shoulder on the low
side of the bridge are in transition, that is decreasing the cross slope, a break will be introduced
when the transitioning cross slope reaches 2%. At that point the shoulder will retain the 2%
down slope, and the travel lane will continue to transition until it reaches the required cross
slope.
For buried structures such as box culverts, the standard highway section will be carried across
the structure, if possible. The shoulders will be the same as on the highway sections. If
necessary to provide minimum pavement thickness, the shoulder banking may be treated like a
bridge deck shoulder.
Further information on superelevation and transitions can be found in Chapters 2 and 5 of the
Highway Design Manual.
2-32
April, 2006
LT = Length of Transition = Runoff + Runout

N.C. = Value of Normal Crown Banking
P.O.R. = Point of Rotation
e = Superelevation required for a specific horizontal curve
Outside Edge = Larger radius of horizontal alignment
P.C. = Point of Curvature
See Chapter 5 of the Highway Design Manual for Runoff and Runout Formulae.
Figure 2.10
Banking Simple Curve
January, 2008
2-33
Lt = Length of Transition
L= Length of Spiral
TR = Tangent Runout
N.C. = Value of Normal Crown Banking
P.O.R.= Point of Rotation
e = Superelevation required for a specific horizontal curve
Outside Edge = Larger Radius of horizontal alignment
S.C. = Spiral to Curve Point
T.S. = Tangent to Spiral Point
Figure 2.11
Banking Spiral Curve
2-34
April, 2006
Figure 2.12
Banking Details for Bridge Decks
(Break-Back Option Shown See HDM Figure 3-5 for Full Bank Option)
April, 2006
2-35
Appendix 2A
The tables included in the following two pages have been derived from Chapters V and VI of
AASHTOs A Policy on Geometric Design of Highways and Streets, 2004.
Tables N and R apply to new and replacement bridges on local and collector roads and
streets. Table R provides minimum permissible widths, while Table N provides maximum
widths regardless of the approach roadway geometry for non-NHS roadways. Table N also
provides the maximum shoulder width for non-NHS minor arterial bridges where no
improvements are planned.
See Section 2.3 and Table 2-1 for additional discussion on bridge roadway widths.
Table X applies to certain bridge rehabilitations on local and collector roads, see Table 2-1.
Additional clarifications:
1. All traffic is two-way.
2. The average daily traffic (ADT) in vehicles per day is always the design year traffic.
3. Refer to Project Development Manual (PDM) Appendix 5 for the design year for
bridge work.
4. "Traveled way" is the portion of the roadway for the movement of vehicles, exclusive
of shoulders.
January 2008
2A-1
Table R
Minimum Roadway Widths For New and Replacement Bridges (Non-NHS)
(Local and Collector Roads)
Design Volume (veh/day)
Minimum Roadway Width of Bridge a
Under 400
Width of traveled way plus 0.6 m each side
400 - 1500
Width of traveled way plus 1 m each side
1500 2000
Width of traveled way plus 1.2 m each side b
Over 2000
Approach roadway width b
(Ref. AASHTOs A Policy on Geometric Design of Highways and Streets, 2004, Exhibit 6-6)
Notes:
a
Where the approach roadway width (traveled way plus shoulders) is surfaced, that
surface width should be carried across the structures.
For bridges in excess of 30 m in length the minimum width of traveled way plus 1 m on
each side is acceptable.
2A-2
January, 2008
Table N
Maximum Width of Traveled Way and Shoulder (Non-NHS)
(Local and Collector Roads)
Design Volume (veh/day)

Design
Speed
(km/h)
Under
400
400 to
1500
1500 to
2000
Over
2000
Width of Traveled Way (m)

30
6.0
6.0
6.6
7.2
40
6.0
6.0
6.6
7.2
50
6.0
6.0
6.6
7.2
60
6.0
6.6
6.6
7.2
70
6.0
6.6
6.6
7.2
80
6.0
6.6
6.6
7.2
90
6.6
6.6
7.2
7.2
100
6.6
6.6
7.2
7.2
All
Speeds
Width of Shoulder on Each Side of Road (m)

1.2
1.5
1.8
2.4
Notes:
a
The shoulder widths noted in this table also serve as maximum values for the shoulders
on non-NHS minor arterials where no planned improvements are anticipated.
Per HDM Chapter 2, Table 2-5, a 1.2 m shoulder is required where barrier is utilized.
January, 2008
2A-3
Table X
Minimum Roadway Widths For Bridge Rehabilitations b
(Local and Collector Roads Two Lanes)
Design Traffic (veh/day)
Minimum Clear Roadway Width (m) a
Under 400
6.6
400 to 1500
6.6
1500 to 2000
7.2
Over 2000
8.4
Notes:
a
Clear width between curbs or railings, whichever is less, shall be equal to or greater than
the approach traveled way width.
Table X does not apply to structures with a total length greater than 30 m. These
structures should be analyzed individually by taking into consideration the clear width
provided, safety, traffic volumes, remaining life of structure, design speed and other
pertinent factors.
2A-4
April, 2006
Figure 2A.1
Usable Shoulder Details
April 2006
2A-5
Appendix 2B
One-Lane Bridge Policy
A.
Objective: This policy sets forth criteria used to determine where it would be
acceptable to replace an existing one-lane bridge by another one-lane bridge.
When an existing one-lane bridge has deteriorated beyond a point where
rehabilitation is appropriate, an evaluation shall be made to determine whether
closure of the road or removal of the bridge is an acceptable solution. If that
evaluation indicates that the bridge is deserving of replacement, then a determination
must be made of the number of traffic lanes to be carried by the proposed bridge.
The objective of this policy is to govern that decision.
B.
Definitions:
Existing One-lane Bridge: One upon which two vehicles, traveling in the same or
opposite direction, will not normally attempt to pass one another. The bridge may or
may not be signed as a "One-lane Bridge". In the absence of recorded or observed
experience, any bridge less than 4.9 m wide, curb to curb or rail to rail, shall be
considered as a one-lane bridge. A ramp bridge, carrying traffic in only one direction,
is not a one-lane bridge for the purpose of this definition.
Existing One-lane Road: One upon which two vehicles, traveling in the same or
opposite direction, will pass one another only with care, usually by the slowing or
stopping of one or both vehicles, and perhaps by the movement of one or both
vehicles partially off the pavement surface, often accomplished at intermittent
widenings which may occur naturally or which may be developed deliberately to
facilitate such passing. In the absence of recorded or observed experience, any road
measuring less than 4.9 m wide, edge to edge of roadway (including pavement plus
graded shoulders), shall be considered as a one-lane road, unless it carries traffic in
only one direction.
C.
Requirements: An existing one-lane bridge may be replaced by another one-lane

bridge if each of the following requirements are met:
1. The project must be controlled by Chapter V of the AASHTO Policy on Geometric
Design of Highways and Streets - 2004.
2. The current two-way ADT must be less than 350, and the predicted ADT for the
30th year after completion of the project must be less than 500.
3. The current and anticipated future operating speeds must be not greater than
60 km/h.
4. An analysis of the three-year accident experience must reveal no more than one
reported accident, with no accident being reported during that same period as
being directly attributable to the narrowness of the existing one-lane bridge.
April, 2006
2B-1
5. The replacement bridge and its approaches must be signed as a "One-lane

Bridge" in accordance with the MUTCD.
6. Horizontal and vertical sight distances must be provided to allow approaching
motorists to safely observe an opposing vehicle on the bridge or its far
approaches.
D.
Desirable Conditions: In addition to the above requirements, other relevant factors

should be evaluated and considered before a final decision is made in favor of a
bridge replacement to carry one-lane of traffic. Several of these factors are
subjective in nature, and others may be very difficult to measure or identify with
exactness. All should be treated as desirable conditions which should be met, but
which are not absolute requirements. A list of such preferable conditions would
include, but not be limited to, the following:
1. The local authorities should have no substantive objection to a one-lane bridge.
2. The existing two-way approach roadway should be one-lane wide and operating
as a one-lane road (although this may be difficult to determine with confidence).
3. There should be no plans for the future improvement of the highway which would
be expected to substantially alter existing operating conditions.
E.
Supporting Documentation: Sufficient information should be supplied in the

Scoping Phase so that the requirements and desirable conditions can be evaluated
and a decision reached prior to the preparation of the Design Approval Document. If
portions of that information are lacking, the final decision on the number of lanes may
be made at a later time, but must, in any event, be resolved at or prior to Design
Approval.
F.
Justification: In order to achieve economics, one-lane bridge replacements shall be

permitted when certain safety requirements have been met and certain conditions
evaluated. Compared against the cost of a complete two-lane bridge, a minimum
savings of 10 to 15 percent can be routinely expected, with appreciable greater
savings when existing substructures can be retained.
G.
Conclusion: When all requirements have been met, and when a final decision has
been made to replace an existing one-lane bridge by another one-lane bridge, and
when Design Approval, specifying that decision, has been obtained, the structural
design normally shall produce plans for a bridge 4.3 m wide between railings, except
that the replacement shall not be narrower than the existing one-lane bridge. Minor
variations are permissible to account for the intricacies of particular structural
components.
2B-2
April, 2006
Appendix 2C
Vertical Clearance over the New York State Thruway,
I-90 and Revised 4.9 m (16') Clearance Network
The current statewide 4.9 m (16') vertical clearance network in the west to east direction is
described below:
State Route 17/I-86 from the Pennsylvania state line east to I-81, I-81 from Route 17/I-86
north to I-88, I-88 east to I-90 (Thruway exit 25A) and I-90 east to I-87 (Northway) in Albany
(Thruway Exit 24); and State Route 17/I-86 from the Pennsylvania state line east to I-81,
I-81 south to the Pennsylvania line, and I-84 east to the Connecticut state line.
As part of a December 12, 1991 agreement with FHWA, the Department made a commitment to
provide 4.9 m (16') clearance on this network. Accordingly, regardless of funding sources, no
exceptions will be entertained to the 4.9 m clearance requirement for bridges over the routes
described above if the project involves:
C
Bridge replacement or
Bridge rehabilitation including deck replacement
Justification for retention of nonstandard clearance is required for bridges along the identified
additional routes listed below:
1. I-90 from the Pennsylvania State line east to I-88 (Thruway Exit 25A) in the Capital
District;
2. I-90 from I-87 Northway (Thruway Exit 24) east to the Massachusetts State line;
3. I-87 from Route 300 (Thruway Exit 17; I-84), north to I-87, Northway (Thruway Exit
24);
4. I-190 in the Buffalo-Niagara Falls area.
At the end of this appendix is a listing of the bridges along these particular routes. When a
project involves one of the listed bridges whose clearance is 4.3 m (14') or greater but less than
4.9 m (16') and the existing clearance is not being diminished, the Region will request approval
to retain the existing clearance in accordance with the TEA-21 Matrix.
The request should include the following nonstandard feature justification:
The structure carrying...over..., BIN...provides a minimum vertical clearance of .... This
structure is one of those on the listing of structures in Appendix 2C of the NYSDOT
Bridge Manual whose existing clearance can be retained as agreed by FHWA on
December 12, 1991.
When a project results in reducing existing vertical clearance of bridge(s) listed, a full
nonstandard feature justification will be required. FHWA has stated that the Department cannot
approve any vertical clearance less than 4.3 m (14').
April, 2006
2C-1
Coordination with SDDC: Based on a January 27, 1998 letter from the Department of the Army,
the Military Traffic Management Command, Transportation Engineering Agency (now Surface
Deployment and Distribution Command (SDCC)) has concurred with a batch design exemption
for the bridges along the above six routes as long as the existing clearances are not being
diminished. All exceptions to the 4.9 m vertical clearance standard along the routes described
in the first paragraph of this appendix are to be coordinated with the SDDC (see Appendix 2D).
On other urban Interstate routes, where the 4.3 m vertical clearance standard applies, there is
no requirement to coordinate with nor notify the SDDC.
This Appendix applies only to listed bridges and to those on the 4.9 m vertical clearance
network described in this Appendix. Existing rules relative to vertical clearance continue to apply
to all other bridges.
2C-2
April, 2006
Vertical Clearance
List of bridges over the Thruway, I-190, and I-90 with vertical clearance less than 4.9 m (16')
that NYSDOT and FHWA have agreed to exempt from the 4.9 m (16') requirement by use of
this Appendix.
RC
BIN
Feature
Crossed
Feature Carried
Vertical Clearance
Metric
Thruway
Milepoint
Feet/Inches
11
1015970
Rte. 20
87IX
4.4 m
14'-6"
0014685
11
1022440
Old Rte. 32
87IX
4.4 m
14'-6"
0013954
11
1025320
443 443 11022005
87IX
4.5 m
14'-8"
0014247
11
1033101
87I 87I11081000
90I
4.3 m
14'-0"
None
11
1033102
87I 87I11081000
90I
4.3 m
14'-0"
None
11
1047510
396 396 11011064
87IX
4.4 m
14'-4"
0813461
11
5513349
912MX
87IX
4.5 m
14'-8"
0080000
11
5513500
Beaver Dam Road
87IX
4.3 m
14'-2"
0013542
11
5513520
Clapper Road
87IX
4.3 m
14'-3"
0013670
11
5513530
Wemple Road
87IX
4.3 m
14'-2"
0013804
11
5513580
New Scotland Ave.
87IX
4.3 m
14'-2"
0014431
11
5513600
Russell Rd. Co. 204
87IX
4.3 m
14'-1"
0014538
11
5513610
Schoolhouse Rd.
87IX
4.5 m
14'-8"
0014642
13
1018030
23A 23A13011324
87IX
4.7 m
15'-4"
0011001
13
1031060
81 81 13021199
87IX
4.3 m
14'-2"
0012221
13
1038060
144 144 13011008
87IX
4.3 m
14'-2"
0012756
13
1053550
9W 9W 13041188
87IX
4.6 m
15'-1"
0012369
13
5513180
Brick Schoolhouse
87IX
4.3 m
14'-1"
0010862
13
5513200
Old Kings Highway
87IX
4.6 m
15'-3"
0011257
13
5513220
CR 23B
87IX
4.4 m
14'-7"
0011364
13
5513230
NYSTA INT 21
87IX
4.3 m
14'-3"
0011389
13
5513290
New Balt Ser Rd
87IX
4.3 m
14'-1"
0012728
14
5513400
90I EB B-1 Ramp
87IX
4.4 m
14'-7"
0080659
April, 2006
2C-3
14
5513410
Woodward Road
90IX
4.3 m
14'-2"
0080778
14
5513420
Woodward Road
90IX
4.3 m
14'-0"
0080777
14
5513430
Bunker Hill Road
90IX
4.3 m
14'-0"
0080847
14
5513440
Bunker Hill Road
90IX
4.3 m
14'-0"
0080846
14
5513460
90IX
87IX
4.4 m
14'-6"
0080658
16
1038760
159 159 16011115
90IX
4.3 m
14'-2"
0015923
16
5513710
Putnam Rd
90IX
4.3 m
14'-2"
0015991
16
5513720
Gordon Road
90IX
4.3 m
14'-0"
0016104
16
5513760
Patsonvle-Rynexrd
90IX
4.3 m
14'-2"
0016703
16
7513690
D & H Railroad
90IX
4.4 m
14'-4"
0015893
23
1002380
5 5 23111027
90IX
4.3 m
14'-2"
0022820
23
1002770
5S 5S 23021156
90IX
4.1 m
13'-6"
0021635
23
5516010
River Road
90IX
4.6 m
15'-1"
0020661
23
5516080
Carder Lane Rd
90IX
4.5 m
14'-10"
0022668
23
5516130
Dyke Road CR 37
90IX
4.4 m
14'-5"
0022992
23
5523320
Pedestrian Bridge
90IX
4.6 m
15'-1"
0020990
24
1010590
13 13 24051330
90IX
4.4 m
14'-4"
0026173
24
5025670
46 46 24012024
90IX
4.3 m
14'-2"
0025709
24
5512730
Kirkville Rd
90IX
4.3 m
14'-1"
0027184
24
5512740
Fyler Road
90IX
4.3 m
14'-2"
0026937
24
5512750
Lakeport Rd
90IX
4.3 m
14'-2"
0026789
24
5512770
Gee Road
90IX
4.3 m
14'-3"
0026599
24
5512780
Indian Open Rd
90IX
4.4 m
14'-4"
0026303
24
5512790
North Main Street
90IX
4.4 m
14'-5"
0026201
24
5512800
North Court Street
90IX
4.3 m
14'-1"
0026005
24
5512810
Canal Road
90IX
4.3 m
14'-3"
0025790
24
5512830
Thruway Ramp at 34
90IX
4.3 m
14'-1"
0026150
25
1021050
30 30 25042001
90IX
4.3 m
14'-2"
0017386
2C-4
April, 2006
Vertical Clearance
25
5515780
Bulls Head Rd
90IX
4.4 m
14'-4"
0016970
25
5515790
Pattersonville Rd
90IX
4.3 m
14'-1"
0017088
25
5515820
Amsterdam Interch
90IX
4.3 m
14'-2"
0017359
25
5515840
Snooks Corners Rd
90IX
4.3 m
14'-1"
0017512
25
5515850
Fort Hunter Rd
90IX
4.4 m
14'-5"
0017747
25
5515890
Fultonville Int
90IX
4.4 m
14'-5"
0018217
25
5515940
Canajoharie Inter
90IX
4.6 m
15'-1"
0019410
26
1018830
26 26 26051155
90IX
4.3 m
14'-2"
0024850
26
1042230
233 233 26011068
90IX
4.4 m
14'-4"
0024366
26
1042260
31 31 26011066
90IX
4.3 m
14'-2"
0025227
26
1046709
365 365 26011040
90IX
4.3 m
14'-0"
0025306
26
5512860
Verona Interch
90IX
4.3 m
14'-3"
0025271
26
5512870
Westmoreland Int
90IX
4.3 m
14'-2"
0024320
26
5512880
Utica Interchange
90IX
4.3 m
14'-3"
0023285
26
5512890
Randall Rd
90IX
4.3 m
14'-3"
0025640
26
5512900
Sandhill Rd
90IX
4.3 m
14'-2"
0025540
26
5512920
Tilden Hill Rd
90IX
4.3 m
14'-3"
0025090
26
5512940
W. Moreland Lowell
90IX
4.3 m
14'-2"
0024786
26
5512950
Batlett Road
90IX
4.4 m
14'-5"
0024525
26
5512970
Cider St Co Rt 23
90IX
4.3 m
14'-3"
0024279
26
5512980
Judd Road
90IX
4.4 m
14'-5"
0024048
26
5513030
Leland Ave
90IX
4.3 m
14'-3"
0023296
26
7708960
Conrail
90IX
4.3 m
14'-1"
0023501
31
1021810
31 31 31081014
90IX
4.3 m
14'-2"
0031105
31
1023360
34 34 31053077
90IX
4.3 m
14'-2"
0030392
31
1024300
38 38 31043067
90IX
4.6 m
15'-2"
0030797
31
1034450
90 90 31021476
90IX
4.3 m
14'-0"
0031216
31
5510310
Thruwy Int 40 Ramp
90IX
4.3 m
14'-1"
0030419
April, 2006
2C-5
31
5510330
CR13B Oakland Rd
90IX
4.5 m
14'-8"
0030527
31
5510340
Townline Road
90IX
4.4 m
14'-6"
0030580
31
5510360
N Main St
90IX
4.3 m
14'-1"
0030733
33
1008520
11 11 33033008
90IX
4.3 m
14'-2"
0028190
33
1026099
690I 690I 33014014
90IX
4.3 m
14'-0"
0028837
33
1031659
81I 81I 33033012
90IX
4.4 m
14'-5"
0028271
33
1045210
298 298 33012038
90IX
4.4 m
14'-4"
0027837
33
1046870
370 370 33031136
90IX
4.3 m
14'-1"
0028636
33
1049830
Lemoyne Ave
90IX
4.3 m
14'-1"
0028175
33
1073150
Fr Rte 48 to 690I
90IX
4.4 m
14'-6"
0028840
33
2266610
Bikeway
90IX
4.4 m
14'-7"
0028268
33
5027410
CR7 Oswego St
90IX
4.3 m
14'-2"
0028567
33
5039140
173 X
90IX
4.3 m
14'-0"
0029249
33
5313210
Laird Rd
90IX
4.5 m
14'-10"
0029613
33
5510030
North Manlius Rd
90IX
4.4 m
14'-5"
0027329
33
5510050
CR54 Minoa - Sheps
90IX
4.3 m
14'-3"
0027448
33
5510070
CR136 Fremont Rd
90IX
4.4 m
14'-5"
0027601
33
5510080
Fly Road
90IX
4.4 m
14'-4"
0027739
33
5510090
Thruway Int35 Ramp
90IX
4.3 m
14'-2"
0027893
33
5510100
Thompson Road
90IX
4.4 m
14'-4"
0027914
33
5510120
CR70 Townline Rd
90IX
4.3 m
14'-0"
0028031
33
5510140
Thruway Int36 Ramp
90IX
4.3 m
14'-2"
0028293
33
5510150
CR48 Buckley Rd
90IX
4.3 m
14'-2"
0028304
33
5510160
Thruway Int37 Ramp
90IX
4.3 m
14'-2"
0028379
33
5510190
CR47 Morgan Rd
90IX
4.3 m
14'-1"
0028522
33
5510200
Thruway Int38 Ramp
90IX
4.4 m
14'-4"
0028595
33
5510240
Van Buren Rd
90IX
4.3 m
14'-2"
0028963
33
5510250
Canton Street
90IX
4.2 m
13'-11"
0029206
2C-6
April, 2006
Vertical Clearance
33
5510260
Bennetts Crnrs Rd
90IX
4.3 m
14'-1"
0029452
35
1034320
89 89 35021339
90IX
4.3 m
14'-3"
0031596
35
1048150
414 414 35041334
90IX
4.3 m
14'-1"
0032015
35
5510400
CR101 Gravel Rd
90IX
4.3 m
14'-2"
0031746
35
5510420
Mid Black Brk Rd
90IX
4.3 m
14'-2"
0031857
35
5510430
Black Brook Rd
90IX
4.3 m
14'-1"
0031919
35
5510440
Thruway Int41 Ramp
90IX
4.3 m
14'-3"
0032041
35
5510450
CR106 Birdsey Rd
90IX
4.3 m
14'-0"
0032108
35
5510460
Stone Church Rd
90IX
4.3 m
14'-3"
0032192
35
5510470
CR107 Whiskey Hil
90IX
4.3 m
14'-0"
0032314
35
5510480
CR108 Nine Foot R
90IX
4.3 m
14'-0"
0032416
35
5510490
Grange Hall Road
90IX
4.4 m
14'-4"
0032479
41
1015250
19 19 41031122
90IX
4.3 m
14'-2"
0037889
41
1022980
33 33 41023024
90IX
4.4 m
14'-5"
0038624
41
1028730
63 63 41043011
90IX
4.3 m
14'-1"
0039176
41
1030080
77 77 41021098
90IX
4.3 m
14'-0"
0040128
41
1042340
237 237 41011030
90IX
4.3 m
14'-2"
0038378
41
5315350
Indian Falls Rd
90IX
4.3 m
14'-2"
0039767
41
5315400
Slusser Rd CR30
90IX
4.3 m
14'-0"
0039670
41
5315660
Kelsey Road
90IX
4.4 m
14'-6"
0039339
41
5315680
State Street Road
90IX
4.4 m
14-6"
0038973
41
5315690
Bank St Rd CR13
90IX
4.4 m
14'-5"
0038873
41
5316050
West Bergen Rd
90IX
4.4 m
14'-5"
0038057
41
5516830
Ramp to Exit 48
90IX
4.3 m
14'-0"
0039013
41
5516920
Ramp to Exit 47
90IX
4.4 m
14'-6"
0037856
41
7707180
Conrail - PC RR
90IX
4.3 m
14'-0"
0038665
43
1011530
15 15 43031079
90IX
4.9 m
15'-11"
0036277
43
1023760
36 36 43031033
90IX
4.4 m
14'-4"
0037413
April, 2006
2C-7
43
1028910
64 64 43021063
90IX
4.8 m
15'-10"
0035525
43
1028980
65 65 43031078
90IX
4.3 m
14'-1"
0035825
43
1043340
386 251 43011183
90IX
4.3 m
14'-2"
0036899
43
5510600
Thwy Ramp Exit 46
90IX
4.3 m
14'-3"
0036244
43
5510830
Beulah Rd CR166
90IX
4.3 m
14'-1"
0037503
43
5510840
Winslow Rd CR188
90IX
4.3 m
14'-0"
0037241
43
5510850
Wheatland Ctr Rd
90IX
4.3 m
14'-3"
0037079
43
5510860
Union St
90IX
4.3 m
14'-1"
0036985
43
5510870
Middle Road
90IX
4.3 m
14'-3"
0036212
43
5510880
Pinnacle Road
90IX
4.4 m
14'-5"
0035979
43
5510890
Bloomfield Rd
90IX
4.9 m
15'-11"
0035570
43
5510900
E River Rd CR84
90IX
4.3 m
14'-3"
0036474
43
5510910
Mile Sq Rd CR70
90IX
4.3 m
14'-2"
0035411
44
1016470
Chapin-Pamyra
90IX
4.4 m
14'-5"
0033980
44
5510620
Thwy Ramp Exit 45
90IX
4.3 m
14'-0"
0035099
44
5510630
Exit 44 Ramp
90IX
4.4 m
14'-4"
0034713
44
5510640
Exit 43 Ramp
90IX
4.3 m
14'-3"
0034015
44
5510920
Log Cabin Road
90IX
4.4 m
14'-5"
0035236
44
5510930
Pumpkin Hook Rd
90IX
4.3 m
14'-3"
0034598
44
5510940
Farmington Rd CR8
90IX
4.3 m
14'-3"
0034501
44
5510950
Blacksmith Cor Rd
90IX
4.4 m
14'-4"
0034242
44
5510960
Port Gibson Rd C7
90IX
4.3 m
14'-2"
0033747
44
5510970
Kendall Rd CR25
90IX
4.3 m
14'-2
0033545
44
5510980
Marbletown Rd
90IX
4.3 m
14'-3"
0033115
44
5510990
Mott Road
90IX
4.3 m
14'-2"
0033030
44
5511000
Port Gibson R CR7
90IX
4.3 m
14'-2"
0033748
52
1015410
20 20 52011355
90IX
4.3 m
14'-2"
0046074
52
1027890
60 60 52013254
90IX
4.3 m
14'-1"
0046816
2C-8
April, 2006
Vertical Clearance
52
1030020
76 76 52011191
90IX
4.3 m
14'-3"
0049316
52
1048430
County Route 85
90IX
4.3 m
14'-2"
0045926
52
1050610
950D950D52011005
90IX
4.3 m
14'-2"
0049493
52
1050620
950D950D52011005
90IX
4.3 m
14'-1"
0049492
52
1090130
County Route 81
90IX
4.3 m
14'-3"
0046711
52
5011990
394 17 52011004
90IX
4.3 m
14'-3"
0048543
52
5047170
County Route 380
90IX
4.3 m
14'-3"
0047618
52
5090220
County Route 380
90IX
4.3 m
14'-2"
0047617
52
5511130
Wiley Rd
90IX
4.3 m
14'-0"
0049267
52
5511140
Forsythe Road
90IX
4.3 m
14'-1"
0048974
52
5511150
Rogerville Road
90IX
4.4 m
14'-4"
0048839
52
5511170
Walker Road
90IX
4.4 m
14'-5"
0048697
52
5511180
Hawley Street
90IX
4.3 m
14'-2"
0048586
52
5511200
Westfield Exit RP
90IX
4.3 m
14'-2"
0048500
52
5511210
McKinley Road
90IX
4.3 m
14'-2"
0048308
52
5511240
Pratt Road
90IX
4.4 m
14'-7"
0048133
52
5511250
Pratt Road
90IX
4.4 m
14'-6"
0048134
52
5511260
Walker Road
90IX
4.3 m
14'-0"
0047915
52
5511280
Walker Road
90IX
4.5 m
14'-9"
0047914
52
5511290
Pecor Street
90IX
4.3 m
14'-2"
0047817
52
5511310
Mathews Road
90IX
4.4 m
14'-4"
0047755
52
5511360
North Road
90IX
4.3 m
14'-1"
0047378
52
5511370
County Route 74
90IX
4.3 m
14'-2"
0047266
52
5511380
County Route 74
90IX
4.3 m
14'-3"
0047265
52
5511390
County Route 78
90IX
4.3 m
14'-3"
0047175
52
5511400
Chestnut Street
90IX
4.4 m
14'-5"
0047069
52
5511410
Chestnut Street
90IX
4.4 m
14'-5"
0047070
52
5511420
Temple Street
90IX
4.3 m
14'-2"
0047033
April, 2006
2C-9
52
5511430
Brigham Road
90IX
4.3 m
14'-2"
0046983
52
5511440
Fred-Dunkirk Intr
90IX
4.3 m
14'-1"
0046774
52
5511450
County Route 80
90IX
4.4 m
14'-6"
0046613
52
5511470
Newell Road
90IX
4.4 m
14'-5"
0046538
52
5511490
County Route 79
90IX
4.3 m
14'-3"
0046345
52
5511500
OBrien Road
90IX
4.4 m
14'-4"
0046282
52
5511530
County Route 93
90IX
4.4 m
14'-7"
0045820
52
5511540
County Route 95
90IX
4.4 m
14'-6"
0045653
52
5511550
Silver Creek Intr
90IX
4.4 m
14'-6"
0045554
52
7707640
Conrail RR
90IX
4.3 m
14'-3"
0046466
53
1001579
5 5 53023025
190IX
4.4 m
14'-7"
0090498
53
1022859
33 33 53012016
90IX
4.4 m
14'-5"
0042157
53
1023160
33B 33B 53012017
90IX
4.3 m
14'-2"
0042210
53
1028230
62 62 53031234
90IX
4.3 m
14'-3"
0043485
53
1029910
75 75 53011182
90IX
4.3 m
14'-1"
0043665
53
1037620
130 130 53012016
90IX
4.6 m
15'-2"
0042364
53
103989C
Scaj Exp Ramp
190IX
4.4 m
14'-7"
0090869
53
1043940
266 266 53012008
90IX
4.4 m
14'-5"
0091155
53
1044340
277 277 53011197
90IX
4.4 m
14'-6"
0041989
53
1044960
290I290I53011002
90IX
4.3 m
14'-3"
0091336
53
1045720
S Main St CR 9B
90IX
4.3 m
14'-3"
0044917
53
1045770
957 CX
90IX
4.3 m
14'-2"
0091967
53
1050660
951E951E53011006
90IX
4.4 m
14'-4"
0043403
53
1061120
249 249 53011020
90IX
4.3 m
14'-2"
0045177
53
1062961
219 219 3021255
90IX
4.4 m
14'-6"
0043043
53
1062999
Ridge Rd Interch
90IX
4.6 m
15'-0"
0042947
53
1063090
190IX
190IX
4.4 m
14-6"
0090582
53
1063100
190IX
190IX
4.3 m
14'-2"
0090589
2C-10
April, 2006
Vertical Clearance
53
1063110
190IX
190IX
4.4 m
14'-7"
0090681
53
5045780
Long Road
190IX
4.3 m
14'-2"
0091932
53
5045800
324 324 53021055
190IX
4.3 m
14'-2"
0091546
53
5511640
Crittenden Road
90IX
4.3 m
14'-3"
0040545
53
5511650
South Newstead Rd
90IX
4.3 m
14'-3"
0040727
53
5511660
N Millgrove Road
90IX
4.4 m
14'-5"
0040944
53
5511670
Ransom Road
90IX
4.3 m
14'-0"
0041160
53
5511720
Rossler Street
190IX
4.6 m
15'-2"
0090037
53
5511730
Henry Street
90IX
4.3 m
14'-2"
0042540
53
5511860
Gunville Road
90IX
4.4 m
14'-4"
0041365
53
5511900
Youngs Road
90IX
4.3 m
14'-2"
0041835
53
5511950
Forest Road
90IX
4.4 m
14'-7"
0042012
53
5511970
290I EB TO 90I EB
90IX
4.3 m
14'-3"
0042033
53
5511980
Wehrle Dr CR 290
90IX
4.3 m
14'-0"
0042035
53
5512000
Cleveland Drive
90IX
4.4 m
14'-4"
0042070
53
5512010
George Urban Blvd
90IX
4.5 m
14'-10"
0042252
53
5512039
952Q952Q53011019
90IX
4.4 m
14'-7"
0042319
53
5512109
Rt400 Intch W I90
90IX
4.3 m
14'-2"
0042794
53
5512160
Depew Interchange
90X
4.4 m
14'-4"
0041727
53
5512170
South Ogden St
190IX
4.3 m
14'-2"
0090070
53
5512180
Weiss Street
190IX
4.3 m
14'-2"
0090106
53
5512290
Louisiana Street
190IX
4.4 m
14'-6"
0090413
53
5512310
Hardpan Rd CR492
90IX
4.4 m
14'-4"
0045029
53
5512320
Pontiac Rd CR490
90IX
4.3 m
14'-3"
0044778
53
5512340
Pedestrian Walk
90IX
4.5 m
14'-9"
0044710
53
5512350
Pedestrian Walk
90IX
4.4 m
14'-6"
0044711
53
5512360
Gowans Rd CR 489
90IX
4.3 m
14'-0"
0044652
53
5512370
Evans Ctr - Eden Rd
90IX
4.3 m
14'-2"
0044550
April, 2006
2C-11
53
5512390
Sturgeon Point Rd
90IX
4.3 m
14'-2"
0044369
53
5512400
Sturgeon Point Rd
90IX
4.3 m
14'-2"
0044368
53
5512420
North Creek Rd
90IX
4.3 m
14'-3"
0044181
53
5512430
Lakeview Rd CR65
90IX
4.4 m
14'-6"
0044076
53
5512440
Lakeview Rd CR65
90IX
4.5 m
14'-8"
0044075
53
5512450
Amsdell Rd CR 122
90IX
4.4 m
14'-7"
0043766
53
5512460
Access Rd Exit 57
90IX
4.4 m
14'-6"
0043622
53
5512470
Sowles Rd CR 162
90IX
4.4 m
14'-4"
0043560
53
5512500
Access Rd Exit 56
90IX
4.4 m
14'-6"
0043245
53
5512510
Lake Ave CR200
90IX
4.4 m
14'-4"
0043222
53
5512570
Porter Ave to 190I
190IX
4.4 m
14'-6"
0090666
53
5512620
US Army Corp
190IX
4.3 m
14'-3"
0090905
53
5512680
Dupont Access Rd
190IX
4.3 m
14'-0"
0091166
53
5512700
Staley Road
190IX
4.4 m
14'-6"
0091577
53
5512710
Baseline
190IX
4.4 m
14'-4"
0091646
53
5512720
Whitehaven Road
190IX
4.3 m
14'-1"
0091727
53
5516240
90I EB to 190 NB
90IX
4.3 m
14'-1"
0042618
53
5516250
190I SB to 90I EB
90IX
4.3 m
14'-1"
0042617
53
5516260
Pedestrian Bridge
190IX
4.3 m
14'-3"
0091120
53
5516270
Bedell Rd
190IX
4.3 m
14'-0"
0091839
53
552015G
950EX
190IX
4.4 m
14'-5"
0090535
53
6048500
438 X
90IX
4.3 m
14'-1"
0045431
53
6600030
5 Mile Strip Road
90IX
4.3 m
14'-1"
0045346
53
7045820
Penn Central RR
190IX
4.2 m
13'-9"
0091354
53
7708440
CNRR & City St
190IX
4.4 m
14'-6"
0090900
53
7714560
Penn Central RR
90IX
4.3 m
14'-3"
0042363
53
7714570
Balt Ohio Br
90IX
4.4 m
14'-5"
0043122
81
1016860
22 22 81061291
90IX
4.3 m
14'-2"
0082327
2C-12
April, 2006
Vertical Clearance
81
1029050
66 66 81011206
90IX
4.3 m
14'-0"
0081121
81
1045110
295 295 81011050
90IX
4.4 m
14'-7"
0081626
81
1050360
Rt 980D (Mass.)
90IX
4.4 m
14'-4"
0082409
81
5515230
Shaker Museum Rd
90IX
4.4 m
14'-5"
0081172
81
5515240
Albany Turnpike
90IX
4.5 m
14'-9"
0081289
81
5515250
County Road 79
90IX
4.3 m
14'-0"
0081328
81
5515270
987G Access Road
90IX
4.3 m
14'-0"
0081509
81
5515290
County Road 27
90IX
4.4 m
14'-5"
0081662
81
5515300
Sayre Hill Road
90IX
4.4 m
14'-4"
0081826
81
5515340
Red Rock Rd CR 79
90IX
4.3 m
14'-3"
0082029
81
7713280
Conrail
90IX
4.3 m
14'-2"
0081604
83
1045270
300 300 83011038
87IX
4.3 m
14'-2"
0006383
83
5514370
Exit/Entry Ramp 17
87IX
4.3 m
14'-3"
0006010
83
5514380
Meadow Hill Road
87IX
4.3 m
14'-1"
0006095
86
1019620
28 28 86012008
87IX
4.4 m
14'-5"
0009113
86
1022270
32 32 86021012
87IX
4.3 m
14'-2"
0006786
86
1022320
32 32 86021211
87IX
4.3 m
14'-3"
0008533
86
1022350
32 32 86023117
87IX
4.3 m
14'-2"
0010125
86
1045240
299 299 6011072
87IX
4.4 m
14'-4"
0007638
86
5515350
Freetown Road
87IX
4.3 m
14'-0"
0007068
86
5515370
Ohioville Road
87IX
4.5 m
14'-8"
0007345
86
5515380
Brookside Road
87IX
4.3 m
14'-3"
0007417
86
5515390
Thwy Access Ramp
87IX
4.4 m
14'-6"
0007601
86
5515400
Horsenden Road
87IX
4.4 m
14'-6"
0007865
86
5515410
Grist Mill Road
87IX
4.3 m
14'-3"
0008271
86
5515450
County Road 94
87IX
4.3 m
14'-2"
0008698
86
5515460
Lucas Tpk CR 50
87IX
4.3 m
14'-2"
0008928
86
5515510
Thwy Access Ramp
87IX
4.4 m
14'-5"
0009137
April, 2006
2C-13
86
5515520
Sawkill Rd CR 42
87IX
4.3 m
14'-3"
0009188
86
5515540
L Katrine Rd CR90
87IX
4.3 m
14'-3"
0009527
86
5515550
Ruby Road
87IX
4.3 m
14'-3"
0009656
86
5515570
Mt Marion Rd CR34
87IX
4.3 m
14'-3"
0009807
86
5515580
Peoples Road
87IX
4.3 m
14'-2"
0010232
86
5515590
Malden Rd CR89
87IX
4.3 m
14'-2"
0010316
86
5515600
Katsbaan Road
87IX
4.3 m
14'-3"
0010404
86
5515610
Asbury Road
87IX
4.4 m
14'-4"
0010534
2C-14
April, 2006
Appendix 2D
Required Coordination with the Department of Defense
on Nonstandard Vertical Clearances over Interstate Routes
Introduction
In 1998, the Federal Highway Administration (FHWA) informed the Department that the
FHWA and Department of Defense (DOD) updated the interagency coordination when a
project on an Interstate System roadway is to be advanced with a design exception to
standard vertical clearances. This Appendix describes the NYSDOT procedures to provide
this coordination. The procedures are based on the guidance in the included
August 15, 1997, memo, Vertical Clearance, Interstate System Coordination of Design
Exceptions from FHWAs Associate Administrator for Program Development of the FHWA
Regional Administrators and the Federal Lands Highway Program Administrator.
Requirements
For projects on the Interstate System to be advanced with a design exception to the
standard 4.9 m (16') vertical clearance, the NYSDOT or the New York State Thruway
Authority will coordinate with the Surface Deployment and Distribution CommandTransportation Engineering Agency (SDDCTEA) 1 during preliminary design, prior to
requesting FHWAs concurrence with the design exception. This coordination applies for all
Interstate routes except:
1.
Interstates in urban areas where another route provides the single 4.9 m (16') routing
for the urban area. (These single 4.9 m (16') routings are identified for the New York
City, Kingston, Albany-Schenectady, Utica, Syracuse, Rochester and Buffalo urban
areas in the package from FHWA that the Planning and Program Development
Groups December 11, 1997, memo forwarded to the Regional Planning and
Program Managers.)
2.
Sections of I-90, I-87 and I-190, which were exempted from the 4.9 m (16') vertical
clearance as described in Appendix 2C. (NYSDOT will still have to prepare
nonstandard feature justifications per the TEA-21 Matrix on these bridges as
described in Appendix 2C.)
For projects to be advanced with a design exception to the standard vertical clearance over
an Interstate route, except those routes noted in (1) and (2) above, the NYSDOT Region or
Thruway Authority will coordinate with the SDDCTEA. This will be done late in Design
1
In previous editions of the Bridge Manual, the Department of Defense coordinating agency was the
Military Traffic Management CommandTransportation Engineering Agency. In 2004, the name was
changed to the Surface Deployment and Distribution CommandTransportation Engineering Agency.
Because of on-going changes in the structure of the Department of Defense, the designer should
verify the name and address of the Transportation Engineering Agency.
April, 2006
2D-1
Phase I by forwarding a copy (or applicable sections) of the draft Design Report, Design
Report/Environmental Assessment or Design Report/Draft Environmental Impact Statement
to the SDDCTEA for their review of the proposed nonstandard vertical clearance. This
SDDCTEA coordination step is listed in the Design Phase I steps in the 1999 version of the
Design Procedure Manual (DPM). FHWA and the Design Quality Assurance Bureau should
be copied on this letter.
The SDDCTEA is to reply by letter or e-mail within 15 calendar days. If no reply is received
within 15 calendar days, it is assumed they have no comment. The text of Chapter III.C.2.a
of the Full Design Report should then be modified to state that coordination with the
Department of Defense has occurred and whether or not the SDDCTEA replied. If they do
reply, a copy of their response is to be included in the attached appendices of the design
report as important correspondence received on the project. Appropriate consideration
should be given to any SDDCTEA comments and the treatment of the nonstandard feature
and/or the justification of the nonstandard feature modified accordingly. FHWA will consider
any SDDCTEA comments in their evaluation of the retention of the non-standard vertical
clearance.
The request for coordination should be addressed to:
Director
Surface Deployment and Distribution Command
Transportation Engineering Agency (SDDCTEA)
Attention: MTTE-SA
720 Thimble Shoals Boulevard, Suite 130
Newport News, VA 23606-2574
(Telephone - 757-599-1117)
(Fax - 757-5991560)
A sample letter for this coordination with the SDDCTEA is included in this Appendix.
2D-2
April, 2006
SAMPLE LETTER
State of New York

Department of Transportation
Albany, N.Y. 12232
http://www.dot.state.ny.us
Thomas Madison, Jr.
Commissioner
George E. Pataki
Governor
William S. Brown, P.E.

Regional Design Engineer
NY State Dept. of Transportation
State Office Building
1 Washington Drive
Sample, New York 12201
October 12, 2005
Director
Surface Deployment and Distribution Command
Transportation Engineering Agency (SDDCTEA)
ATTN: MTTE-SA
720 Thimble Shoals Boulevard, Suite 130
Newport News, VA 23606-2574
RE:
PIN 9999.99
Route 33/I777 Interchange
Town of Washington, Lincoln Co.
Dear Sir/Madam
This letter is to provide coordination in accordance with the Federal Highway
Administration/Department of Defense interagency coordination procedures when a project
on an interstate system roadway is to be advanced with a design exception to standard
vertical clearance.
The subject project, to reconstruct the Route 33/I777 interchange, includes retention of a
nonstandard vertical clearance at the Francis Palmer Road Bridge over I-777. this
nonstandard feature and the justification for its retention are described in Section III.C.2.a on
page 19 of the attached draft of the Design Report/Environmental Assessment, dated
October 2005.
April, 2006
2D-3
SAMPLE LETTER
Page 2 of 2
October 12, 2005
Please inform us of your comments on the retention of this nonstandard vertical clearance
by responding by letter or e-mail. If we do not receive a response within 15 calendar days
from the date of this memo, we will assume you have no comments.
If you have any questions, please contact John Smith at (555)555-5555. A response by email should be sent to jsmith@dot.state.ny.us.
Sincerely
WILLIAM S. BROWN
Regional Design Engineer
WSB:bb
bcc:
2D-4
Robert Arnold, Division Administrator

Director, Design Quality Assurance Bureau, 50 Wolf Road, POD 23
April, 2006
MEMORANDUM
U.S. Department of
Transportation
Federal Highway
Administration
Subject: ACTION: Vertical Clearance, Interstate
System Coordination of Design
Exceptions
From: Associate Administrator for
Program Development
Date: August 15, 1997
Reply to
Attn of: HNG-14
To: Regional Administrators

Federal Lands Highway Program Administrator
For almost 30 years, the Federal Highway Administration (FHWA) and the Military Traffic
Management Command Transportation Engineering Agency (MTMCTEA) of the Department of
Defense (DOD) have cooperated to meet the demands of military traffic on the Interstate System,
particularly in the area of vertical clearances. This need has been met with the adoption of
standards by FHWA for vertical clearance on the Interstate that require a clear height of
structures over the entire roadway width, including the useable width of shoulder, of 4.9 meters
for the rural Interstate. In urban areas, the 4.9-meter clearance is applied to a single route, with
other Interstate routings in the urban area having at least a 4.3-meter vertical clearance.
In 1960, at the request of the DOD, and with the cooperation of the States, the above standards
were established to accommodate military traffic on the Interstate. At that time, a large number of
structures on the Interstate, constructed under previous criteria, existed which did not conform to
the new minimum standard. The correction of all these deficiencies could not be economically
justified. Consequently, in 1969, the MTMCTEA, the American Association of State Highway and
Transportation Officials (AASHTO) (then AASHO) and the FHWA agreed to concentrate on a
subset of the Interstate judged to be priority routes. The subset contained a significantly smaller
number of deficient structures on 41 842 kilometers of the Interstate. The 41 842 kilometer
priority network served about 95 percent of the major military installations.
Since then, the MTMCTEA has developed and continues to refine the Strategic Highway Network
(STRAHNET). The STRAHNET report dated January 1991 was distributed to Regional Federal
Highway Administrators by memorandum from the Director, Office of Environment and Planning
dated March 22, 1991. Since 1991, there have been a few changes made to STRAHNET. These
changes have been coordinated with the States and the field offices. Maps delineating the
changes were distributed to the affected regional offices by HEP-l0. The STRAHNET is a system
of highways that provides defense access, continuity and emergency capabilities for movements
April, 2006
2D-5
of personnel and equipment in both peacetime and wartime. The STRAHNET was based on
quantifiable DOD requirements, addressing their peacetime, wartime, strategic, and
oversize/overweight highway demands. The network consists of approximately 96 000 kilometers
of highway. The STRAHNET has been incorporated into the National Highway System (NHS).
Almost 75 percent of the system in the continental United States (about 70 000 kilometers)
consists of roadways on the Dwight D. Eisenhower National System of Interstate and Defense
Highways.
The currently established procedures require the FHWA to coordinate with the MTMCTEA when
a clear height of structures of less than 4.9 meters is created as the result of a construction
project or the project does not provide for the correction of existing substandard vertical
clearance on the 41 842-kilometer priority network prior to approving the exception. For routes
not on the priority network, coordination is not required although the FHWA policy provides that
the MTMCTEA be notified of all exceptions to vertical clearance on the remainder of the
Interstate System. The approval action for exceptions to vertical clearance has been delegated to
the field offices, which can contact the MTMCTEA directly. When the State highway agency
(SHA) has approval authority for design exceptions under one of the 23 U.S.C. 106(b) exemption
provisions, coordination with the MTMCTEA is still required and may be accomplished through
the FHWA or directly with the MTMCTEA.
The development of the STRAHNET, the establishment of Power Projection Platforms, base
realignments, and the evolving role of the military have created a need to revise coordination
procedures between the MTMCTEA and the FHWA, concerning exceptions to the vertical
clearance requirements on the Interstate System. Therefore, the FHWA and the MTMCTEA have
agreed that all exceptions to the 4.9-meter vertical clearance standard for the rural Interstate and
the single routing in urban areas, whether it is a new construction project, a project that does not
provide for correction of an existing substandard condition, or a project which creates a
substandard condition at an existing structure, will be coordinated with the MTMCTEA beginning
upon receipt of this memorandum. This agreement extends to the full roadway width including
shoulders for the through lanes, as well as ramps and collector-distributor roadways in Interstateto-Interstate interchanges. This change in effect eliminates the 41 842-kilometer priority network
as a separate subset of the Interstate System. The revised coordination procedures do not
change the standards adopted for the Interstate enumerated in "A Policy on Design Standards Interstate System," AASHTO, July 1991, or the delegations of authority in FHWA Order
M1100.1A.
A number of toll roads are part of STRAHNET by virtue of being incorporated into the Interstate
System under the former provisions of Section 129(b) of Title 23, United States Code. While the
FHWA does not have any particular "leverage" on the toll authorities to comply with Federal
standards on non-federally funded projects, it is expected that the SHA's have established
appropriate procedures to assure that proposed changes or alterations of the toll road will meet
applicable policies established for the Interstate System. The working relationship should ensure
the needs of the military are considered and that necessary coordination occurs.
A request for coordination may be forwarded to the MTMCTEA at any time during project
development prior to taking any action on the design exception. It should include a time period of
10 working days (after receipt) for action on the request. The office initiating a request for
coordination to the MTMCTEA should verify receipt of the request by telephone or fax. If the
MTMCTEA does not respond within the time frame, the FHWA should conclude that the
2D-6
April, 2006
MTMCTEA does not have any concerns with the proposed exception. If comments are
forthcoming, the FHWA and the SHA will consider mitigation to the extent feasible.
A request for coordination should be addressed to:
Director
Military Traffic Management Command Transportation Engineering
Agency (MTMCTEA)
ATTN: MTTE-SA
720 Thimble Shoals Boulevard, Suite 130 Newport News, VA 23606-2574
(Telephone: 757-599-1117, Fax: 757-599-1560)
The Federal Aid Policy Guide Non-regulatory Supplement, 23 CFR 625, Paragraph 7 of
Transmittal 13 dated July 21, 1995, will be revised as appropriate at the earliest opportunity.
Questions regarding this memorandum should be directed to William A. Prosser at 202-3661332, or Robert C. Schlicht at 202-366-1317.
/s/ Thomas J. Ptak
April, 2006
2D-7
Appendix 2E
Coast Guard Jurisdiction Checklist
PIN _____________ Route______________________________ BIN______________
Waterway ______________________________________ County________________
This checklist is designed to help determine the need for a Section 9 Permit from the
US Coast Guard for bridge construction projects. Final determination for such a need
shall be verified by the N.Y.S. D.O.T. Main Office, Structures Division, Coast Guard
Compliance Unit.
(1)
Is the noted waterway presently used (or susceptible to use in its natural condition or
by reasonable improvement) as a means to transport interstate or foreign
commerce?
Yes
No
A "yes" answer for question 1 indicates a clear need for the noted permit.
(2)
Is the noted waterway subject to the ebb and flow of tide?

Yes
No
A no answer to question 1 but a yes answer to question 2 indicates a need

for further discussion with the Coast Guard, or FHWA if federal funds are
utilized.
Answers to the following questions will be used for information during discussions
with the U.S.C.G. This information will be used to request a determination and when
necessary to supplement the data necessary for a public notice and formal permit
process.
(3)
Marine craft utilizing this waterway at or in the vicinity of the project site include:
(CHECK ALL THAT APPLY)
None
Canoes/Rowboats
Small Motorboats (15' max.)
Medium Motorboats (20' max.)
Large Vessels (over 21')
Recreational
Commercial
(4)
Give normal pool or ordinary water depths in vicinity of bridge:

0' to 2'
April, 2006
3' to 5'
over 5'
2E-1
(5)
Is there likely to be navigation passing under the existing bridge during periods of
poor visibility (i.e., nighttime, fog, bad weather, etc.)?
Yes
(6)
Does the existing bridge have navigation lights?

Yes
(7)
No
Does secondary lighting in the area provide a clear definition of the navigable
channel and bridge opening?
Yes
(8)
No
No
Does the waterway exhibit characteristics which may pose risk to navigation such as
constricted navigation channel, piers in waterway, dams, rapids, etc.?
Yes
No
(9)
Give minimum vertical clearance at mean high water (or maximum navigable pool
elevation) for:
A) Existing Bridge ____________________________
B) Downstream Bridge_________________________
C) Upstream Bridge ___________________________
(10)
Give expected minimum vertical clearance at mean high water (or maximum
navigable pool elevation) for the Proposed Bridge_______________________.
(11)
Will this project utilize Federal funds?

Yes
No
This checklist was completed by:

Title/Organization:
Date:
If the need for a permit has not been determined, forward a copy of this checklist to M.O.
Structures Division, Coast Guard Compliance Unit.
Determination:
Permit
No Permit
Determination Date:
/
/
Name:
Organization:
(D.O.T.-Regional Office, D.O.T.-Main Office, Coast Guard District, FHWA)
Include a copy of this form in the Design Approval Document for the project after a final
determination has been made.
2E-2
April, 2006
Section 3
3.1
Scoping
There are always certain questions that must be answered when a bridge project is identified.
These same basic questions arise regardless of whether the project is being evaluated as part
of a highway upgrade program or as a more urgent need such as a structure load posting or
closure. The time involved in going through this process may be lengthy or, due to the urgency
of the situation, it may be expedited. All projects identified by the New York State Department of
Transportation are first addressed through a process known as "Scoping."
Scoping is defined as a process that establishes a genuine consensus about the nature of a
proposed project and what is to be accomplished. The products of this process are:
C
C
C
C
Project Objectives
Design Criteria
Feasible Alternates
Reasonable Cost Estimate(s)
To develop these products, the designer will ask many questions whose answers will help
define the products. Some of these questions include:
C
What is necessary to satisfy projected needs?
Is the roadway alignment a problem? (e.g., accident history, nonstandard features)
Is an adequate roadway section provided?
What is the condition of the bridge?
Could it be a highway improvement project only or should bridge work be included?
Does the bridge provide an adequate opening for the feature it crosses (i.e., waterway,
roadway, railroad)?
Can the existing bridge be widened? Should it be widened based on its condition?
Can part or all of the bridge be retained? If so, for how many years?
What input is the community providing (e.g., historical, maintenance of traffic, utilities,
and aesthetic treatments)?
What preliminary cost estimates are available?
When can the work be scheduled?
April, 2006
3-1
The answers to these questions will define the appropriate highway and bridge work. This
process will also establish the project objectives that will result in one of three decisions:
C
C
C
3.2
Short-Term Repair
Long-Term Rehabilitation
Replacement
Preliminary Engineering
During the preliminary engineering process, any structure(s) within the limits of the project must
be assessed with regard to:
C
C
C
The load carrying capacity of the existing structure(s).

The expected remaining life of the structure(s).
The geometric features of the existing structure(s) and its approaches as well as
structural features such as railing, bearings, fatigue-prone details, etc.
Sometimes it is not clear whether the bridge should be rehabilitated or replaced. Additional input
is needed to make this decision. See Section 19 for more information on the rehabilitation
versus replacement decision. Cost comparisons of the remaining possible solutions, as well as
a constructability evaluation, are needed. This preliminary engineering process becomes more
project specific, and more detailed answers to the following questions are now sought:
C
What services must be maintained and what services can be interrupted (e.g., utilities,
emergency, fire and ambulance, school bus routes, etc.)?
How can traffic be maintained during construction?
How will a new bridge differ from the old? Should it be longer or shorter? Should it be
wider or narrower?
What procedures are different between a rehabilitation project and a replacement

project?
Does the site require any special construction considerations?
How much will it cost and how long will it take to complete each of the various options?
These refined evaluations will result in more project-specific findings. A final recommendation
should then be made. When the recommendation is a bridge replacement, a Final Design
Report will present the findings, Design Approval will be sought and a "Site Data Package" will
be prepared for the specific bridge site. Bridge rehabilitation projects will follow a similar
process. Section 19 of this manual also provides guidance for evaluating a rehabilitation option.
Further information on scoping and preliminary engineering is contained in the Project
Development Manual.
3-2
April, 2006
3.3
Site Data
Once the project objectives are established, work begins on the final design and preparation of
the Plans, Specifications and Estimate package. The PS&E package consists of two parts,
the highway portion and the bridge portion. Information needed to establish parameters for the
final design is provided to the bridge designer by the Region. The Region prepares and
assembles this "Site Data" package or oversees its preparation by a consultant. The Regional
Structures Engineer is responsible for verifying accuracy and completeness of the data.
The site data package consists of two parts:
C
C
Bridge Data Sheet - Part 1 - Must be completed for all structures.

Bridge Data Sheet - Part 2 - Waterway supplement, which must be completed for
most structures over a waterway. (See Section 3.4.1)
These forms also require various supporting documentation (see Appendices 3A and 3B). An
electronic version of the appendices is available on the Office of Structures web site.
Electronic files are required. Hard copies of the site data package are optional. For designs to
be progressed in the Office of Structures, the package will be reviewed by the Bridge Program
and Project Development Group. For structures crossing water, the package will also be
reviewed by the Hydraulic Engineering Unit. For consultant and Regional (in-house) bridge
design projects, the Office of Structures Design Quality Assurance Bureau will be responsible
for the review. For this type of project, see Appendix 3D for the required portion of the site data
to be submitted.
With completion of these reviews and resolution of major comments, final design begins.
3.4
Hydraulics
3.4.1
Hydraulic Design
Projects involving waterway crossings will generally require a hydraulic analysis unless it is
clear that, because of the bridges height, length, substructure configuration and construction
method, there will be no significant effect on hydraulics. Consult the Office of Structures
Hydraulic Engineering Unit for guidance on whether or not a hydraulic analysis is required. If an
analysis is required, the necessary supporting documentation is outlined in Appendix 3B, Bridge
Data Sheet-Part 2, Waterway Supplement. For definitions of ordinary high water, ordinary
water and low water, see Section 17, Note 46.
Any work, permanent or temporary, that involves placement of constrictions or obstacles to flow
within a channel or floodway (e.g., cofferdams, water diversion structures, causeways, etc.) will
require the concurrence of the Office of Structures Hydraulic Engineering Unit or the Regional
Hydraulics Engineer. Such obstructions have the potential to increase water surface elevations
in violation of Federal flood insurance and control regulations, or to create dangerous scour
potential. Since evaluation of these possibilities may at times require significant hydraulic
January, 2008
3-3
analysis, any such proposed work should be brought to the attention of the Office of Structures
Hydraulic Engineering Unit or the Regional Hydraulics Engineer as early as possible.
3.4.2
Hydraulic Table
For all projects where the hydraulic opening for the feature crossed is the controlling factor, a
Hydraulic Table is required on the plans. The following table shall be shown:
HYDRAULIC DATA
Drainage Area = (km)2
Recurrency Interval (yrs)
Basic
Flood
Design
Flood
100
50
Peak discharge (m3/s)

High Water Elevation @ Pt. of Max. Backwater
Existing
Proposed
Avg. Velocity Thru Structure @ Design Flood =
For projects requiring the use of a temporary bridge to cross the waterway, the following notes
should be completed and placed directly under the Hydraulic Table. Note 2 is to be used only
when a hydraulic analysis permits.
1. The proposed temporary structure shall provide a minimum clear opening of
_____m perpendicular to the flow with a minimum acceptable low beam elevation of
_____. A minimum clear waterway area of ______m2 is required below the minimum
low beam elevation.
2. As an alternate to the minimum clear opening specified above, the Contractor may
elect to use a single circular pipe of ______ diameter or a series of multiple pipes
having a minimum diameter of ______. A minimum effective flow area of ______m2 is
required below elevation ______.
The following note shall be placed directly under the Hydraulic Data Table for Three- and FourSided Structures:
The proposed structure shall have a minimum hydraulic area of ______m2 below the
design high water elevation of ______ at the upstream fascia of the structure. This
area shall be measured perpendicular to the flow. The minimum clear span shall be
______ m perpendicular to flow; a clear span exceeding this by more than 10% shall
require the concurrence of the Regional Hydraulics Engineer or the Office of
Structures Hydraulic Engineering Unit.
3-4
April, 2006
3.4.3
Slope Protection Criteria
All erodible or disturbed banks in a project that are subject to hydraulic flows shall be protected
by stone fill to an elevation 300 mm above design high water. Medium stone fill will be used
when the average velocity through a structure is 3.0 m/sec or less at design flow. Heavy stone
fill will be used when the average velocity through a structure is from 3.0 m/sec to 3.75 m/sec at
the design flow, or as directed by the Office of Structures Hydraulic Engineering Unit or the
Regional Hydraulics Engineer.
For banks subject to wake or wave action, bank protection shall be carried to a height equal to
1.0 m above the maximum navigable elevation.
All slopes not protected with stone fill and which cannot be seeded, e.g. under a structure, shall
be protected with select granular fill slope protection, concrete block paving or grouted stone.
Slope protection under a structure should be carried a minimum of 1.0 m outside the fascia line.
Select granular fill slope protection shall be placed to a thickness of 200 mm. Light stone fill
shall be placed to a thickness of 300 mm and can be provided in lieu of granular fill when
heavier protection is desired.
See the latest BD sheets for stone fill placement and key-way details.
3.4.4
Scour Monitoring Devices
Scour monitoring devices are sometimes installed on existing piers and abutments. They are
not normally used on new construction. Scour monitoring devices can be considered for use in
the following circumstances.
1. Bridges with a known history of scour and no scour retrofits.
2. Bridges over streams on erodible materials, mainly with silt sands and gravel (or stone fill on
top of erodible material).
3. Bridges where there is no easy access to measure the stream bed during floods.
4. Bridges over streams with high velocities that make it impossible to measure the depth of
scour holes by probing, or because the velocity prohibits the measuring device from staying
vertical in the scour hole during a flood.
5. Bridges over streams with high debris loads because the debris would prohibit probing for
the depth of scour with either weights on a line or with a pole; however, some of the devices
may be easily damaged by debris or ice.
6. For a critical bridge on the flood watch program. (Other things being similar, structures
carrying high traffic volumes should be given preference.)
April, 2006
3-5
Background
Scour monitoring devices have been in existence for many years and their reliability has
improved. Properly installed and maintained, they have provided critical information during
flooding that alerted bridge owners to close a bridge during critical stages.
Scour monitoring devices measure the scour at one point in the stream bed. If scour happens
outside the devices measuring area of influence the monitoring device probably will not give a
true reading of the maximum scour when it occurs.
Most scour monitoring devices have several limitations, especially when they are trying to
measure the extent of a scour hole during a flood and in riverine situations. During a flood it is
possible to get inaccurate readings (both high and low) that may not reflect actual conditions
because of air bubbles due to velocity and debris, but in general if the device indicates a
problem, it should be considered accurate.
Monitoring devices should not be a substitute for scour retrofits such as stone fill. No monitoring
device is foolproof, and any device may fail during floods. Monitoring devices should be used in
addition to, not in place of, sending people to the location to determine the extent of scour.
Monitoring devices do not guarantee the safety of the bridge during floods.
Operation and Maintenance Procedures
Any scour monitoring device should initially be checked once a week for at least two months to
gain confidence in its operation, understand its limitations and be able to distinguish if a reading
is true or affected by other environmental factors.
If a device is installed there should be operation and maintenance procedures developed with
input from the manufacturer and instructions for record keeping. Directions for reading the
device shall also be conveyed to the Regional flood watch teams.
Types of Scour Monitoring Devices
There are several devices available that are recommended for consideration: Brisco scour
monitor, magnetic sliding collar scour monitor, sonar scour monitor, driven rod with piezoelectric
polymer film sensors, buried float-out devices, etc. NCHRP Report #396 discusses these
devices and gives their pros and cons.
The following scour monitoring devices have been used with some success at installations
throughout New York State: Brisco scour monitor; Magnetic sliding collar scour monitor; Sonar
scour monitor. They are described below:
1. Brisco Scour Monitor:
It can be used in most situations, (but usually not in sandy channels); it is fairly simple with
no high-tech components. If the channel consists mainly of sand, the rod will vibrate in the
stream bottom so it will require a bottom plate to avoid vibrating into the sand. Sand,
suspended sediment and ice could also get between the rod and the enclosing pipe, binding
the rod to the pipe and inhibiting movement as it descends into the scour hole (even though
this does not happen very often). It may require reinforcement or protection in streams or
3-6
April, 2006
rivers carrying heavy ice or debris to avoid denting the outer pipe. It will not show any
backfilling of the stream bottom. In a salt water environment the sleeve and the rod should
be galvanized to avoid corrosion and the device should be checked for barnacles.
2. Magnetic Sliding Collar Scour Monitor (Described in NCHRP Report #397B):
It is a simple, reliable scour monitor preferred by the New York Office of the USGS. The
cables carrying the signal can be attached to the back side of the pier columns to avoid
damage from ice or debris. It may be hard to install in streams with large boulders or rocks
where excavating and installing the guide pipe may become a construction problem. It will
not show any backfilling of the stream bottom. The collar and guide pipe will not corrode in a
salt water environment nor interfere with magnets since they are stainless steel. The guide
pipe must be driven to below the extent of possible scour. In salt water environment, the
device should be checked for barnacles.
3. Sonar Scour Monitor (Described in NCHRP Report #397A):
This scour monitor can be used in deep water more effectively than shallow water because
if it is not always submerged, air bubbles trapped around the transducer head, will alter the
reading given by the device. Fast flowing water may also introduce air bubbles, suspended
sediment, debris or water turbulence at the transducer head which may alter the readings. It
can show backfilling of the stream bottom. The reading during actual scour may be
inaccurate due to the conditions mentioned previously. The head of the device requires
regular maintenance and should be checked for barnacles, algae, or other obstacles if they
exist in the vicinity. Since the sensor device in a sonar scour monitor is relatively
inexpensive it may be worthwhile to use more than one sensor to measure scour at a
foundation as a back up in case the first device becomes inoperative.
Further information on scour monitoring devices and guidance for their use may be obtained
from the Office of Structures Hydraulic Engineering Unit.
3.5
Structure Selection Process
3.5.1
Establishing Span Lengths
The geometric design policy outlined in Section 2 of this manual must be considered as well as
the Design Report, site data package and correspondence to establish bridge span lengths.
Design criteria for the lower roadway must also be considered.
The profiles and sections of the features being crossed as well as the crossing feature create
two mathematical reference planes. The relationship of these planes to each other can be
established by a NYSDOT computer program known as VERTCL (Shoulder Break and
VERTical CLearance Program). Other 2D and 3D COGO or CADD routines can also be used to
determine the location of the minimum critical vertical clearance point and the maximum
available beam depth. The resulting available beam depth, when used in conjunction with other
project geometry, allows for the evaluation of various span lengths and configurations.
April, 2006
3-7
The shoulder break program also provides the limits of the bridge opening. This is known as the
shoulder break area (see Figure 3.1). The overall bridge length is smaller than the shoulder
break length. See the users manual for examples of how to use this program.
Figure 3.1
Shoulder Break Area
3.5.2
Bridge Type Based on Span Lengths
3.5.2.1
Span Lengths Less than 12 m
The various types of units and materials available for this span range include:
Structural Plate Pipes (aluminum and steel)
These units are available in various shapes and sizes. They can be used for shallow fills
(600 mm minimum), as well as deep fills. Their uses include pedestrian, bike and animal
underpasses, railroad tunnels, and vehicular tunnels. They have been used as liners for
masonry and concrete arches as well as other pipes. Steel plates are rarely used for water
crossings due to corrosion concerns.
Presently, the use of a bridge-size type of structure is limited to secondary roadways and low fill
areas. Environmental and size constraints normally dictate whether to use steel or aluminum.
For a discussion and details of this type of structure see the appropriate chapter of the latest
NYSDOT LRFD Bridge Design Specifications and the latest manufacturer's catalogues. Steel
and aluminum pipes are considered to be equal alternates.
3-8
January, 2008
Precast or Cast-In-Place Reinforced Concrete Structures

Reinforced concrete structures for culverts and short span bridges consist of four sided boxes,
three sided frames and arch shapes. These structures are usually precast in segments and
assembled in the field. The precast segments are usually designed by a professional engineer
employed by the Contractor after the award of the contract. Four-sided boxes and prismatic
three-sided frames are usually designed using the computer program CULVERT V.3.2. Nonprismatic shaped and arch-shaped three sided structures are designed using other computer
programs. For additional information on the structure types below, see Chapter 19 of the
Highway Design Manual.
Four Sided Boxes have a maximum practical single-cell clear span of approximately 6 m.
The Department of Environmental Conservation (DEC) may propose that the concrete
inverts be buried in sensitive areas, where a natural stream bed is preferred.
Three-Sided Structures have a maximum practical clear span of approximately 15 m.
These units are supported on strip footings founded on rock or piles. A precast or cast-inplace, full-invert slab/footing unit can also be used.
Both three-sided structures and precast arches can be used for many of the same situations
identified for the larger pipes. In order to obtain the necessary headroom for some cases,
the units may be raised by supporting them on a pedestal wall. The use of multicell adjacent
units to convey a waterway is discouraged due to the potential for blockage by debris
catching and accumulating in the intermediate piers.
Use of three-sided structures is discouraged in the following situations:
1. Spans longer than 12 m with low fill heights. With low fill heights the use of arch
shapes is not feasible and three-sided frames (flat top of slab) are inefficient. Use of
conventional bridges with prestressed slab unit superstructures must be investigated.
2. Structures with stage construction, on a skew greater than 10 and with a span longer
than 12 m. Arch shapes are very difficult to use in a stage construction with skew and
three-sided frames are inefficient. Use of conventional bridges with prestressed slab unit
superstructures must be investigated.
Deck Slabs or Deck/Girder Designs
Prestressed slab units, stress-laminated timber decks and concrete or timber decks with steel or
timber girders cover this entire span range. Conventional reinforced concrete slabs, however,
are inefficient for spans greater than 7 m due to their excessive depth and heavy reinforcement.
Composite deck systems utilizing concrete with built-up steel girders or rolled sections can also
be considered for spans in this range.
January, 2008
3-9
3.5.2.2
Spans Between 12 m and 30 m
Three-sided units can be used to a maximum span of about 15 m. Adjacent prestressed

concrete slab units can be used to a maximum span of about 17.5 m. Prestressed concrete box
units, concrete I-beams, bulb-tee sections, etc., are used for the remaining portion of the span
range. Bulb-tees are usually preferred over concrete I-beams. (For bridges with large cross
slopes, the smaller top flange width of concrete I-beams may make them more attractive than
the bulb-tee.) Deck/Girder systems using laminated timber beams have a maximum span of
about 25 m. Conventional composite design systems utilizing concrete decks and steel stringers
can be used for the entire span range. At the lower end of the span range rolled beam sections
would be used. Fabricated, welded plate girders would more likely be used at the upper end.
Special prefabricated bridge panels with concrete decks and steel beams can reach spans
approaching 30 m. They have the advantage of reduced field construction time.
3.5.2.3
Span Lengths Between 30 m and 60 m
Special modified prestressed concrete box beam units up to 1.4 m deep can span up to 37 m.
Prestressed concrete I-beams and bulb-tee beams ranging from 1.4 m to 2.0 m in depth can
span up to approximately 46 m. Bulb-tees are usually preferred over concrete I-beams. The
designer should investigate the feasibility of transporting and erecting the beams, especially
those with a span longer than 40 m. Composite steel plate girder systems can easily and
economically span this range. Single spans up to 67 m have been used. Once the single span
exceeds 50 m, alternate multiple span arrangements should be considered. The cost of
additional substructures must be compared to the greater superstructure cost.
3.5.2.4
Span Lengths Between 60 m and 90 m
Single spans in this range have fewer options. For the majority of the cases only a thru or deck
truss should be considered. Plate girders or spliced concrete girders can be used at the lower
end of this span range. Special designs utilizing arches, slant leg rigid frames, and concrete or
steel box girders are also viable options. These types of special structures are used to address
limited member depths, aesthetics and compatibility with site conditions. Constructability
concerns and possible alternatives should be discussed in detail with the Region.
3.5.3
Multiple-Span Arrangements
For multiple-span bridges, a continuous design should be used whenever possible to eliminate
deck joints. In the case of multiple-simple-span prestressed unit bridges, the deck slab should
be made continuous for live load over the intermediate supports.
Span arrangements ranging from equal span viaduct type structures to proportionally increasing
span ratios should be evaluated.
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April, 2006
Continuous design using steel rolled beams or built-up plate girders takes into account the
continuity over the interior support points. Based on the span arrangements and the span ratios,
the largest span of a continuous layout can be equated to a smaller equivalent simple span.
This reduces the required beam depth for the span. See the following table and LRFD Table
2.5.2.6.3-1 for guidelines. Poor continuous span ratios may result in uplift. Tie-down systems
and anchored end spans are two means of addressing uplift.
Number of
Spans
Ratio of Spans
Equivalent Simple Span
Span to Depth Ratio

Desired
Maximum
1.0 : 1.0
*0.90 x 1.0 span
27.5
30**
0.75 : 1.0 : 0.75
*0.85 x 1.0 span
27.5
30**
0.80 : 1.0 : 1.0 : 0.80
*0.75 x 1.0 span
27.5
30**
0.60 : 0.80 : 1.0 : 0.80 : 0.60
*0.60 x 1.0 span
27.5
30**
* For span arrangements with less efficient ratios, the equivalent factor can be adjusted proportionally upward
(i.e.,0.85 up to 0.90, 0.75 up to 0.85 and 0.60 up to 0.75).
** Ratios greater than 30 may be used, provided live load deflection requirements are satisfied.
3.5.4
Spans over 90 m
Multiple-span arrangements in this range will involve balancing superstructure and substructure
costs to achieve an optimum design. Site restrictions will often impact efficient substructure
placement. Long multiple-span structures can utilize a variety of construction types and
materials.
C
Steel
Thru or deck trusses with girder approach spans
Trapezoidal box beams
Variable depth girders (I shaped beams and box girders)
Hybrid girders utilizing conventional steel for the web and high-performance steel for
the flanges.
Cable-stayed girders or box beams
Deck or thru arches
Cable-stayed bridges
Suspension bridges
January, 2008
3-11
Concrete
Segmental box designs
Cable-stayed trapezoidal boxes
Deck arches
Floating bridges/Pontoons
Post-tensioned, spliced bulb-tees
Segmental viaducts with variable depth units
3.5.5
Selection Guidelines
A vast majority of New York's bridges are small single-span structures. The decision on what
type of structure to use often depends on site limitations, foundation and geometric
considerations.
The following guidelines may be used to determine what type of structure should be considered
in the shorter span length ranges. These are for guidance only. Consideration should be given
to the structure's relationship to the total project, geographical location, site accessibility and
constructability:
A.
For spans not exceeding 30 m, prestressed adjacent box beam and slab units are
always considered. If the structure is over a railroad or a stream prestressed concrete is
more advantageous because of maintenance and inspection considerations. Elimination
of form work for the deck slab minimizes work over the feature. Use of bulb-tees must
be considered if utilities are present on the structure.
B.
Frequently, prestressed concrete adjacent slab units or box beams will be chosen to
satisfy critical profile and vertical clearance restrictions. Prestressed concrete structures
with adjacent slabs or boxes require a 150 mm thick deck while a steel composite
structure requires a 240 mm deck and a 50 mm minimum haunch.
C.
When skew angles over 50 are involved, adjacent prestressed concrete beam design
should be chosen only after careful review, since conventional joint details and
reinforcement become quite complicated, as do the size of the bearings and bridge
seats. Bulb-tees or I-beams would be preferred at these sites. Approval of the D.C.E.S.
is required for the use of adjacent prestressed beams with a skew over 50.
D.
For curved spans with midordinate corrections exceeding 300 mm, prestressed concrete
adjacent box beams or slab units are seldom chosen because of the increased cost of
the wider chord alignment and the complications that arise with regard to bridge railing
anchorage and end transitions. Prestressed concrete bulb-tees, I-beams, or spread
boxes are alternates worth considering.
E.
Concrete bulb-tees, I-beams, or spread box beams should be considered if vertical

clearance requirements can be satisfied.
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January, 2008
F.
At locations where either long piles or poor bearing capacity is anticipated, prestressed
adjacent box or adjacent slab design has the disadvantage of having a heavier
superstructure. Under these conditions a spread box, bulb-tee, or concrete I-beam with
deck slab configuration might be considered to reduce the loads.
G.
Prestressed concrete adjacent beam design is often chosen over steel beams when a
structure must be opened to traffic quickly. This type of construction eliminates the need
for deck slab forming. It can also accommodate a temporary asphalt wearing surface if
the time of the year prohibits placement of the concrete deck.
H.
Where significant space must be provided for utilities, a spread system using steel
girders, concrete I-beams, or bulb-tees is the preferred choice. Spread concrete box
units can also accommodate some utilities.
I.
Vertical curves are better handled with multigirder systems, since camber can be
fabricated and controlled with greater accuracy. Adjacent prestressed units must
accommodate any curve correction by placing a variable depth deck slab. This can
result in considerable additional dead load necessitating a deeper beam. Negative
cambers should not be used.
J.
Adjacent prestressed concrete boxes or slabs are preferred over streams where ice
and/or debris is a problem. The smooth underside of adjacent units reduces the
potential for snagging.
K.
Where either a steel or concrete superstructure is acceptable, the latest bid prices
should be consulted.
3.6
Substructures
3.6.1
Substructure Location
When deciding where to locate substructures, the designer should identify all appropriate
horizontal offsets, standards and requirements covered in Section 2. Using these constraints
and the shoulder break length, the selection of either a single or multiple span arrangement,
whichever is most appropriate, should be made. The available beam depth is factored in along
with any special concerns such as:
C
Sheeting requirements for staging and substructure construction. Cantilever sheeting

design vs. tied-back sheeting vs. pile and lagging wall costs. Deep water cofferdam
construction vs. shallower depths or causeway construction.
Treatments such as high abutments with large reveal heights for form liner, masonry or
brick treatments.
Wetland encroachments - Longer spans to avoid wetlands will require additional beam
depth. This can raise a profile and move the toe of slope out or require a retaining wall.
Shorter spans may disturb more of the area and require additional wetland mitigation.
April, 2006
3-13
Staging problems - Includes interference between the existing and new features, (e.g.,
substructures, beams, pier caps, pile driving - especially battered piles) as well as
utilities that must remain in service.
Misalignment with features crossed - Narrow highway medians may result in large
skews for piers. For stream piers the normal direction of stream flow should be
considered to avoid the creation of eddies and turbulence. Desirable modifications of the
skew for seismic reasons may be made difficult by site geometry.
Utility Conflicts - Avoidance of utilities that would require costly relocations can further
restrict the location of substructures. Pile driving and sheeting placement may be limited
by overhead or underground interference.
Integral Abutments - Must be located so that their exposed height is within the limits
identified in Section11.6.1.6.
3.6.2
Foundation Assessment
The "Site Data" package includes the substructure boring logs for the bridge and, sometimes,
the highway. These logs should be evaluated with regard to:
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Location with respect to the new bridge - Do the boring locations allow the designer to
confidently perform a preliminary foundation assessment?
Consistency of the soil with respect to each log - Is the information in the different logs
consistent enough to interpret rock elevations and soil types?
Number of borings taken - Are there enough borings to extrapolate information? What if
long walls are anticipated?
Compatibility with the record plans of the existing bridge - Are rock elevations or pile
lengths shown on the record plans consistent with the new boring logs?
Location of borings with respect to the proposed substructure layout - Is there sufficient
information to estimate pile lengths? Can sheeting be driven to required depths?
3.6.3
Foundation Selection
3.6.3.1
Water Crossings
The following criteria shall be applied to all structures crossing water.

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Unless founded on rock, all structures crossing water shall be supported on piles or
have other positive protection to prevent scour of the substructure.
The minimum length of pile to be considered is 3 m.
3-14
April, 2006
Cofferdams should be evaluated with regard to need, type, size, constructability and
cost. Alternative types of construction such as causeways, caissons or drilled shafts
should be considered and compared to conventional cofferdam costs.
The estimated maximum depth of scour should be used to determine overall structure
stability. Piles should be socketed into rock if scour can affect their stability.
Recommendations for details will be contained in the Foundation Design Report (FDR).
3.6.3.2
Grade Separations
Continuous structures will normally require unyielding foundations. Differential settlement is not
acceptable since it may result in secondary stresses detrimental to the structure.
Where abutment or wingwall heights exceed 7 m, alternate systems other than cantilevered,
cast-in-place concrete wall systems should be considered. This is especially true in fill areas.
Several modular wall systems are available which may provide a more economical system.
Coordination with the Office of Structures Foundation Unit and the Geotechnical Engineering
Bureau is needed. Any assumptions made that are critical to the structure type and
configuration should be verified. Additional boring requests or other subsurface investigations
should be addressed to the Structures Foundation Unit of the Geotechnical Engineering
Bureau.
3.6.4
Orientation, Configuration and Details
3.6.4.1
Skew
Orientation of the substructure units is greatly dependent upon the type of feature crossed.
Whenever possible, the skew of the structure should be kept at 30 or less. Skews in excess of
30 can cause uplift problems, cracking of the concrete deck in the acute corners, and require
larger bridge seats and pedestal bearing areas. Sharp acute corners should be avoided. Radial
supports are preferred for curved structures. If possible, skews 10 or less should be eliminated,
unless it creates problems with misalignment of the feature crossed.
3.6.4.2
Water Crossings
Whenever possible piers should be aligned with the stream flow to avoid the creation of eddies
and turbulence which can increase scour. Skews of less than 10 can usually be avoided.
Placement of abutments or piers should not result in pockets where water turbulence can
increase potential for scour. The following guidelines for substructures need to be considered:
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Two piers close to each shore line may be more hydraulically efficient and economical
to build than one deep water pier.
April, 2006
3-15
Piers should be solid to a height of 1 m above maximum navigable elevation or 600 mm

above the 100-year flood or flood of record, whichever is higher. If the remaining height
of pier above the solid stem is 5 m or less, piers should be made completely solid. Use
of a short column bent can result in shrinkage cracks in the columns.
The upstream face of piers should be rounded or V-shaped to improve hydraulics. If ice
and/or debris is a problem, the upstream face should be battered 15 degrees and
armored with a steel angle to a point 1 m above design high water. This allows the ice to
be broken and the debris or ice to ride up the pier face. At sites where medium or heavy
drift is expected, this treatment should also be considered.
Where wingwalls of an abutment are at or near the water's edge, wingwalls should be
flared to improve the hydraulic entrance condition. If possible, the elevation at the end of
the wingwall should be higher than design high water or, as a minimum, the ordinary
high water.
Wingwalls on the upstream side should be aligned to direct the flow through the bridge
opening. For ease of construction, downstream wingwalls can be made mirror images.
3.6.4.3
General Details
U-wingwalls can be used when there is interference between the existing and the proposed
structure or some other site restriction. They may also be used when a certain aesthetic effect is
desired. Flared or in-line wingwalls are generally more cost effective.
When a wingwall length exceeds 8 m, an alternate type of wingwall system should be
investigated. Various types of sheeting or modular walls may prove to be more economical than
a cast-in-place cantilever design.
Special details such as below ground cast-in-place or masonry block sills may be used to
support architectural stone or brick facings. If form inserts are used to obtain an aesthetic
appearance, the wall thickness must be increased by an amount equal to the relief of the insert.
Narrow roadway medians will generally require the alignment of a median pier to approximate
the skew of the roadway. In wider medians, 18 m or more, pier skews may be modified. In
narrow medians where a pier will be subject to road spray, salt and snow build-up, a solid pier
should be considered.
The use of small, isolated column piers is discouraged where the potential for impact by heavy
trucks is possible. Where multicolumn piers are used, the potential for impact should be
evaluated, and when deemed necessary, a crash-wall-type, partial-height plinth should be used.
At railroad crossings, pier crash walls should be made parallel to the track and meet current
AREMA specifications.
Substructure placement should also consider drainage requirements in the area around the
substructure.
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April, 2006
3.7
Maintenance and Protection of Traffic
3.7.1
General
Before finalizing the type and configuration of the new structure, one final consideration must be
evaluated. The M&PT method may become the overriding consideration in the selection of the
preferred alternative as well as affect the cost and scope of the work. The method of M&PT for
a project is generally decided in Project Design Phases I IV. It is presented in the Design
Approval Document. Typical methods for M&PT used by NYSDOT are:
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Off-Site Detour
Stage Construction
Temporary on-site detour bridge.
New alignment such that the existing bridge/roadway can be used to maintain traffic.
This can include a partial or complete alignment shift.
Occasionally, the chosen method of M&PT presents difficulties that require the method be
revised during final design. Cost, constructability, safety, anticipated traffic volume, traffic
capacity, and community impact are important criteria to be evaluated when comparing
competing methods of M&PT. For example, stage construction presents construction difficulties
that could result in a less desirable finished product. Night construction may be considered as
an optional method of M&PT. Dialogue with the highway designer should be maintained through
all design phases.
3.7.2
Off-Site Detour
Off-site detours often impose a cost on users in terms of the additional time and mileage
needed to circumvent the construction site. Depending on the additional travel time imposed on
the user, these costs can be negligible or very significant. This type of M&PT can also affect
businesses, school bus operations, emergency services, etc.
Local residents and officials may prefer an off-site detour if it includes payment for a necessary
roadway upgrade of the detour route or if special measures to mitigate the effects to local
users/services can be arranged. An example of this is an adjacent fire district agreeing to
temporarily provide service to an area separated from its normal fire service provider by bridge
construction. From a construction perspective, an off-site detour presents the best opportunity
for the contractor to do work efficiently. An off-site detour will almost always mean a simpler,
less expensive, faster construction process that will likely yield a more durable final product (as
compared to stage construction).
April, 2006
3-17
3.7.3
Stage Construction
Stage construction is appropriate when a suitable off-site detour is not available, or when the
traffic volume is so large that off-site detouring is not practical. To accommodate high traffic
volumes, widened shoulder areas can be provided on the new structure to carry multiple lanes
of traffic during staging operations. Stage construction can even be considered for existing
bridges that have some form of nonredundant superstructure, e.g., thru girders, if additional
supports or load carrying members can be added. Large profile changes between existing and
proposed conditions can make staging difficult and require expensive sheeting schemes. The
costs associated with stage construction are difficult to estimate in the early stages of a project.
Until the actual staging details are developed, the cost of staging can only be indicated as an
additional percentage of the estimated project cost.
The procedures and details proposed for staging should be thoroughly investigated to avoid
orders-on-contract. Cost overruns associated with omissions or errors which should have been
identified and addressed by additional site evaluations, record plans or subsurface investigation
can be very costly.
Depending upon the complexity and extent of the stage construction, the additional cost can
range from 10% to 30%.
Guidelines for Stage Construction Details
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The Region is responsible for determining minimum lane widths, shoulder widths and
pedestrian access needs for each condition of staging. The Region should also identify
any restrictions placed on any of the utilities.
Show staging details for old and new pier(s) in each of the appropriate cross-sectional
views.
Use a dashed line pattern to identify limits of removal work in each stage. Limited
removal work can also be identified as a crosshatched area, e.g., partial sidewalk
removal.
A dashed line should also be used to indicate temporary barrier and its location.
Identify all temporary and permanent utilities in the appropriate stage.
All transverse staging sections should include a true vertical and horizontal
representation of the existing and new pier status at each stage. Any temporary
supports or shoring details should also be included.
All details should be drawn showing a true representation of the existing and proposed
conditions with regard to their true elevation and horizontal relationship. When possible
each preceding stage should be detailed below the previous. This downward projection
should give a true representation of the location of the existing and proposed features
with relationship to each other.
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April, 2006
Temporary cantilevered outrigger sidewalk details should be provided when the existing
or proposed partial bridge section cannot accommodate both vehicle and pedestrian
traffic within the dimensions proposed. This may be waived only if minimal pedestrian
safety or mobility impacts will occur. Fencing may be used as the pedestrian fascia
barrier in some cases.
As a temporary condition (if alternate pedestrian routes and/or detours permit), all or a
portion of the sidewalk area placement can be delayed as a means of providing room for
vehicle lanes and shoulders. A temporary sidewalk width of at least 1.525 m is
preferred. The absolute minimum sidewalk width is 915 mm if a 1.525-m wide passing
zone is provided every 61 m. See the Highway Design Manual, Chapter 16 for further
information.
Temporary concrete barrier (each unit) shall be pinned to the concrete deck if the design
speed of the detour exceeds 72 km/hr (45 mph). If the design speed of the detour is
less, pinning of the barrier can be omitted if a minimum set back of 300 mm from the
edge of deck slab to edge of temporary concrete barrier can be maintained. Pinning of
the barrier to the existing deck is acceptable provided the condition of the existing
concrete is acceptable. Barriers should not be placed on large overhangs without
checking the capacity of the deck slab. If possible, place the temporary barrier directly
over a beam or on the deck slab between two beams.
For further information on stage construction design, see Section 5.1.9.
3.7.4
On-Site Temporary Bridges
The on-site temporary bridge serves to keep the roadway facility operational during
construction. The type of temporary structure to be used is greatly dependent upon site
conditions. The alignment, profile, typical roadway section and the minimum span/opening will
be specified by the State. The type of temporary structure may be left to the Contractor's option,
or the Department may direct that a specific type be used. It will also be the Department's
decision as to whether the temporary structure should be leased or purchased.
FHWA endorses the use of temporary bridges for M&PT and will participate in their costs under
various conditions. Options to consider when a temporary bridge is proposed include:
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The Traditional Manner:

A temporary detour is specified by the designer. The Contractor is made responsible for
the design and plans of the temporary bridge and must submit them to the Department
for review and approval. Upon the completion of the project and the return of traffic to
the permanent roadway corridor, the structure's salvage is the Contractor's
responsibility. All detour structure costs are eligible for federal participation except they
are limited here to a rental-type reimbursement.
April, 2006
3-19
The Local Bridge Incentive Program:

A temporary detour structure is again specified by the designer, but additional
consideration is given to the permanent disposition of the temporary detour structure.
The required bridge design, specifications, plans and project development are tailored to
both the temporary and permanent installation sites. All costs associated with this option
are eligible for Federal participation. Even costs for removal of the existing local bridge
at the site where the temporary structure is to be permanently placed are eligible.
Additional guidelines can be obtained from FHWA.
Innovative Designs:
Innovative design procedures can be introduced by either the designer or the
Contractor. An example would be a roll-in or sliding technique. In this version, the
temporary substructure and the new superstructure are located on a temporary
alignment, parallel to the permanent corridor. The temporary substructure must be
designed to carry the new bridge superstructure as well as being capable of handling
the horizontal and vertical jacking forces. The permanent superstructure is then used as
the temporary detour, while the old bridge is removed and the new permanent
substructures are built. Once the new substructures and approach work are completed,
traffic must be completely shut down for a short period of time for the jacking
operation(s). The new superstructure is then moved to its final location.
Right-of-way, archeological, historical preservation, environmental and utility issues all have to
be addressed as they relate to the placement of a temporary bridge. One or more of these
factors may severely affect the use of a temporary bridge to maintain traffic at the site.
3.7.5
Alternative Alignments
Using an alternative alignment is an M&PT approach most often used when it is necessary to
eliminate an undesirable feature associated with the existing alignment, for example, a sharp
curve. Due to high traffic volumes and certain traffic movements, it may be the most efficient
way to handle traffic. The alternative alignment may either be a full or partial shift of the
roadway's horizontal alignment. This approach can involve the same issues as mentioned for
the on-site temporary bridge method; R.O.W., environmental, etc. In some cases the State may
already own the R.O.W. adjacent to the existing bridge which will help reduce the cost. The cost
and need for real estate acquisition can be a critical project concern. With an alternative
alignment the project cost is also increased by the cost of roadway construction from the point
of divergence to convergence with the existing alignment.
3.8
Alternate Designs
The process that has been outlined allows for an evaluation of options. By working through the
process and applying site or design constraints, various alternatives are eliminated. This
process of elimination and evaluation results in the most efficient and economical structure for
most small and medium bridge projects.
3-20
April, 2006
For projects involving major structures (estimated cost $10 million or more) it may be more
advantageous to determine the most cost efficient structure by competitive bidding. Alternate
bridge types could be developed in the following manner:
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Value Engineering
Conceptual Plans only
Detailed Alternate Bridge Designs and Associated Plans
New York State includes a Value Engineering clause on all projects, whereby the Contractor
may propose an alternate design for review and approval.
3.9
Hazardous Materials
The two hazardous materials most likely to be encountered in bridge replacement or

rehabilitation projects are asbestos and lead-based paint. Asbestos has been used historically
in several common bridge construction materials. Typical applications include bearing
pads/sheet packing, joint filler, caulking, utility conduits, and paint. Removal/disturbance of
asbestos-containing material is regulated under State and Federal Regulations. For guidance
related to asbestos inspection and abatement design associated with bridge replacement or
rehabilitation projects, refer to Chapter 1.C of the Environmental Procedures Manual.
3.10
Environmental Considerations
3.10.1
Introduction
When designing a bridge, a designer is required to fit a solution to a problem. A proposed work
strategy of rehabilitation or replacement must adequately address a deteriorated or inadequate
bridge or a newly proposed crossing. Solutions to these problems must be developed while
considering certain criteria and parameters. The criteria can be found in laws or specifications
governing loads, stresses or operational requirements. Some parameters are defined by site
conditions, soil properties, seismic classifications, hydraulic considerations, etc. Other
parameters are defined by social, economic or environmental issues. A designer attempts to
develop a solution that economically addresses the conditions that define the problem while
accommodating applicable criteria and parameters.
The Governors Environmental Initiative of 1998 re-emphasized the importance of assuring a
projects consideration of environmental parameters. These parameters are meant to assure the
maintenance of clean air and water and to advocate projects that fit in community settings,
maintain historic significance, and accommodate recreational opportunities, where appropriate.
True support of the Governors initiative requires that the Departments designers ascribe to the
precepts of the initiative and integrate them into the project development and design processes.
This must be done in a way that resulting products reflect the Departments steadfast
environmental ethic.
April, 2006
3-21
Every attempt should be made to identify environmental requirements and enhancements as

early in the project development process as possible. This will allow an evaluation of the
impacts they may have to project development, design and construction, the costs they impart
to the project and the benefits that result in the final product. Obviously, decisions of scale,
those that meaningfully impact project scope, cost or schedule, should be introduced in the
scoping stage. Details, items that enhance appearance but do not have serious design,
construction or cost implications, can be considered and introduced later in project
development.
3.10.2
Types of Project Enhancements
There is a wide variety of enhancements available for bridge projects. For the purposes of this
discussion, three classifications are identified as Structural, Aesthetic and Recreational.
1. Structural Enhancements
These are enhancements that affect the way a structure performs. The enhancement
can be in the form of a structure type or layout which may not be optimum from an
economic or a purely structural standpoint but is selected for superiority in combining
sensitivity to community setting or historic ambiance and maintenance of acceptable
operating standards. Examples are replacement trusses that bear extra fabrication and
construction costs or haunched prestressed boxes that replicate arch construction but
involve extra material and fabrication costs. These alternates may not be as structurally
efficient as conventional designs, yet perform adequately and better replicate a desired
era of construction. Designers should be cautious with the use of false structural
facades, such as placing a truss in front of a girder span, to replicate a historical detail.
Such treatments usually result in a bridge that is neither historical looking nor aesthetic.
It is usually better to use an architecturally pleasing form that does not try to copy a
historical detail.
The enhancement can also take the form of a preferred treatment, as in the use of
innovative repair procedures or materials to preserve a bridge that is historic or
contributes to the historic character of a setting. Examples of innovative repair
procedures are the installation of an arch to reinforce an inadequate truss or lining a
deteriorated masonry arch with a steel liner. Lightweight materials such as lightweight
concrete or composite materials may allow the rehabilitation of bridges considered
inadequate for typical design loadings.
2. Aesthetic Enhancements
Aesthetic enhancements affect the appearance of a structure and likely have economic
impacts, but have minimal, if any, structural impacts. Treatments such as stone facing,
form liners or concrete stamping are options that can be considered to enhance the
appearance of a structure. Decorative bridge lighting along with decorative railing are
often proposed to blend with community settings. Further information on aesthetics is
available in Section 23.
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April, 2006
3. Recreational Enhancements
Bicycle and pedestrian accommodations represent the majority of applications in this
category. However, there are a variety of alternate applications to consider. Many
NYSDOT bridges cross streams and rivers, some of which are prime fishing venues.
Parking areas for anglers can be included as a project enhancement and, where safety
considerations allow, wider bridges to accommodate anglers can be considered. Similar
treatments can apply when vistas or other features that attract sightseers are
encountered. Parking areas, overlooks or other accommodations such as sidewalks on
the bridge can be considered.
While these enhancements can be considered in response to community sentiment or the
habits of the public in general, the designer must place the safety of the traveling public as the
number one priority in project development, design, construction and the eventual operation of
the proposed facility.
3.10.3
When to Identify Enhancements
Enhancements should be identified early in the project development process to allow a

reasonable evaluation of the costs and benefits associated with the enhancement. Obviously,
parking areas or overlooks, or even facilities such as sidewalks or bikeways, may require the
acquisition of right of way and should be considered in the project scoping stage. The selection
of a structure type can have similar impacts. Structure type selection is generally done in the
final design phase of a project. However, certain types of structures, such as trusses, cannot be
constructed in stages and can impose maintenance of traffic issues that impact alignment
selection, contract duration and right of way issues. These impacts should be evaluated early in
the project process.
It is also important to look beyond an enhancements initial cost when determining its viability.
The cost to maintain and inspect the facility should be considered and the responsibility for
maintenance clearly defined. This is particularly important when facilities such as sidewalks
continue off the bridge or when parking areas or overlooks are provided.
3.10.4
Summary
All NYSDOT projects should reflect the Departments environmental ethic. It is the designers
responsibility to integrate this ethic into a projects design characteristics. The characteristics
must be introduced at a point in the project development process that allows a meaningful
evaluation of benefits and costs. Above all, the safety of the traveling public must remain the
Departments number one priority and any project enhancements must conform to that priority.
April, 2006
3-23
3.11
Final Preliminary Bridge Plan
3.11.1
General
The Final Bridge Preliminary Plan defines, by means of drawings, the concepts of the finished
bridge. The following details are used to define the bridge and its approaches.
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Plan View
Elevation View including a section of the feature being crossed
Transverse Bridge Section including the type of pier, where appropriate
Profiles
Typical Section(s) of the Bridge Approach(s)
Notes & Design Parameters
These details and drawings will become the first sheets of the detailed contract documents
prepared for each new structure. (See Appendix 3F for a checklist.)
3.11.2
Format
The Bridge Preliminary Plan generally consists of at least two sheets. The following details
appear on each sheet.
Sheet 1
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Plan view of the finished structure with the general features of the existing bridge
shown dotted
Full elevation view of the new structure
Hydraulic Summary Table/Detour Opening Note
Appropriate Highway Curve Data Table
Preliminary Approval Signature Box
Sheet 2
Any continuation of the plan and elevation view should be broken at a point of support (pier or
abutment) and continued a small distance past the support. The center line of support shall be
the location of the match line.
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Full Transverse Section of the New Structure (showing a pier type where appropriate)
All necessary profiles with banking details
A detailed banking diagram of the bridge deck if it is in transition
Construction and Traffic Staging Details - Start with the existing structure and
continue showing the typical traffic and new construction limits in each stage. A
finished bridge section does not have to be shown if it has been provided elsewhere
on a preliminary bridge plan sheet. These sections should follow a true projection
sequence from the top to the bottom of the sheet.
Typical Approach Section showing the approach slab, railing transition details, and
wingwall or retaining wall treatment where appropriate.
Special elevation views to show the treatment of wingwalls, slopes, etc.(as required).
3-24
April, 2006
Preliminary Plan Sheet Notes

This is a listing of general and specific design notes as well as questions or proposals to the
Region for review and comment. The preliminary cost estimate of the structure and preliminary
foundation information (if available) are included. These notes are prepared on standard
8 x 11 paper and included with the preliminary plan. (See Appendix 3G.)
3.12
Each new and replacement structure requires the preparation of a Structure Justification
Report. This report will also list principal dimensions and features of the existing and
replacement structure. A sample Structure Justification Report form is provided in Appendix 3H.
The report should include a discussion of waterway opening and alignment, skew, span length,
number of spans, existing features, available structure depth, utility locations, horizontal
clearances, material choice, aesthetic features, railing and constructability.
The structure type options that were considered prior to selecting the final structure type and
configuration should also be discussed. If the final choice was based on an economic
comparison, the supporting estimates should be provided. All Structure Justification Reports
must contain a determination and statement whether or not the structure is considered
innovative or unusual. See Section 20.2.2 for criteria and information on innovative and
unusual bridges.
3.13
Hydraulic Justification Report
Each new and replacement structure over water requires the preparation of a Hydraulic
Justification Report (HJR). The report is prepared or approved by the Hydraulic Engineering
Unit (or Regional Hydraulic Engineer) prior to Preliminary Plan approval by the Deputy Chief
Engineer, Structures.
Major rehabilitations may require an HJR if the waterway area is being affected. Contact the
Hydraulic Engineering Unit or Regional Hydraulic Engineer to determine if an HJR is necessary.
The report contains a brief description of the stream crossing and watershed, and any existing
ice or debris issues. A description of the existing structure and any hydraulic or scour
deficiencies is provided. The discussion of the proposed structure includes type, material,
alignment, dimensions and whether a temporary detour structure will be provided. The hydraulic
analysis is summarized and freeboard noted for both the Design flow (Q50) and Basic flow
(Q100). Specific scour protection and hydraulic features are described.
When a hydraulic analysis is not required (i.e. bridge over gorge with abutments not near the
waterway, or bridge over controlled section of NYS Barge Canal) the Hydraulic Engineering Unit
prepares a statement summarizing the reasons an analysis is not needed, in lieu of the HJR.
January, 2008
3-25
APPENDIX 3A
BRIDGE DATA SHEET FOR ALL STRUCTURES
NEW YORK STATE DEPARTMENT OF TRANSPORTATION
Date:
, Regional Structures Engineer, Region
Approved By:
(Approval should be via e-mail from the Regional Structures Engineer )
DESCRIPTION
1.
2.
3.
4.
5.
6.
PIN:
BIN:
Project Description:
County:
Town:
City/Village:
GENERAL
5.
Over Roadway Description (Information can be found in WINBOLTS Report and/or Design Report)
a.
State Highway Name and Number
b.
Route Number
c.
Local Road Number/Name
d.
Functional Classification
NHS System
e.
Design Speed
Truck Traffic
Projected Traffic Year
f.
Projected AADT
g.
6.
Under Roadway Description (Information can be found in WINBOLTS Report)

a.
State Highway Name and Number
b.
Route Number
c.
Local Road Number/Name
d.
Functional Classification
NHS System
e.
Design Speed
(See Bridge Manual Section 2)
f.
Minimum Vertical Clearance Required
7.
Maintenance of Existing Traffic (Information can be found in Design Report)

a.
Is there vehicular traffic which must be
maintained?
b.
If yes, how will it be maintained?
c.
If a temporary detour structure is
required, what live loading should be
used? (See section 2.6.3 of Bridge Manual)
d.
Does pedestrian traffic need to be
maintained?
e.
If yes, how will it be maintained?
f.
Is the bridge part of a designated
bicycle route?
EXISTING STRUCTURE
8.
9.
Structure Description:
Original Construction Contract No.(s)
(Information can be found in WINBOLTS Report)
10.
Type of structure, span, and skew

January 2008
3A-1

11.
12.
Are plans available?
Do they accompany
submittal?
Is there any asbestos on the existing bridge ? (See record plans and Section 3.9
of Bridge Manual)
13.
Is the bridge within or adjacent to an area of contaminated sediment or

soil such as a superfund site? (Information can be found By GIS Search)
If so, must contaminated soil be distributed or removed?
14.
Disposition of superstructure and estimated

cost (Information can be found in WINBOLTS Report)
15.
Disposition of substructure and estimated

cost (Information can be found in WINBOLTS Report)
16.
Are there sidewalks on the bridge?
17.
Specify any utilities carried on structure

(See Bridge Inspection Report in WINBOLTS)
a.
b.
Do any of these utilities need to be kept in service during

construction?
Can any of these utilities be interrupted for a given period of time?
PROPOSED STRUCTURE
18.
Recommended type and reason for preference

(See Section 3.0 of Bridge Manual)
19.
Typical Bridge Section:

a
Number of lanes
b.
Lane width
c.
Shoulder width
d.
Are sidewalks needed?
e.
Sidewalk location and width
f.
Should railing be used instead of barrier?
Explain
g.
Are adjacent driveways or sight distance a problem?
Explain
h.
Are there geometry issues involved?
Explain
i.
Is deck drainage a concern?
Explain
j.
Is water flow over Roadway a concern?
Explain
k.
Should protective fencing be used?
l.
Should a permanent snow fence be installed on the structure?
m. Railing Design Service Level
20.
Should provision be made for utilities? (Include letters of request by utility

companies)
a.
Size
b.
Number
c.
Type
d.
Indicate location, span capability, weight per lineal foot and amount
of insulation:
3A-2
January, 2008
Bridge Data Sheet Part A

21.
Should provisions be made for lighting? If yes, provide light standard

locations by stations and offsets, and indicate size of conduit in an excel
table in the projects ProjectWise folder.
Are any signs to be supported by the structure?
If yes, Give sizes, weights
22.
Are there any aesthetic requirements?

Is the structure located within the Adirondack Park?
Is the structure located within the Catskill Park?
Should access for fishing, hiking or wildlife be provided under the bridge?
If yes, explain
Are any parking or boat launching facilities adjacent to bridge site?
If yes, explain
Is the existing structure a historic landmark or a contributing factor to a
historic district? (Information can be found in WINBOLTS Report)
Are there any other special environmental considerations for this Bridge?
If yes, explain
23.
Do you recommend that approach slabs be used?
(Based on input from the
Regional Structures, Geotechnical, and Materials Groups)
24.
a.
b.
c.
d.
e.
Should weathering steel be used?

Should drip bars be used?
Should all or a portion of the substructure concrete be cleaned?
Should the steel be painted?
What color paint is desired?
25.
Datum used
Required correction to USGS Datum
(See NYSDOT Survey Manual for Information on site specific correction factors, Map
numbers available from WINBOLTS)
Name of USGS quadrangle (7.5 min. Series) showing structure location

26.
Miscellaneous:
MATERIALS TO BE SUBMITTED:
27.
All electronic files submitted shall meet the requirements as set forth in the Departments CADD
Standards and Procedure Manual and Appendix 14 of the Project Development Manual. The
designer should ensure that all electronic files submitted meet the requirements of the CADD
Standards and Procedure Manual and Appendix 14 of the Project Development Manual prior to
making them available to the Structures Division. Any files not meeting these requirements will be
rejected and will have to be resubmitted once the files are corrected to meet the appropriate
standards. It shall be the responsibility of the Regional Project Design Engineer or the Regional
Structures Engineer to notify the bridge designer of any changes in the alignments, profiles,
superelevation, sections, or the proposed finished grade which will affect the final bridge design. A
Digital Terrain Model (DTM) of the existing ground and the proposed finished grade shall be required
which covers an area 50 meters from either side of the extremities of the proposed bridges. The
required submittal of a Digital Terrain Model does not exclude the required submittal of waterway
cross sections as required in the Waterway Supplement, Appendix 3B.
28.
Electronic files are available on ProjectWise under the appropriate Regional folder and PIN. Plans
can be plotted at various scales from 1:100 to 1:2500. The following chart shall be filled in by the
Designer. All information required by structures shall be coordinated between the structures
designer and the group providing the information. As an example; 1:250 scale plans with contour
intervals should be displayed at 0.5 m for steep terrains and 0.2 m contour intervals for flat or rolling
terrain.
January 2008
3A-3

File Name
Location - Folder In ProjectWise
1.) Geometry Project (Alg)

Feature
Horizontal
A.) Existing-Over
"
Under
"
Additional
"
Additional
"
Additional
B.) Proposed-Over
"
Under
"
Additional
"
Additional
"
Additional
C.) Detour
File Name
Vertical
Superelevation
N/A
N/A
N/A
N/A
N/A
Location - Folder In ProjectWise
2.) Surface (Dtm)

A.) Existing-Original Ground
"
Bridge Deck
B.) Proposed-Approaches
"
Bridge Deck
3.) 2D/3D Base Mapping
A.) Photogrammetry
B.) Survey
4.) Right of Way (ROW)
A.) Existing
B.) Proposed
5.) Utilities
A.) Existing
B.) Proposed
6.) Boring Location File
7.) Baseline Survey File
8.) Highway Plan/Work File
9.) Typical Sections
10.) Miscellaneous (A) File
11.) Miscellaneous (B) File
Note: Some data fields may be N/A (Not Applicable) or Pending.
3A-4
January, 2008
Bridge Data Sheet Part A
29.
One copy of boring logs. Indicate on 1:250 scale plan.

(Boring logs are obtained from the Regional Geotechnical Engineer and can be scanned and posted in Project Wise in PDF
format)
30.
For projects that cross the New York State Barge Canal System, the "Residency Map" for the bridge
site should be obtained from the Division Canal Maintenance Engineer, of the Canal Corporation,
NYS Thruway Authority.
31.
Any site restrictions pertaining to Wetlands, Parklands, and Historical or Archeological Areas, should
be shown on the 1:250 scale plans (Available in the General Plan files on Project Wise)
32.
Photographs of the existing bridge and approaches.
33.
Plans of the existing bridge - preferably "As Builts"
34.
Please submit costs for the following items which are to be assigned to the bridge share.
a.
Utilities
b.
Maintenance and protection of traffic
c.
Removal and disposal of existing bridge
d.
Channel Work
e.
Detour Structure
f.
Special approach and transition work
(Many As-Built drawings are now available on the P:Drive @

P:\Office of Engineering\Design\MO_RecordPlans\As-Built Contract Plans)
January 2008
3A-5
APPENDIX 3B
BRIDGE DATA SHEET PART 2 - WATERWAY SUPPLEMENT
NEW YORK STATE DEPARTMENT OF TRANSPORTATION
PIN:
BIN:
SITE CONDITIONS AT EXISTING STRUCTURE

1.
a.
Length of span along center line of highway

(Information is available from WINBOLTS Report)
b.
Skew angle
c.
Is the waterway area adequate during extreme high water?*
d.
Has scour occurred?* ________Describe: ____________________________________
2.
Does erosion or deposition occur on bank or streambed or both?* _____Describe:____________
3.
a.
Does the waterway carry ice? _____
Light
Light ______ Medium _____Heavy ______
What problems have been created by ice:

Blockage ________
b.
Scour _________
Does the waterway carry debris?
Structure Damage __________

Light ______ Medium ____Heavy ________
What problems have been created by debris?

Blockage ______Scour _______ Structure Damage ________
4.
5.
Is there an existing dam, lake, or reservoir near the proposed structure?

a.
Location, type, and condition:
b.
If there is a dam immediately adjacent to proposed structure, give streambed elevations above and
below the dam:*
Does the bridge cross a designated stream or river? (Recreational, Wild & Scenic) _________________
(Information is available thru ARCGIS Search)
6.
Does the bridge cross a stream or river which is part of a Army Corps of Engineers Flood Control Project?
If yes, Explain
7.
Indicate any State or Federal Environmental Agency construction restrictions on in-stream work times:**
8.
Is there a flood insurance study at this location?*
9.
Estimated time duration of temporary detour structure
April, 2006
3B-1
10.
11.
Elevation of extreme high water at existing bridge as observed by:*

a.
Gage
Date Observed
b.
Local residents:
Date Observed
c.
D.O.T. Personnel:
Date Observed
d.
Are photos of extreme high water available?
Was the high water affected by ice blockage?*

Was the high water affected by debris blockage?*
12.
What is the ordinary water elevation:*
13.
What is the low water elevation:*
14.
What is the ordinary high water elevation:*
15.
Does stream or river reach high water rapidly?*
Describe
Is the water recession rapid?
Describe
Has water ever over topped the structure?*
Describe
Has water ever over topped the structures

approaches?*
Describe
If so, to what elevation?
What Date
16.
17.
Elevation of lowest under-clearance point of superstructure:*
18.
Size of drainage area above structure in square kilometers:*
19.
Estimated discharge in cubic meters per second:*
20.
State any objections to a pier in the stream:
21.
Describe character of surrounding terrain:
22.
Miscellaneous:
NAVIGATION REQUIREMENTS
23.
Does existing structure have navigation lights?
24.
Is there tidal influence at the project location?**
25.
Give size, type, and volume of marine traffic:
April, 2006
3B-2
EXISTING UPSTREAM STRUCTURE

26.
a.
BIN: (Information is available from WINBOLTS Report)
b.
Carries:
c.
Span measured along centerline of highway
d.
Skew Angle:
e.
Is the waterway area adequate during extreme high water?
f.
Has scour occurred?
EXISTING DOWNSTREAM STRUCTURE

27.
a.
BIN: (Information is available from WINBOLTS Report)
b.
Carries:
c.
Span measured along centerline of highway
d.
Skew:
e.
Is the waterway area adequate during extreme high water?
f.
Has scour occurred?
MATERIALS TO BE SUBMITTED:
28.
Two copies of the Bridge Data Sheet Part 2
29.
Required stream cross sections:

C Downstream of project bridge 30m; 60m; 90m; 120m; 150m; 300m; 600m. For streams with slopes
flatter than .3m in 300m, take an additional section 1200m downstream.
C Upstream of project bridge: a distance equal to the length of the proposed bridge; that length plus
30m; that length plus 60m and one at a bridge length plus 150m. Where the bridge length exceeds
300m the Hydraulic Engineering Unit shall be contacted for a recommendation for the section
location.
C Take sections at all structures (bridges, dams, etc. including the existing project bridge) within the
limits of the required cross sections listed above. If a lake or dam exists within 16km downstream of
the site, contact the Hydraulic Engineering Unit for guidance.
C Additional cross sections should be taken at points where the characteristics of the terrain change
radically, where the flow is constricted, where the shape of the channel changes, at sharp bends in
the stream, confluence with tributaries, etc. Contact either the Regional Hydraulic Engineer or the
Main Office Hydraulic Unit for information.
C Sections should be at least 7 times the width of the low flow channel, and if possible, as wide as the
100 year flood plain. In cases where the flood plain is very wide, shots should be taken as far away
from the stream bank as practical.
C Section data may be provided in Projectwise but in all cases must be reported in an ASCII text file,
listed from left to right looking downstream starting with the farthest downstream section.
30.
If any channel work is proposed, provide a profile of the existing stream channel and proposed
stream channel showing:
C P.V.I.'s and grades covering 150 meters upstream and 150 meters downstream from the centerline
of the proposed stream crossing.
C Existing ground elevations, approximate existing ground line (label contours.)
April, 2006
3B-3
31.
Channel cross sections at all bridges shall be taken at both the upstream and downstream faces of the
bridge. Sections shall include:
C Dimensions of bridge opening
C Elevations of stream bed, water surface, bottom of bridge superstructure, top of road and faces of
piers and abutments.
C Outline and dimension of piers and abutments with offsets and elevations at or near the face of the
project bridge.
C Type of stream bed material at bridge site: (silt; sandy silt; sand; sand and gravel; gravel; rocks)
C Type of vegetation on overflow and type of stream bed.
32
Plan at 1:500, 1:1000, or 1:2500 scale with location and orientation of stream cross sections
33
1:250 (or other acceptable scale) plots of stream cross sections, looking downstream with offsets and
elevations.
*
**
Check on available information from Regional Hydraulics Engineer or Maintenance Engineer.

Check on available information from Regional Hydraulics Engineer or Environmental Unit
April, 2006
3B-4
Appendix 3C
Project Monitor Sheet
Project Monitor
(Target Dates)
P.I.N.____________
DESIGN PHASE (6-7 MONTHS)
HYDRAULIC
ANALYSIS
FINAL P S & E
TO REGION FOR REVIEW E. C. D
30 DAYS
DATE
DATE
60 DAYS
DATE
DATE
DATE
30 DAYS 30 DAYS
COMPLETED P S & E
ADVANCE DETAIL PLAN 75%
RECEIVE FINAL FDR RECOMMENDATION
APPROVED PRELIMINARY PLAN
BEGIN FINAL DESIGN
ADVANCE PRELIMINARY PLAN
60 TO 90 DAYS
DATE
DATE
30 DAYS
DATE
SITE DATA RECEIVED
SITE DATA REVIEWED
C. G. PERMIT
PRELIMINARY PLAN STAGE
DESIGN AND DETAIL STAGE
PROGRAMMED ________________ CHECKED___________
______________________________________
______________________________________
HYDRAULICS_________________ FOUNDATIONS________
______________________________________
______________________________________ ______________________________________
______________________________________ ______________________________________
______________________________________ ______________________________________
______________________________________ ESTIMATED COMPLETION DATE (ECD)
COMMENTS _____________________________________
April, 2006
3C-1
Appendix 3D
Preliminary Plan Development
for New and Replacement Bridges
Introduction
The preparation of a Preliminary Structure Plan is the first step in preparing final bridge
plans for inclusion in a project PS&E package.
The Preliminary Structure Plan presents in a clear and concise way, the intended bridge
design for the project. The proposed structure should be compatible with the overall
conditions of the site; that is, geometric, topographical, cultural, ecological, etc., and should
be consistent with the cost, scope, and schedule established for the project.
The importance of the Preliminary Structure Plan should not be minimized. The plan
provides interested parties both within and outside the Department with an opportunity to
understand the project work. The clearer the preliminary plan, the clearer that understanding
will be, and the more relevant review comments will be. A well developed Preliminary
Structure Plan presents a structure that will be safe, economical, constructable, and
consistent with the requirements of the project.
The following is a step-by-step procedure for developing a Preliminary Structure Plan. While
specifics of the project may result in a slight reordering of the steps presented, all the steps
should be included in the development.
April, 2006
3D-1
STEPS IN THE PRELIMINARY PLAN PROCESS:

NEW OR REPLACEMENT STRUCTURES
1.
Collect Support Data

a.
Design Approval Document (DAD) - Provides the latest project definition.
b.
Bridge Site Data - Region or Consultant assembles a Site Data Package

(SDP) for each bridge in a project. The package provides the designer with
the information required to select a structure for a specific site. It provides the
hydraulics engineer with data needed to perform a hydraulic analysis and it
defines any outside agency requirements (utilities, DEC, etc.). (See
Appendices 3A and 3B for SDP requirements.)
The Site Data Package shall be reviewed and approved by the Regional
Structures Engineer.
All Site Data necessary to perform a hydraulic analysis and evaluation will be
submitted to the hydraulics engineer at the earliest possible date. Appropriate
portions shall be submitted electronically. The hydraulics engineer can be
from the Office of Structures Hydraulic Engineering Unit, the Regional
Hydraulics Engineer or a Consultant.
If the Office of Structures is the bridge designer, then a complete Site Data
Package for each structure should be submitted to the Office of Structures.
Appropriate portions should be submitted electronically. One copy should be
sent to the Geotechnical Engineering Bureau.
If the Region or a Consultant is the bridge designer, only those portions of the
Site Data Package (excluding hydraulic requirements) that facilitate the
technical progress review need to be submitted to the Office of Structures.
Refer to Item 3 of this appendix, Perform In-Progress Technical Review, for
required submissions. One copy of the SDP should be sent to the
Geotechnical Engineering Bureau.
2.
Develop the Structure Study Package

a.
Prepare Structure Study Plan

This plan may also be referred to as an advance preliminary, 40%
preliminary or size, type and location. Its purpose is the same, however: to
ensure that all issues or questions regarding the concept of the proposed
structure are resolved at the earliest point practical in the design process.
The size, type, and location/orientation of the structure are the major items
investigated and selected at this point in the process. For a typical structure,
a Structure Study Plan should include the following information:
C
C
C
3D-2
Plan view (1:250) showing bridge centerline and features crossed

Substructure locations (existing and proposed)
Span lengths
April, 2006
C
C
C
C
C
C
C
b.
Elevation view (1:250) or larger

Minimum clearances (horizontal & vertical)
Full transverse sections of proposed bridge including proposed staging
details (if applicable) and utility locations (if applicable)
Existing contours
Existing & proposed boring locations
Profile of all roads and/or railroads, including banking diagrams*
Horizontal alignment data
*Included in Design Approval Document (if available)
Prepare Structure Justification Report (SJR)

This report documents why the particular structure size, type and location as
presented in the Structure Study Plan was selected. It does not need to cover
why replacement was selected over rehabilitation (or vice versa), since that
decision has already been documented in the Design Approval Document.
Typical topics to be discussed in the SJR include:
C
C
C
Superstructure type, configuration, materials

Substructure type, foundation constraints (if known)
Hydraulic, M&PT, Railroad, ROW constraints, etc.
An SJR form which facilitates the report preparation is available for use by
the designer (See Appendix 3H). The "Comments and Alternates" portion of
the form should include, but not be limited to, a discussion of the following
factors to the extent they affect the type of structure selected:
C
C
C
C
C
C
C
C
C
C
C
C
c.
M&PT requirements
Utilities
Design exceptions due to nonstandard features (e.g., sag curve and crest
curve)
Brief narrative of existing hydraulic conditions at the site (e.g., ice, debris)
Subsurface soil conditions, type of foundation, and type of temporary
sheet piling/lagging system (if required)
Any special features (e.g., aesthetic treatments)
Anticipated construction problems
Construction cost estimates
Structure alternates eliminated from selection
Reasons for barrier/railing type selected
Reasons for alternate selected
A determination whether the structure is innovative or unusual.
Prepare a Preliminary Cost Estimate

The Office of Structures has developed a preliminary bridge estimating tool
called the Preliminary Cost Estimate Worksheet. It uses a cost estimate
methodology based on shoulder break area. The shoulder break
methodology is advantageous for use early in a project when bridge
particulars, such as abutment heights and locations, are not known. This
April, 2006
3D-3
methodology provides reasonable compensation for positioning abutments

anywhere within the shoulder break length. The approach also utilizes cost
comparisons to similar bridges constructed in the recent past. Copies of the
most recent Preliminary Cost Estimate Worksheet, in a spreadsheet format,
may be obtained from the Office of Structures Bridge Program and Project
Development Group, in electronic or hard copy form, or from the Department
web site.
d.
Establish Hydraulic Criteria

For bridge projects over water, the designated hydraulics engineer, the Office
of Structures Hydraulic Engineering Unit, the Regional Hydraulics Engineer,
or a design consultant will provide the designer with a hydraulic summary
which includes a preliminary Hydraulic Data Table. The summary will
document the review of the proposed structure regarding freeboard and scour
requirements, and document other hydraulic requirements considered in the
selection of the type and size of the structure. Hydraulic criteria for any
temporary structure will also be required.
3.
Perform In-Progress Technical Review

A progress review is performed at this time to ensure that the structural solution
being developed is consistent with the scope of the project, is technically and
economically appropriate, and responds to the site conditions, restrictions, etc., that
have been identified.
This review of the structure study package (structure study plan/structure justification
report/preliminary cost estimate/hydraulic criteria) should be conducted to gain a
consensus among affected Regional Groups, the Office of Structures, and the
Regional and Main Office Geotechnical Engineering Groups. It should include the
consultant, if that consultant is performing work for the Department which is impacted
by the bridge work in any way. This review should take place regardless of designer,
since the review helps ensure that the structure being presented satisfactorily meets
project requirements and provides an early evaluation of possible foundation
problems and alternatives. The review also allows the Geotechnical Groups to
determine if additional subsurface information is warranted (e.g., more or deeper soil
borings, more rock cores or probes). The Geotechnical Engineering Group
responsible for the structure foundation recommendation should also evaluate the
appropriateness of the type of structure proposed and the proposed
temporary/permanent sheet piling/lagging system. A preliminary foundation
recommendation memorandum will be issued by the Geotechnical Engineering
Group as part of their review.
3D-4
April, 2006
For a complete review, the following items are required:

C
C
C
C
Structure Study Plan

Preliminary Cost Estimate
Bridge Site Data
Soil Boring Logs
Bridge Data Sheets Part I (Items 1-26)
Part II (Items 1-29)*
C
C
C
Preliminary Hydraulics Summary and Data Table*

Design Approval Document
As-Built Bridge Plans (for Replacement Bridges on similar alignment)
*Required for hydraulic crossings only.
The Structure Study Plan Package should be submitted directly to all reviewers (i.e.,
the Office of Structures, Regional Structures Engineer, Main Office and Regional
Geotechnical Engineering Bureaus and any impacted project consultant) for review.
In-Progress Technical Review comments for region designed projects shall be
coordinated by the Office of Structures Design Quality Assurance Bureau.
In-Progress Technical Review comments for consultant designed projects shall be
coordinated by the Region, the Consultant Manager or the Office of Structures
Design Quality Assurance Bureau. The Region shall designate the coordinator of
progress review comments.
In-Progress Technical Review comments for Office of Structures designed projects
shall be coordinated by the Office of Structures.
One month shall be provided for technical review after all review material is received.
4.
Complete Preliminary Structure Package

a.
Prepare Preliminary Structure Plan

The Preliminary Structure Plan is developed from the Structure Study Plan,
considering comments generated from the In-Progress Technical Review.
The Preliminary Structure Plan will present the project in more detail and
include a 8 x 11 Preliminary Plan Note sheet, containing descriptive project
information. The completed plan should present a full picture of the bridge
project and work that is to be done. The Preliminary Structure Plan should
include the following:
C
C
C
April, 2006
Plan view including controlling clearances and dimensions

Full transverse section of the proposed structure with elevation view of a
proposed pier
Sections of approach treatments
3D-5
C
C
C
C
C
C
C
C
C
Profiles of over and under features and banking diagrams

Stream profile and sections (only if relocating the stream)
Hydraulic Box including temporary structure note
Staging details showing bridge sections including maintenance of traffic
stages and new construction stages
*Notes regarding design specifications
*Proposed foundation treatment
*Disposition of utilities
*Special conditions that may apply
*Updated preliminary cost estimate
*included in preliminary notes
Appendix 3F contains a preliminary plan checklist and layout and Appendix

3G contains preliminary plan sheet notes that should be used as a Quality
Control tool by the design group progressing this plan.
b.
Revise Structure Justification Report

During completion of the Preliminary Structure Plan, the SJR should be
revised (if necessary) to reflect any changes resulting from new information
or review comments.
c.
Revise Preliminary Cost Estimate

During the completion of the Preliminary Structure Plan, the preliminary cost
estimate should be revised (if necessary) to reflect any changes resulting
from new information or review comments.
d.
Prepare Hydraulic Justification Report

The hydraulic engineer will provide the designer with a Hydraulic Justification
Report, (HJR) to be appended to the SJR, prior to submitting the completed
Preliminary Plan Package to the Deputy Chief Engineer (Structures) for
approval.
e.
5.
Complete Preliminary Plan Checklist (See Appendix 3F).
Transmit for Final Review

The completed Preliminary Structure Package (revised Preliminary Structure Plan,
Preliminary Plan notes, revised SJR, revised Preliminary Cost Estimate, and the
HJR) shall be submitted for final review. Submissions and comment coordination
shall be the same as in Item 3, In-Progress Technical Review of the Structure Study
Package.
6.
Resolutions of Final Review Comments and Approvals

The final comments are resolved and a revised Preliminary Structure Package is
sent to the Deputy Chief Engineer (Structures) for approval.
3D-6
January, 2008
The Preliminary Structure Package occasionally will be approved and transmitted to

the Region with additional minor comments. These minor comments may include
changes to notes or minor detail changes (e.g., wingwall skew angles). These minor
comments should be incorporated into the Advance Detail Plans.
7.
Distribution of Approved Preliminary Bridge Plan

a.
After approval, the Project Development Unit of the Office of Structures

makes the following distribution:
Region - Two sets of prints.
NYS Thruway Authority/Canal Division (when involved) - One set of prints.
FHWA - One set of prints for structures involving the interstate or any major
structure with alternate design.
Landscape Architecture Bureau - One set of prints for structures with
sidewalks, bicycle facilities or shared-use paths.
Concrete Unit, Office of Structures - One set of prints for bridges utilizing
precast concrete elements.
Design Services Bureau (for projects involving railroads or when the Design
Services Bureau is doing the highway design) - Two sets of prints.
Consultant Management Bureau (when involved) - One set of prints.
Geotechnical Engineering Bureau - One set of prints.
Foundation & Construction Unit, Office of Structures - One set of prints.
Special Designs - When the following special designs are used one set of
prints or files to known suppliers.
C Prefabricated steel bridges
b.
After receipt of the Approved Plan, the Region makes the following
distribution:
DEC- 2 set of prints (for projects involving water crossings).
State Historic Preservation Officer (SHPO) - When involved.
Utility Companies - When involved.
Local Officials - When involved.
8.
Revisions to an Approved Preliminary Structure Plan

Any changes made to the Preliminary Structure Plan after "Approval" by the Deputy
Chief Engineer Structures (D.C.E.S.) shall be made only with concurrence of the
D.C.E.S.
January, 2008
3D-7
3D-8
Hydraulic
Analysis
Hydraulic
Summary &
Table
Distribution of Approved
Preliminary Plan
(Internal and External)
Hydraulic
Justification
Report
Site Data
Collect
Support
Data
Prepare
Structure
Study
Package
Perform
In-Progress
Technical
Review
*Structure Study Plan

*Structure Justification
Report
*Preliminary Cost Estimate
*Hydraulic Criteria
Design
Approval
Preliminary
Foundation
Recommendations
Complete
Preliminary
Structure
Plan
Package
Preliminary
Plan
Package
Review
Preliminary
Plan
Approval
*Structure Justification Report

*Preliminary Structure Plan
*Preliminary Cost Estimate
*Hydraulic Justification Report
Foundation Design
Requirements (FDR)
Report
PRELIMINARY BRIDGE PLA N DEVELOPMENT FLOW CHART

NEW AND REPLACEMENT BRIDGE PROJECTS
April, 2006
This flow chart is the same, regardless of designer and/or hydraulic engineer
Prepare
Advance
Detail
Plans
In-House Preliminary Bridge Plan Preparation Sequence

Site Data Received
&Reviewed by
PDU R1-10
PDU (with SDB Designer when

appropriate) initiates contact with
various units and organizations to
assure awareness of the proposed
project.
PDU, in consultation with the SDB,
the Bridge Foundation Unit and
GEB, attempts to verify the
adequacy of the existing subsurface
information or the need for
additional borings.
Develop Structure Study

Package
(See NYSDOT Bridge
Manual
Appendix 3D 2.a-d)
PDU Coordinates with;

GEB, Bridge Foundation
Unit,
Hydraulics,
Coast Guard, Railroad
By SDB
Design Decision
(Director/Asst Dir
SDB)
PDU notifies Asst. Dir. SDB that Site

Data is received
PDU assures completeness and
conformance to Design Criteria
represented in the projects Final
Design Report. PDU identifies any
physical or environmental
characteristics that may influence the
size, type or location of the proposed
structure.
PDU maintains communication with
the Region to assure timely site data
submissions.
By PDU
Develop Structure Study

Package
(See NYSDOT Bridge
Manual
Appendix 3D 2.a-d)
In-Progress Technical Review
Layout & Design by

Design.
by PDU
Two Copies:
RDE - att: RSE.
GEB cc: Bridge Foundation Unit;
Concrete Eng. Unit (Precast Only);
Hydraulic Engineering Unit
(for bridges over water);
Highway & Railroad Design Section of
the DSB if joint design with DSB;
Rail Agree. Section of DSB if RR
project;
Consultant if joint Design with Cons.
One Copy:
PDU, Director/Asst. Dir. SDB.
Layout & Design by

PDU.
by SDB
Incorporate comments and prepare

Final Preliminary Plan Package
(See NYSDOT Bridge Manual
Appendix 3D 4.a-d)
Abbreviations
DCES Deputy Chief Engineer
Structures
Submit for approval:

Through: Unit Head PDU
Asst. Dir. SDB Dir. SDB
To: DCES for Approval
GEB Geotechnical
Engineering Bureau
DSB Design Services Bureau
PDU Project Development
Unit
RDE Regional Design
Engineer
RSE Regional Structures
Engineer
April, 2006
PDU Distributes
PDU enters project into Preliminary Plan database
and distributes
Two Copies:
RDE - att. RSE;
Rail Agreements Section of DSB, if RR Project
One Copy:
GEB cc: Bridge Foundation Unit;
Highway & RR Design Section of DSB, if joint
design with DSB ;
Consultant Engineering firm, if joint design with
Consultant
PDU maintains a
database that contains
both basic and
unusual project
features, and allows
sorting for future
reference.
3D-9
Appendix 3E
Preliminary Bridge Plan Work Process
(Structures Division Design)
Scoping and/or early input is done at the Region's request. A preliminary file should be
started for the project, including any input that may have been provided (i.e., telephone
conversation logs, notes of informal meetings and site visits).
The submission of a Site Data Package usually starts the formal process:
1.
Site Data is received by the Structures Division. The Bridge Program and Project
Development Group logs it in, makes a work file and retrieves any records from the
main office files. The Structure Design Bureau is informed and the design squad who
will design the bridge is selected at this time.
2.
The Hydraulic Engineering Unit is informed and the hydraulics information along with
a copy of the soil boring logs and the Bridge Data Sheets Parts I & II is taken by the
unit.
3.
The Bridge Program and Project Development Group reviews the package and
prepares the review reply to the region.
4.
The Preliminary Bridge Plan is assigned to either the Bridge Program and Project
Development Group or a design squad. When the Hydraulic Engineering Unit is
ready, the designer discusses the proposed structure types with them.
5.
Jobs are usually assigned by PS&E priority, but sometimes they are assigned by
size and complexity. Input from the Region, Geotechnical Engineering Bureau,
Construction Support/Bridge Foundations Unit, Design, Construction, Design
Bureau, Regional Environmental contact, Manufacturers, Canals, Thruway and
Hydraulics is sought as needed. Schedule meetings as needed.
6.
Schedule site visits as needed. Coordinate with other involved parties. A report and
photo log should be prepared for each site visited. Photo logs of most projects
involving hydraulics are available from the Hydraulic Engineering Unit.
7.
Drafting assignments are usually made by PS&E priority. Complexity, schedule and
Coast Guard permit needs should also be considered.
8.
The assigned engineer reviews the Advance Preliminary Plan prior to its distribution.
Corrections are made and an advance is sent to: Region, Geotechnical Engineering
Bureau, Structures Foundation Unit, Design Unit, Rail Unit and certain Fabricators.
The necessary transmittal letters are prepared.
April, 2006
3E-1
9.
Within 30 days of the Advance Preliminary Plan the engineer should do a final review
of the plan, prepare an estimate if it was not done previously, prepare a Structure
Justification Report and obtain the Hydraulic Justification Report. All comments
received should be resolved. If a comment cannot be resolved over the telephone, a
memo may have to be written.
10.
The designer completes the Preliminary Plan checklist.
11.
After comments are resolved, the designer submits the preliminary plan to the
Director of the Structure Design Bureau for signature. The Preliminary Plan is then
submitted to the D.C.E.S. for signature.
12.
Distribution of the final approved plan is next. See Appendix 3D, subsection 7 for
details of distribution.
3E-2
April, 2006
Appendix 3F
Structures Preliminary Plan Checklist
PLAN (Scale 1:250 or 1:125, but may vary where appropriate)
Orient with over road up station to the right and centerline at horizontal, when
possible.
Indicate north arrow.
Indicate and identify appropriate base lines, TGLs, PORs, center lines and station
lines, with stations for over roadway, stream or railroad.
Indicate Base Line points and label accordingly.
Indicate azimuths for station lines on tangent alignment and show P.C., P.T., T.S.,
S.T., S.C., and C.S. for the station lines on curved alignment if they occur within the
scope of the plan (show in tabular form also).
Indicate equality stations for intersections of over road, with road, stream or railroad
below.
Indicate contours on the appropriate CADD level. Emphasize index contours of 0 and
5 and show other contours in 0.5 m increments for steep terrain and 0.2 m for flat
terrain.
Indicate existing topography. Label features to remain and indicate disposition of

existing structures.
Indicate and identify existing substructure and superstructure in dashed lines and
indicate whether it is to remain or be removed.
Indicate and identify destinations and directions for vehicular and rail traffic.
For structures with a tangent alignment, indicate and identify the skew angle that a
line normal to the centerline of the structure makes with the centerline of the road,
stream or railroad below (Tangent Alignment).
For curved structures, provide the centerline of bearing azimuths for all
substructures.
Identify the point at which minimum vertical clearance occurs.
Identify minimum horizontal clearance to piers or abutments where critical.
Identify span lengths and out-to-out bridge width.
January, 2008
3F-1
Indicate and identify lane, shoulder, shoulder break and mall widths on approaches
for over and under roads.
Indicate borings by standard symbol and identify.
Indicate and identify slope protection and extent of placement.
Indicate and identify gutter details, where necessary.
Indicate and identify utilities, lighting standards or signs on the structure, where
appropriate.
Indicate and identify face of approach and bridge rail and/or barrier.
Tie structure down by clearance distance to substructure or by centerline of bearing

station.
Indicate section marks for Elevation View.
If a temporary detour is to be constructed in the vicinity of the structure, show

centerline of alignment and appropriate details including width.
For Stream Structures:

a.
Indicate and identify theoretical channel width as solid lines.
b.
c.
d.
Indicate and identify proposed channel width, alignment as solid lines.

Identify direction of stream flow, or ebb and flow of tides and edge of water.
Indicate and identify stream bank protection, showing limits by stations or
dimensions.
Indicate spur dikes, if necessary.
or
e.
Indicate hydraulic information in standard table and include detour structure note with
type, size and loading.
Show maintenance note for railroad structures, if available. Obtain from Rail
Agreements Section in the Design Quality Assurance Bureau.
ELEVATION (Scale 1:100 or 1:250 usually, but may vary where appropriate)
Position immediately beneath the plan.
Indicate elevation of structure along fascia, looking parallel to highway. May be

projected down if the scale is the same.
Indicate and identify appropriate existing ground line (show dashed).
Indicate and identify datum elevation line.
Identify embankment slopes.
3F-2
January, 2008
Indicate approximate existing and proposed footing locations and elevations.

Show piles if required.
Indicate and identify any architectural treatment on abutment and walls.
Indicate and identify over road highway approach railing and bridge railing/barrier.
Indicate and identify existing and proposed pipes and utilities, where appropriate.
For structures over highways:

a.
b.
c.
d.
e.
f.
g.
For Structures over Streams:

a.
b.
c.
d.
e.
f.
g.
h.
Indicate section but not dimensions of under roadway. Identify as existing,

proposed, and future.
Indicate and identify or H.C.L., station line, T.G.L. and point of rotation of
under roadway.
Identify cross slopes of under roadway.
Identify minimum horizontal clearances and indicate guide rail, where
required.
Identify minimum vertical clearance over travel lane or usable shoulders.
Indicate and identify type and thickness of slope protection.
Indicate and identify "deflection berm" or safety slopes, if required, at piers
and abutments.
Indicate and identify the theoretical or actual bottom angle width or channel
width at the controlling elevation.
Indicate and identify slope protection.
Identify Design High Water Elevation at bridge or Maximum Navigable and
Normal Pool elevations, where applicable.
Indicate and identify minimum freeboard above Design High Water elevation,
or vertical clearance over maximum navigable pool elevation.
Indicate and identify navigation lights where applicable.
Indicate stone fill at piers where required, i.e., around the footing, inside the
cofferdam, etc.
Provide navigation channel dimensions.
Show pier impact protection details and locations of rub rails or dock fenders,
where appropriate.
For Structures over Railroads:

a.
b.
c.
April, 2006
Indicate all pertinent track dimensions not shown in plan.

Indicate and identify min. vertical clearance over railroad clearance point.
If clearance from center line of track to face of multi-columned pier is less
than 7.62 m indicate a crash wall (unless railroad has waived this
requirement).
3F-3
TYPICAL BRIDGE SECTION (Scale 1:100 or 1:50)
Orient looking up station.
Indicate widths and identify lanes, shoulders, sidewalks, medians, tapers, auxiliary
lanes and all other elements carried on the structure and show cross slopes.
Indicate and identify or H.C.L., T.G.L., station line and point of rotation.
Identify slab depth and description (240 mm monolithic bridge slab), or type and
thickness of wearing surface (150 mm on prestress concrete sections).
Indicate and identify railing, parapet and curb type and height.
Indicate and identify prestressed concrete beams, steel stringers or other types.
Indicate that size and spacing of beams/girders are to be determined by designer.
Indicate and identify utilities and conduits.
Indicate configuration of pier.
PROFILES (No Scale)

For each over road, under road, railroad and relocated stream, provide the following as
appropriate:
Indicate profile data on each side of structure, or elevations where existing pavement
is met.
Show PVI station and elevation, length of vertical curve, middle ordinate and sight
distance (SSD or HSD).
Indicate grades on each side of all PVI with correct signs.
Indicate datum elevation line with stations, approximate existing ground line, final
T.G.L., and equality points.
Locate structure by indicating embankment end slopes and superstructure and

include the equality points.
Indicate stations of superelevation transitions, direction and percent of slope.
For Railroads:
a.
b.
c.
3F-4
Show profile for rail that controls vertical clearance.

Specify top of existing and/or top of proposed rail as appropriate.
Specify track number and identify which rail is being plotted.
For stream relocation identify T.G.L. as bottom of dish.
April, 2006
Structures Preliminary Plan Checklist
GENERAL
Check that widths of roadways and superelevation agree with the design report and
design speeds.
Check that all horizontal clearances are acceptable according to Section 2.
Indicate any datum correction note on the plan sheet.
The front sheet of the preliminary bridge plan should provide abbreviated horizontal
alignment curve data. The highway portions of the plans should include the complete
curve data. Use the following format:
SIMPLE CURVE DATA
PC or PT Station
Radius
Length of Curve, LC
SPIRAL CURVE DATA

TS Station
Radius
Length of Curve, LC
Length of Spiral, LS
Complete the hydraulic information for the standard table. Include the required
opening size of any temporary structure and the required design load. (See Section
3.4.2 for the format).
Design Live Load Note for Temporary Structures.
April, 2006
3F-5
Appendix 3G
1.
GENERAL NOTES:
2.
DESIGN SPECIFICATIONS: NYSDOT LRFD BRIDGE DESIGN SPECIFICATIONS.
3.
CONSTRUCTION
AND
MATERIALS
SPECIFICATIONS, JANUARY 2, 2006.
4.
DESIGN LOAD: AASHTO HL93 AND NYSDOT DESIGN PERMIT VEHICLE.
5.
FUNCTIONAL CLASSIFICATION:
6.
DESIGN SPEED:
7.
PROJECT TRAFFIC YEAR:
8.
AADT:
9.
TWO-WAY DESIGN HOUR VOLUME:
10.
PERCENT OF TRUCK TRAFFIC:_____%
11.
BOTTOM OF FOOTING ELEVATIONS
12.
TOP OF FOOTING ELEVATIONS - (FOR ROCK)
13.
ESTIMATED COSTS TO BE INCLUDED IN BRIDGE ESTIMATE:
SPECIFICATION:
ABUTMENTS:
NYSDOT
STANDARD
PIERS:
or
BRIDGE @ $_____ PER SHOULDER BREAK SQUARE METER

OR BRIDGE @ $_____PER LINEAR METER (CULVERT TYPE)
REMOVAL OF EXISTING STRUCTURE
MAINTENANCE & PROTECTION OF TRAFFIC (BRIDGE SHARE)
DETOUR STRUCTURE
SPECIAL APPROACH WORK
UTILITIES (BRIDGE SHARE)
MISCELLANEOUS
CHANNEL WORK (BRIDGE SHARE)
TOTAL BRIDGE SHARE
January 2008
$____________
____________
____________
____________
____________
____________
____________
____________
$____________
3G-1
DESIGNER NOTES
The following notes are to be used by the designer as appropriate.
14.
ASBESTOS:
15.
REGION INDICATES THERE IS NO ASBESTOS ON EXISTING BRIDGE.
16.
THE PRESENCE OF ASBESTOS ON THE EXISTING HAS NOT YET BEEN DETERMINED.
17.
REGION INDICATES THERE IS ASBESTOS ON EXISTING BRIDGE.
18.
AVAILABLE BEAM DEPTH:
19.
AVAILABLE BEAM DEPTH: XXX mm BASED ON 610 mm MIN. FREEBOARD.
20.
AVAILABLE BEAM DEPTH: XXX mm (OR X.XXX m) BASED ON X.XXX m VERTICAL

CLEARANCE.
21.
PLEASE INVESTIGATE POSSIBILITY OF USING XXX mm BEAM TO PROVIDE 0 mm OF

FREEBOARD.
22.
USE XXX mm PRESTRESSED CONCRETE BOX BEAMS.
23.
USE XXX mm PRESTRESSED CONCRETE SLAB UNITS.
24.
USE XXX mm x XXX mm GLULAM STRINGERS, WITH XXX mm GLULAM DECK WITH XXX
mm MINIMUM ASPHALT WEARING SURFACE.
25.
THE MINIMUM FREEBOARD CONSIDERED ACCEPTABLE AT THIS LOCATION IS XXX mm.

THIS CAN BE ACHIEVED BY USING A XXX mm DEEP BEAM AND A 150 mm WEARING
SURFACE, OR 240 mm DECK WITH 50 mm HAUNCH. AFTER FINAL DESIGN, THE
FREEBOARD SHOWN IN ELEVATION A-A SHOULD BE REVISED TO REFLECT THAT
ACTUAL ABSOLUTE MINIMUM FREEBOARD.
26.
BASED ON MEETING AN EXISTING LOW BEAM ELEVATION OF X.XXX, XXX mm IS THE

AVAILABLE BEAM DEPTH. THIS PROVIDES A FREEBOARD OF XXX mm. THE ACTUAL
FREEBOARD MUST BE CALCULATED BASED ON FINAL BEAM DEPTH.
27.
If freeboard is 610 mm or more say 610 mm MIN. ALLOWABLE FREEBOARD.
28.
If 0 mm freeboard is provided, show in elevation as 0 mm FREEBOARD.
29.
Do not indicate a negative freeboard.
30.
Under pressure flow, show location of water surface and label in elevation view.
3G-2
April, 2006
31.
HYDRAULIC INFORMATION:
32.
WATER ELEVATIONS @ APPROACH: XX M

D.H.W. X.XXX
O.H.W. X.XXX
(FROM TABLE)
O.W. X.XXX
L.W. X.XXX
33.
STREAM VELOCITY FOR TWO-YEAR FLOOD
34.
HYDRAULICS ANALYSIS WAIVED, NO HYDRAULIC TABLE.
35.
WATER SURFACE ELEVATIONS NOT APPLICABLE DUE TO WATERFALLS.
36.
MAINTENANCE OF TRAFFIC:
37.
TRAFFIC IS TO BE DETOURED OVER LOCAL ROADS.
38.
TRAFFIC IS TO BE MAINTAINED AT SITE ON A TEMPORARY STRUCTURE.
39.
TRAFFIC IS TO BE MAINTAINED ON EXISTING STRUCTURE UTILIZING STAGE

CONSTRUCTION.
40.
TRAFFIC IS TO BE MAINTAINED ON EXISTING STRUCTURE.
41.
TRAFFIC IS TO BE MAINTAINED AT THE SITE BY MEANS OF A TEMPORARY AT-GRADE

CROSSINGS. (Railroad crossings)
42.
RECORD PLANS:
43.
SKETCHES ARE AVAILABLE IN FOLDER IN LIEU OF AS BUILT PLANS.
44.
AS-BUILT PLANS NOT AVAILABLE.
45.
AS-BUILT PLANS AVAILABLE IN DESIGN FOLDER.
46.
REMOVALS:
47.
EXISTING SUBSTRUCTURE TO BE REMOVED TO XXX mm BELOW FINISHED GROUND

UNDER BRIDGE ESTIMATE.
48.
EXISTING STRUCTURE TO BE REMOVED UNDER BRIDGE ESTIMATE.
49.
EXISTING SUBSTRUCTURE TO BE REMOVED TO ELEVATION AS NOTED UNDER BRIDGE

ESTIMATE.
50.
EXISTING PILE BENTS TO BE REMOVED TO EXISTING GROUND UNDER BRIDGE

ESTIMATE.
51.
ABUTMENTS TO BE LEFT IN PLACE AND FILL PLACED OVER AND IN FRONT OF THEM.
52.
EXISTING SUPERSTRUCTURE TO BE REMOVED IN ITS ENTIRETY.
April, 2006
XX.X m/s
3G-3
53.
PORTIONS OF THE EXISTING SUPERSTRUCTURE ARE TO BE SALVAGED AND TO

BECOME THE PROPERTY OF ______________ (STATE, COUNTY OR CITY, ETC.) - need a
special note identifying the components to be saved

54.
RESTRICTIONS:
55.
STREAM IS CLASS C (T), REGION WILL PROVIDE ANY D.E.C. RESTRICTIONS.
56.
STREAM IS A CLASS C (T). NO INSTREAM WORK BETWEEN __/__/__ AND __/__/__.
57.
CLASS C (T) STREAM
58.
ADJACENT WETLANDS REQUIRE STEEPER SLOPES, LONGER U-WINGWALLS, ETC.
59.
SLOPE PROTECTION:
60.
STONE FILLING (MEDIUM/HEAVY) WILL BE REQUIRED TO STABILIZE ALL DISTURBED

SLOPES.
61.
STONE FILLING (MEDIUM/HEAVY) WILL BE REQUIRED IN CHANNEL BOTTOM AND ALL

SIDE SLOPES TO 150 mm ABOVE 100-YR. FLOOD XX m EITHER SIDE OF FASCIA - MEET
APPROX. EXIST. CHANNEL BOTTOM.
62.
PLACE STONE FILL TO AN ELEVATION EQUAL TO X.XXX. (300 mm ABOVE DHW)
(1.0 m above the maximum navigable elevation)

63.
STONE FILLING (HEAVY/MEDIUM) TO BE PLACED 300 mm ABOVE D.H.W. OR AS

INDICATED IN PLAN AND INCLUDED IN BRIDGE ESTIMATE TO LIMITS SHOWN.
The following note is for stream bridges with piers in or adjacent to water:
64.
ANY BACKFILL MATERIAL AROUND THE PIERS WITHIN A MAXIMUM LIMIT OF ONE
FOOTING WIDTH ON EITHER SIDE OF THE PIER FOOTING SHALL BE STONE FILLING
(MEDIUM/HEAVY).
65.
SPECIAL NOTES:
66.
PERMANENT STEEL SHEET PILING IN N.W. QUAD TO BEGIN AT STA. XXX + XX.
67.
SIDE SLOPES IN THE NE QUADRANT WILL BE STEEPER THAN 1 ON 2 TO AVOID FILLING

THE EXISTING DITCH.
68.
OFFSETS BETWEEN EXISTING ("E" LINE) AND PROPOSED ("G" LINE) ARE IN THE
DESIGN FOLDER.
3G-4
April, 2006
69.
SUBSTRUCTURE AND SUPERSTRUCTURE DETAILS:
70.
ABUTMENTS SHALL BE BUILT PARALLEL TO EACH OTHER AT AZ 0E-00'-00".
71.
ABUTMENTS & PIERS SHALL BE BUILT PARALLEL TO EACH OTHER AT AZ 0E-00'-00".
72.
USE INTEGRAL ABUTMENT DETAILS - NO AUGURING REQUIRED. (bridges less than 30

meters)
73.
INTEGRAL ABUTMENTS - AUGURING REQUIRED.
74.
USE INTEGRAL ABUTMENT DETAILS FOR SUPERSTRUCTURE TO SUBSTRUCTURE

CONNECTION.
75.
USE SEMI-INTEGRAL ABUTMENT DETAILS
76.
APPROACH SLABS SHALL BE CONTINUOUS WITH BRIDGE DECK.
77.
FASCIAS BUILT PARALLEL.
78.
FASCIAS SHALL BE CONSTRUCTED PARALLEL TO LOCAL TANGENT AZIMUTH OF

0E-00'-00".
79.
JOINTLESS DETAILS ARE PROPOSED.
80.
INVESTIGATE USE OF JOINTLESS DETAILS.
81.
VARY OVERHANG OR CURVE FASCIA TO ACCOMMODATE XXX mm THROW DUE TO

SPIRAL.
82.
GIRDERS WILL BE STRAIGHT W/ VARIED OVERHANG.
83.
MAKE STRUCTURE CONTINUOUS FOR LIVE LOAD.
84.
UTILITIES & LIGHTING
85.
NO UTILITIES OR LIGHTING SHALL BE CARRIED ON STRUCTURE.
86.
NO UTILITIES WILL BE CARRIED ON STRUCTURE.
87.
NEW STRUCTURE TO CARRY XX mm GAS LINE ON EAST SIDE.
88.
UTILITIES PENDING, REGION WILL PROVIDE LOCATION, SIZE, NUMBER, ETC.
89.
UTILITY(IES) TO BE CARRIED ON (LEFT, RIGHT) SIDE OF STRUCTURE IS, XXX mm

WATER LINE, XX mm CONDUIT FOR TELEPHONE, ETC.
90.
NAVIGATION LIGHTS ARE REQUIRED.
April, 2006
3G-5
91.
WEATHERING STEEL:
92.
WEATHERING STEEL WILL BE USED. DRIP BARS ARE REQUIRED. CLEANING OF

SUBSTRUCTURE CONCRETE IS REQUIRED.
93.
WEATHERING STEEL WILL BE USED. DRIP BARS ARE REQUIRED. CLEANING OF

SUBSTRUCTURE CONCRETE IS NOT REQUIRED.
94.
RAILING:
95.
RAILING DESIGN SERVICE LEVEL (indicate TL-2, TL-4 or TL-5).
3G-6
April, 2006
REGION NOTES
96.
APPROACH SLABS:
97.
ENTIRE COST OF REINFORCED CONCRETE APPROACH SLABS IS TO BE INCLUDED IN

BRIDGE ESTIMATE.
98.
APPROACH SLABS ARE NOT PROPOSED. DO YOU CONCUR?
99.
ASBESTOS:
100.
PLEASE VERIFY IF ANY ASBESTOS IS PRESENT ON EXISTING STRUCTURE.
101.
BANKING DIAGRAM:
102.
PLEASE VERIFY BANKING DIAGRAM STATIONS, AND CROSS-SLOPES.
103.
BORINGS:
104.
PLEASE PROVIDE BORINGS.
105.
PLEASE VERIFY BORING LOCATIONS.
106.
CURVE DATA:
107.
PLEASE PROVIDE CURVE DATA FOR ROUTE 000.
108.
PLEASE VERIFY CURVE DATA FOR ROUTE 000.
109.
DETOUR:
110.
COMPLETE PS&E PACKAGE FOR THE FULL HIGHWAY DETOUR INCLUDING THE
DETOUR STRUCTURE WILL BE THE REGION'S RESPONSIBILITY.
111.
PLEASE PROVIDE THE FOLLOWING INFORMATION FOR THE DETOUR: ALIGNMENT,

WIDTH, AND DESIGN LOAD.
112.
DRAINAGE:
113.
PLEASE INDICATE DESIRED DRAINAGE TREATMENT @ BRIDGE.
114.
NO HIGHWAY DRAINAGE WILL BE PERMITTED ON RAILROAD RIGHT OF WAY.
115.
GUIDE RAIL:
116.
PLEASE INDICATE IF RAILING TREATMENT MEETS W/ YOUR APPROVAL.
117.
PLEASE INDICATE IF RAILING TREATMENT MEETS W/YOUR APPROVAL, SPECIFICALLY

THE NE CORNER AT GRAVEL DRIVE.
118.
PLEASE INDICATE DESIRED RAILING TREATMENT AT GRAVEL DRIVE IN NW QUAD.
April, 2006
3G-7
119.
HYDRAULIC INFORMATION:
120.
PLEASE PROVIDE OBSERVED WATER ELEVATIONS: OHW, OW, AND LW.
121.
LIGHTING:
122.
PLEASE LOCATE LIGHTING STANDARDS AND GIVE STATIONS AND OFFSETS.
123.
MISCELLANEOUS:
124.
PLEASE PROVIDE LIMITS OF TAPER ON TRAVEL LANES.
125.
PLEASE PROVIDE RADIUS FOR CREEK . (reconstructed channels)
126.
"PEDESTRIAN FENCING..." IT IS OUR INTENTION TO INSTALL SUCH A SYSTEM ON THIS

STRUCTURE. PLEASE INDICATE YOUR ACCEPTANCE OR REJECTION OF THIS
PROPOSAL. (Sidewalk is necessary in order to use this note. Don't put on before getting
approval from region.)

127.
RESTRICTIONS:
128.
PLEASE PROVIDE ANY D.E.C. RESTRICTIONS.
129.
PLEASE INDICATE WHEN IN-STREAM WORK IS TO BE RESTRICTED.
130.
R.O.W.:
131.
PLEASE PROVIDE PROPOSED R.O.W.
132.
PLEASE PROVIDE EXISTING & PROPOSED R.O.W.
133.
SLOPE PROTECTION:
134.
PLEASE VERIFY LIMITS FOR STONE FILLING (MEDIUM/HEAVY).
135.
UTILITIES:
136.
PLEASE LOCATE ALL UTILITIES IN VICINITY OF STRUCTURE AND INDICATE THEIR FINAL
DISPOSITION.
137.
PLEASE INDICATE LOCATION OF ALL UTILITIES TO BE CARRIED ON STRUCTURE. ALSO

PLEASE PROVIDE NUMBER, SIZE, TYPE, WEIGHT/METER, ETC.
3G-8
April, 2006
138.
WEATHERING STEEL:
139.
DO YOU HAVE ANY OBJECTION TO THE USE OF WEATHERING STEEL?
140.
IF WEATHERING STEEL IS NOT DESIRED, PLEASE INDICATE COLOR YOU WISH STEEL
TO BE PAINTED.
141.
WILL YOU REQUIRE CLEANING OF THE SUBSTRUCTURE CONCRETE?
(Information notes - not for plans. Weathering steel will not be painted: use A572 instead.)
April, 2006
3G-9
FOUNDATION NOTES
142.
SCOUR ELEVATION
@ABUT
X.XXX m
@PIER
X.XXX m
143.
CIP PILES XXX KN CAPACITY
144.
STEEL BEARING PILES HP _____ x_____ WITH A XXX kN CAPACITY.
145.
SPREAD FOOTINGS ON SOIL OR ROCK
3G-10
BEARING CAPACITY
________ kPa
COEFF OF FRICTION
________ kPa
April, 2006
Appendix 3H
STRUCTURE JUSTIFICATION REPORT

P.I.N:
TITLE:
DATE:
SITE DATA RECEIVED:
B.I.N.:
PS&E:
COUNTY:
ADV. PRELIM. PLAN:
EXISTING
PROPOSED
YEAR BUILT:
NO. OF SPANS:
SPAN LENGTH:
WIDTH:
SUPERSTRUCTURE:
SUBSTRUCTURE:
SKEW:
M&PT:
UTILITIES:
ASBESTOS:
SLOPE PROTECTION:
INNOVATIVE/UNUSUAL STRUCTURE
COMMENTS & ALTERNATIVES:
YES:
(specify)
NO:
(See Appendix 3D.2.b for information about factors that should be considered.)
January 2008
3H-1
STRUCTURE JUSTIFICATION REPORT

P.I.N:
B.I.N:
PAGE:
COMMENTS CONTD:
Signature/Title:_____________________________
Date:______________________________________
April, 2006
3H-2
Section 4
4.1
General Guidelines for Excavation Protection and Support
The designer should become familiar with the appropriate specifications in the most current
version of the Standard Specifications for Construction and Materials. The following guidelines
shall in no way supersede the specifications. The intent of these guidelines is to explain the
differences between the types of systems that are used to support excavations and those used
to protect the workers and to identify:
C
C
C
When they are used.

Who is responsible for the design.
What is to be shown on the Plans.
These guidelines are also intended to point out how protection system items are related to
excavation items and to explain which excavation items include protection system provisions.
These guidelines conform to OSHA definitions, which differentiate between a support system as
being a "structure . . . which provides support to an adjacent structure, underground installation,
or the sides of an excavation" and a protective system, which protects workers from cave-ins.
"Protective systems include support systems, sloping and benching systems, shield systems,
and other systems that provide the necessary protection."
It is assumed that designers are familiar with the design procedures necessary to do the
designs. If, however, geotechnical design assistance is needed, refer to "Geotechnical Design
Procedure for Flexible Wall Systems" GDP-11 or contact the appropriate Departmental
Geotechnical Engineer.
If support or protective systems are used in the vicinity of a railroad right-of-way, special
requirements are usually necessary. Contact the appropriate Railroad Liaison for additional
information. (See Chapter 23 of the Highway Design Manual.)
Protection for employees working in an excavation shall be provided except when:
C
C
The excavation is made entirely in stable rock; or

The excavation is less than 1.52 m deep and an examination of the ground by a
competent person gives no indication of a potential cave-in.
April, 2006
4-1
For excavation depths from 1.52 m through 6.1 m, a protective system must be used, but may
not be paid for separately by the State. The following scenarios are given to illustrate when
additional pay items are needed to provide for a protective system, or a support system. The
first scenario does not require separate payment by the State for a support or protective system.
The second scenario illustrates when a protective system is appropriate and separate payment
is to be made by the State and the third when a support system is required and separate
payment is to be made by the State.
1.
If no encumbrance within a slope of 1 vertical to 1.5 horizontal measured from

the bottom of the excavation to existing ground, OSHA regulations cover worker
protection. Only excavation items need to be specified. Payment shall be based
on payment lines shown on the plans.
2.
For trenches only, if there is an interference within the 1 vertical and 1.5
horizontal slope but vibrations are minor and repairable subsidence is not
considered to be a problem, an Excavation Protection System (EPS) should be
specified as compared to a support system (i.e., sheeting). An EPS is not
acceptable for stage construction of highways or bridges.
3.
If 1 or 2 above cannot be satisfied, an appropriate sheeting support system is

required and shall be specified.
For excavations greater than 6.1 m, the Excavation Protection System shall not be specified. A
protective system shall be designed and specified (i.e., a sheeting item) to provide for worker
protection in excavations over 6.1 m or a designed layback by the Geotechnical Engineering.
Bureau.
4.2
Unclassified Excavation and Disposal
This is a general excavation Item (203.02) to remove material not provided for in another Item.
Typically, this involves large excavations using large equipment. No special care, other than
reaching grade, is required.
No provisions for a support system are included in this item. Additional items for support or
protective systems must be added, as necessary, for support of the excavation or to protect
workers.
4.3
Structure, Trench and Culvert, and Conduit Excavation
The Structure Excavation Item (206.01) provides a small, neat excavation using smaller
equipment. The Trench and Culvert Items (206.02 and 206.04) provide a neat excavation in a
confined space; typically for pipe or culvert excavations. The Conduit Excavation Item (206.03)
also provides a neat excavation in a confined space; typically for conduit or direct buried cable
excavations. For all Items, special care is required to provide an excavation with an undisturbed
bottom.
4-2
April, 2008
It is the Departments intent to detail an excavation with laid back slopes when the Contractor
has a choice between the allowable OSHA options of laying back excavation slopes or
designing an appropriate system. Therefore, in order to detail an excavation without a support
or protection system, sufficient room for layback or sloping of the excavation side must be
available. No additional payment will be made for excavation or backfill beyond the limits
indicated on the plans. The pay limit for structure excavation shall be detailed as shown in the
BD sheets. For all system items other than the Excavation Protection System Item, the system
must be designed and detailed on the plans by the State or the State's Consultant. If the
Excavation Protection System Item is appropriate and specified (See Section 4.5), the design is
the responsibility of the Contractor.
The designers attention is called to Item 206.04 - Trench and Culvert Excavation - O.G., which
specifies that the top payment line is "the ground surface prior to commencing work." Over time,
the typical construction contract has changed from building a road on new location to
rehabilitating an existing facility. Todays operations on existing location requiring the
maintenance of traffic dictates how a contractor sequences the work. This new item should
result in the best method of measurement for most construction contracts.
However, there are some instances where it is desirable to use the old method of measurement
for trench and culvert excavation. For these instances Item 206.02 - Trench and Culvert
Excavation, whose only purpose is to keep the old top payment line and method of
measurement, is still appropriate. The instances where this item should be used are:
1. Road built on new location.
2. Construction taking place on existing road where a majority of the road is closed and
traffic rerouted by a detour detailed in the plans.
3. When, after considering M&P/T, excavation work, road configuration and other
factors, the logical and probable sequence of work the Contractor will choose is
general excavation/fill first then trench and culvert excavation second.
The designer, when using Item 206.02 Trench and Culvert excavation under #3, should always
consult the Regional Construction Office to confirm the decision. Both items can be used on the
same project provided clear details are shown in the contract documents.
The following information is to be shown on the Contract Plans:
C
C
Location
Typical sections showing payment lines (when the situation is not covered by the
Standard Sheets).
4.4
Removal of Substructures
This item (202.19) is used only to remove concrete and masonry. If excavation is needed to
remove the substructure, the excavation should be shown and paid for under the Structure
Excavation Item (206.01). Item 202.19 is used to partially or fully remove stone or concrete
substructures that are not to be repaired or altered and reused.
April 2008
4-3
It is the Departments intent to detail an excavation with laid back slopes when the Contractor
has a choice between the allowable OSHA options of laying back excavation slopes or
designing an appropriate system. Therefore, in order to detail an excavation without a support
or protection system, sufficient room for layback or sloping of the excavation side must be
available. For all system items other than the Excavation Protection System Item, the system
must be designed and detailed on the plans by the State or the State's Consultant. If the
Excavation Protection System Item is appropriate and specified (see Section 4.5), the design is
the responsibility of the Contractor.
4.5
Excavation Protection System
This Item (552.16) should only be used for excavations less than 6.1 m in depth. It provides
temporary support for worker protection only where vibration or minor repairable subsidence are
not considered a problem and no lay-back option is available due to ROW constraints, traffic,
etc. To determine if a lay-back option is available, a slope angle of 1 vertical to 1.5 horizontal
should be used. Examples of when an excavation protection system is appropriate are narrow
trenches in the shoulder area or along the edge of the roadway. This item should not be used
when support for an adjacent structure or underground installation is necessary or when traffic
is to be maintained anywhere within an area located out from the excavation a distance of 3
meters or to a projection of 1 vertical to 1 horizontal from the bottom of the excavation,
whichever is less. (Construction traffic is allowed within the work zone.)
The type of protection system is up to the Contractor. The type and condition of the materials is
also the Contractor's option, subject to the rejection of the Engineer. Sheeting, shoring, trench
boxes or shields, or other preengineered support systems are acceptable alternatives. When no
longer needed for excavation support, the protection system is removed. It may be left in place
only with the written permission of the Engineer. Repair of damage caused by subsidence is the
responsibility of the Contractor.
This protection system is to be designed by the Contractor based upon OSHA requirements.
The following information is to be shown on the Contract Plans:
C
C
Location of the excavation support system placement.

Typical Section (if used for pipe installation).
4.6
Interim Sheeting
4.6.1
Interim Steel Sheeting
This Item (552.15) uses steel sheeting to provide temporary support during progression of an
excavation. This sheeting is then cut off to an elevation specified in the Contract Plans and the
remainder is left in place. The decision to leave in place is usually dictated by soil conditions
and will be made by others. The Geotechnical Group, Rails, Structures or even the Department
of Environmental Conservation may have input during design and should be consulted. For
example, sheeting may be left in place when there is stage construction, when pulling the
sheeting may leave voids, or when the sheeting is adjacent to a structure and pulling the
4-4
April, 2008
sheeting may cause structural damage to the adjacent structure. Sheeting may be previously
used material, but must be in satisfactory condition and suitable for the intended application.
This sheeting is to be designed by the State or the State's Consultant. The following information
is to be shown on the Contract Plans:
C
C
C
C
Plan location of the sheeting placement

Typical section(s) showing:
B Elevations for the top and toe of the sheeting.
B Elevation for the bottom of the excavation.
B Minimum embedment below the bottom of the excavation.
B Elevation at which sheeting is to be cut off.
B Payment lines.
B Location of wales or bracing, if required.
Minimum section modulus for the sheeting
If required, minimum section modulus of wales and size of bracing
Table1 showing the soil parameters used for the design:
LOCATION
ELEVATION
(Meters)
UNIT
WEIGHT
(kNm3)
FRICTION
ANGLE
(Degrees)
WALL
FRICTION
ANGLE
(Degrees)
COHESION
(kPa)
Notes: Divide the passive earth pressure coefficient (Kp) by 1.25.

Groundwater is assumed at Elevation _______.1
A surcharge load of ___kPa is assumed at the top of the wall.1 and 2
Sheeting cannot be driven below Elevation _______, due to
_______ (choices: rock, boulders, compact material, obstructions,
artesian water pressure).1 and 2
Any other pertinent information1
1
If the sheeting is associated with a structure for which a Foundation Design Report (FDR) has been prepared,
the FDR will provide this information. If, however, an FDR has not been prepared or the sheeting is not in the
vicinity of the structure, this information is to be provided by the Geotechnical Engineering Bureau or the
Regional Geotechnical Engineer for inclusion on the plans.
2
If applicable, this note should be added.
4.6.2
Interim Timber Sheeting
This Item (552.14) uses timber sheeting to provide temporary support during progression of an
excavation. This sheeting is then cut off to an elevation specified in the Contract Plans and the
remainder is left in place. The decision to leave in place is usually dictated by soil conditions
and will be made by others. The Geotechnical Group, Rails, Structures or even the Department
of Environmental Conservation may have input during design and should be consulted. For
example; sheeting may be left in place when there is stage construction, when pulling the
sheeting may leave voids, or when the sheeting is adjacent to a structure and pulling the
sheeting may cause structural damage to the adjacent structure. The timber may be used
April 2006
4-5
material and of any acceptable species. It shall be free of any defects that may impair its
strength or tightness.
C
C
C
C

B Typical section(s) showing:
- Elevations for the top and toe of the sheeting
- Elevation for the bottom of the excavation
- Minimum embedment below the bottom of the excavation
- Elevation at which sheeting is to be cut off
- Payment lines
- Location of wales or bracing, if required
Minimum cross section (use actual dimensions) and stress grade for the timber
If required, minimum cross section (use actual dimensions) and stress grade for the
timber of wales and bracing
Show the same table used for Interim Steel Sheeting (Section 4.6.1).
4.7
Temporary Sheeting
4.7.1
Temporary Steel Sheeting
This Item (552.13) uses steel sheeting to provide temporary support during progression of an
excavation. When no longer needed for excavation support, the sheeting shall be removed. The
Contractor may leave the sheeting in place only with the written approval of the Engineer. The
sheeting may be used material, but must be in satisfactory condition and suitable for the
intended application.
C
C
C
C
C
4-6

B Payment lines.
April, 2006
4.7.2
Temporary Timber Sheeting
This Item (552.12) uses timber sheeting to provide temporary support during progression of an
excavation. When no longer needed for excavation support, the sheeting shall be removed. The
Contractor may leave the sheeting in place only with the written approval of the Engineer.
Unless stated otherwise on the Contract Plans, the timber may be used material and of any
acceptable species. It shall be free of any defects that may impair its strength or tightness.
C
C
C
C
C

B Payment lines.
4.8
Permanent Sheeting
4.8.1
Permanent Steel Sheeting
This Item (552.11) uses steel sheeting to provide permanent support. Associated work may or
may not require an excavation. The sheeting is then left in place to function as a structure.
Unless stated otherwise on the Contract Plans, only new, unused ASTM A328M steel is to be
used.
C
C
C
C
C

B Elevation for the bottom of the excavation, if applicable.
B Minimum embedment below the bottom of the excavation, if applicable.
B Payment lines.
Show the same table used for Interim Steel Sheeting (Section 4.6.1) except in the first
note change 1.25 to 1.5 for permanent conditions.
April 2006
4-7
4.8.2
Permanent Timber Sheeting
This Item (552.10) uses timber sheeting to provide permanent support. Associated work may or
may not require an excavation. The sheeting is then left in place to function as a structure.
Unless stated otherwise on the Contract Plans, the timber shall be new, unused material of any
acceptable species. It shall be free of any defects that may impair its strength or tightness.
This sheeting is to be designed by the State or the State's consultant. The following information
C
C
C
C
C
4.9

B Elevations for the top and toe of the sheeting
B Elevation for the bottom of the excavation, if applicable
B Minimum embedment below the bottom of the excavation, if applicable
B Payment lines
B Location of wales or bracing, if required
Show the same table used for Interim Steel Sheeting (Section 4.6.1) except in the first
note change 1.25 to 1.5 for permanent conditions.
Cofferdam and Waterway Diversion Guidelines
The designer should become familiar with the specifications for cofferdams in the most current
version of the Standard Specifications for Construction and Materials. The following guidelines
shall in no way supersede the specifications.
Cofferdams are temporary enclosures to keep excavations free from earth, water, ice, or snow
and to permit the excavation to be carried to elevations shown on the Contract Plans. These
elevations may be lower than the planned bottom of excavation due to an undercut. Permanent
substructure protection systems are not to be paid for under the cofferdam item.
The use of cofferdams, permanent sheeting, stream diversions and associated temporary
access fills requires permits, approvals and coordination with various State and Federal
regulatory agencies (Department of Environmental Conservation, Corps of Engineers,
Adirondack Park Agency, Department of State, U.S. Fish and Wildlife Service, National Marine
Fisheries Service, New York City Department of Environmental Protection, U.S. Coast Guard).
Permits contain conditions that must be adhered to and shall be included in the Contract
Documents (proposal/plans). Regulatory agencies may place seasonal restrictions on work in
the waterway, may require restoration plans, and limit the types of materials to be used. The
Designer should coordinate with the Regional Landscape/Environmental Unit (RL/E Unit) early
in the project design to facilitate environmental reviews and permit/coordination procedures.
The Designer must also coordinate with the Regional Hydraulics Engineer regarding the
location and number of cofferdams and temporary access fills that may be in place at any given
time and the number of construction seasons they will be in place.
4-8
April, 2006
A cofferdam item should be included in contract plans only if the proposed bottom of footing
elevation for a substructure is below the Ordinary High Water (O.H.W.) elevation. A cofferdam
item is generally not called for:
C
C
When existing substructure removal is performed in water (this operation need not be
performed in a "dewatered" condition unless required by specific project requirements),
or
To install stream bank protection (turbidity curtains, dikes or other erosion and sediment
control measures should be utilized, as appropriate, to limit turbidity at the substructure
removal site or when performing bank stabilization activities. At times, a closed system
may be utilized to confine turbidity without having to be dewatered. Those measures
should be paid for under the appropriate Standard Specifications Section 209 pay
items).
At the request of the designer, in consultation with the Regional Hydraulics Engineer, the
Regional Landscape Architect and/or Environmental Engineer and permitting agency, the
cofferdam item shall include additional streambank protection based upon installation timing
and waterway flows. No less than a 2-year storm event potential shall be taken into account in
designing temporary streambank protection.
When permanent sheeting is called for on the Contract Plans to protect against vessel impact, a
cofferdam item shall be included to provide for the cost of de-watering and construction
protection. The Contractor will have the option of installing separate cofferdam protection, or
incorporating the permanent sheeting in the cofferdam system. If the latter option is chosen, the
cofferdam item will cover all additional bracing required to strengthen the sheeting system, if
required, and any work necessary to return the permanent sheeting to its required function after
the cofferdam operation is complete. On occasion, anchor spuds are driven to facilitate
construction of the cofferdam system and they are included in the price bid for the cofferdam.
When the sole purpose of the system is to protect dewatering and construction operations, the
entire system will be covered under the cofferdam item.
Where stream diversion or other alternates are allowed as a substitution, the work shall be paid
for at the price bid for the cofferdam at that location.
Cofferdams will be paid for on an each basis and shown as an enclosed area on the Contract
Plans. This will expedite environmental reviews and permit procedures prior to PS&E. Use a
separate serialized item number for each cofferdam to assure that varying field conditions are
accounted for at each location. Cofferdams will be classified as either Type 1 or Type 2:
Type 1 (Item 553.01nnnn) cofferdams are required for a water depth exceeding 2.5 meters,
measured from the bottom of excavation to anticipated Ordinary High Water or when special
conditions warrant. They must be designed by a Professional Engineer licensed and
registered to practice in New York State retained by the Contractor. The design is submitted
to the Engineer-in-Charge for review a minimum of twenty (20) working days prior to
installation.
April 2006
4-9
Type 2 (Item 553.02nnnn) cofferdams are limited to a maximum anticipated depth of

2.5 meters, measured from the bottom of excavation to anticipated Ordinary High Water.
They must be designed by a Professional Engineer licensed and registered to practice in
New York State retained by the Contractor. The Contractor submits to the Engineer-inCharge, for review, the methods to be employed a minimum of ten (10) working days prior
to installation. No design computations are required to be submitted.
The Designer shall select the appropriate cofferdam type based on anticipated water elevation
and bottom of excavation. Stream integrity characteristics such as high velocity, ice pressure
and scour potential may warrant a Type 1 cofferdam even if the depth is less than 2.5 m.
For cost estimating purposes, assume that the cofferdam extends 0.6 m above Ordinary High
Water and 1.0 m laterally beyond the limits of the proposed footing. See the appropriate section
of this manual related to navigable water clearances for additional information. The Contractor
shall determine the actual field limits required to satisfy conditions of the specification. (Such as
not interfering with battered piles.)
When a cofferdam is used in conjunction with a tremie seal, the designer shall include a note on
the Contract Plans indicating the critical water elevation at which the system should be flooded
in order to prevent the tremie seal from becoming buoyant. See Section 11 for additional
information on the design of tremie seals.
The location(s) of sediment removal areas shall be indicated on the Contract Plans. The
designer should obtain input from the Regional Landscape/Environmental Unit. See Section
17.3, Notes 37 46 for standard cofferdam notes to be placed on the contract plans. In some
streams the Ordinary High Water elevation can be several meters higher than the Low Water
elevation. This could lead to a cofferdam design of excessive size and cost that may be
inappropriate for the majority of the construction operation. In consultation with the Regional
Hydraulics Engineers it may be appropriate to designate by a note on the plans a more realistic
elevation above which the system should be flooded to avoid overloading rather than expect the
cofferdam to serve the most severe field condition as inferred in the specification.
4-10
January, 2008
EXCAVATION REQUIREMENTS
ITEM 203.02
Unclassified
Excavation and
Disposal
ITEM 206.01
Structure Excavation
ITEM 206.02
Trench and Culvert
Excavation and
ITEM 206.04
Trench and Culvert
Excavation - O.G.
ITEM 206.03
Conduit Excavation
and Backfill
ITEM 202.19
Removal of
Substructures
ITEM 580.01
Removal of Structural
Concrete
Intended Use:
General excavation
item to remove
material not provided
for in another item
large excavations
using large
equipment.
Provide a small,
carefully excavated
area with smaller
equipment.
Provide an excavation
in a confined space.
Example: Pipe and
culvert excavations.
Provide an excavation
in a confined space.
Example: Conduit and
direct buried cable
excavations.
To partially or fully
remove stone or
concrete substructures
that are not to be
repaired or altered and
reused. (Does not
include Excavation.)
Removal of structural concrete

from structural concrete
elements. Examples: Patching
of abutments and piers;
abutment backwall removal to a
defined elevation where vertical
reinforcing is to remain and the
backwall reconstructed.
Special Care
Required:
None, other than

reaching grade.
Bottom of excavation
to be undisturbed.
Bottom of excavation to
be undisturbed.
Bottom of excavation
to be undisturbed.
To not damage
remaining concrete, if
any is to remain.
To not damage remaining

concrete.
Disposal:
Included
Included
Included
Included
Included
Included
Backfill
Included:
No
Yes, except select

material.
Yes, except select

material.
Yes
No. Requirements for

Item 206.01 apply.
N/A
Dewatering
Included:
No
Yes
Yes
Yes
Yes
No
Layback Option
Available to
Contractor:
No
Yes-if detailed without

a support or protection
system item.
Yes-if detailed without a

support or protection
system item.
Yes-if detailed without

a support or protection
system item.
Protective
System Design
Responsibility
Excavation support is
not included in this
item. Additional
item(s) must be used.
CONTRACTOR: If
Excavation Protection
System (EPS) Item,
cofferdam, or no
system specified.
STATE OR
CONSULTANT: If any
system other than
EPS or cofferdam
indicated.
CONTRACTOR: If
System (EPS) Item,
cofferdam, or no
system specified.
STATE OR
CONSULTANT: If any
system other than EPS
or cofferdam indicated.
CONTRACTOR: If
System (EPS) Item,
cofferdam, or no
system specified.
STATE OR
CONSULTANT: If any
system other than
EPS or cofferdam
indicated.
CONTRACTOR: If
System (EPS) Item,
cofferdam, or no
system specified.
STATE OR
CONSULTANT: If any
system other than
EPS or cofferdam
indicated.
N/A
Pay Unit
Cubic Meter
Cubic Meter
Cubic Meter
Linear Meter
Cubic Meter
Cubic Meter
No
4-11
4-12
SUPPORT AND PROTECTION SYSTEM REQUIREMENTS
ITEM 206.01*
ITEM 206.02*
ITEM 206.03*
ITEM 206.04*
Trench, Culvert and
Included in these items
is the protection
necessary to ensure
safety of workers.
ITEM 552.10
ITEM 552.11
Permanent Sheeting
ITEM 552.12
ITEM 552.13
Temporary Sheeting
ITEM 552.14
ITEM 552.15
Interim Sheeting Support
System (Left in Place)
Intended Use:
Provide excavation support.

To remain in place to function
as a structure.
Designed By:
State/Consultant
Provide excavation support.

May be removed from site
when no longer required for
support unless written
approval of Engineer allows it
to remain.
State/Consultant
Provide temporary excavation

support. When no longer
needed as support, is cut off
and left in place.Example: Wall
within embankment for staged
construction.
State/Consultant
For excavations less than 6.1 m,

provide temporary support to
protect workers for excavations
where layback is not an option.
Not to be used in the vicinity of
adjacent structure or utility.
Contractor
Materials:
Steel: New
Timber: Any acceptable
species free of defects.
Left in place
New or used
New or used
Anything meeting the

requirements of OSHA.
Removed or left in place with

Engineers approval.
Layback
Option
Available:
De-Watering
Included:
No
No
Left in place after use, but cut

off to elevation shown/stated on
plans.
No
New or used sheeting, shoring,

trench box, or shield; other preengineered support system
Removed or left in place with
Engineers approval.
No
Yes
No:
Included in excavation item.
No:
No:
No:
Yes
Pay Unit:
Square meter
Square meter
Square meter
Square meter
Cubic meter
Show on
Plans:
Plan location//Typical Section

showing: elev. for sheeting
top and toe plus excavation
bottom, min. embedment,
payment lines//Min. section
modulus for sheeting and
wales (if required)//Soil
parameters table
//Groundwater elev.
//Pertinent notes.

showing: elev. for sheeting
top and toe plus excavation
bottom, min. embedment,
payment lines//Min. section
modulus for sheeting and
wales (if required)//Soil
parameters table
//Groundwater elev.
//Pertinent notes.

showing: elev. for sheeting top
and toe plus excavation bottom,
min. embedment, payment
lines//Min. section modulus for
sheeting and wales (if
required)//Bracing size (if
required)// Soil parameters
table//Groundwater elev.
//Pertinent notes//Cut-off
elevation.
Location
Location
Typical Section showing
payment lines when
situation not covered by
Standard Sheets.
Final Status:
ITEM 552.16
Excavation Protection System
Typical Section - If used for pipe

installation.
Contractor
Removed after use.
*If detailed without a support system. See Guidelines
COFFERDAM REQUIREMENTS
ITEM 553.01nnnn
Cofferdams (Type 1)
ITEM 553.02nnnn
Cofferdams (Type 2)
ITEM 553.03nnnn
Temporary Waterway Diversion Structure
Intended Use:
Protect and dewater an excavation to install

foundation elements.
Protect and dewater an excavation to

install foundation elements.
Divert flow
Designed by:
Contractors NYS Professional Engineer
Contractors NYS Professional Engineer
Contractor
Review by New York State:
Design, including computations and method

of installation.
Methods to be employed
Methods to be employed
Materials:
New or used timber or steel sheeting,

impermeable earth-filled bags, precast
concrete, commercially designed system.

impermeable earth-filled bags, precast
concrete, commercially designed system.
Pay Unit:
Each
Each

impermeable earth-filled bags, precast concrete,
commercially designed system, such as a
Portadam.
Each
Show on Plans:
Plan Location
Plan Location
Plan Location
Depth:
Exceeding 2.5 m or special conditions

warrant.
2.5 m maximum
2.5 m maximum
4-13
Section 5
Bridge Decks
5.1
Concrete Deck Slabs
5.1.1
Composite Design
Concrete deck slabs on steel girders are almost always designed to act compositely with the
girders. Composite design provides an advantage in reducing the necessary section of primary
members and also serves to significantly stiffen the bridge. The composite action is attained by
the use of properly designed stud shear connectors.
Prestressed concrete beams are also designed with a composite deck slab, regardless of
whether the beams are spread or adjacent. The composite action is attained by extending
reinforcing stirrups from the top of the beams into the slab.
The design thicknesses for monolithic structural slabs neglect the top integral wearing surface
portion in structural calculations. This is to account for expected wear and deterioration of the
wearing surface. The design thickness for various concrete deck systems are in Table 5-1.
Deck system
Deck Thickness
Design Thickness
Comments
Monolithic Slab
240 mm
200 mm
Epoxy-Coated or Galvanized
Reinforcement
Monolithic Slab
215 mm
200 mm
Solid Stainless Steel or

Stainless Steel Clad
Reinforcement
Two Course Deck
255 or 230 mm
190 mm
See Section 5.1.4
Deck Slab
150 mm
125 mm
Adjacent Concrete Slab

Units or Box Beams
Table 5-1
Deck Thickness Requirements
Dead load calculations shall always include the full thickness of the deck system. All structures
with a monolithic wearing surface shall be designed for a possible future wearing surface
weighing 960 N/m2.
January, 2008
5-1
5.1.2
Monolithic Decks for Spread Girders
5.1.2.1
History
Monolithic bridge decks have been the preferred deck system for many years, although they
have gone through a number of detail changes. They have remained the preferred choice
because of their general performance and cost when compared to alternate deck systems. The
original monolithic deck used in New York was a 7 inch (190 mm) deck with uncoated
reinforcement and a 1 inch (38 mm) cover on the top bars. This deck system was first used
around 1967. Because of concerns about chloride penetration into the deck, the top cover on
the reinforcing steel was increased to 3 inches (83 mm) and the total deck thickness was
increased to 9 inches (235 mm) around 1974. Uncoated reinforcing steel was still used.
With the introduction of epoxy-coated reinforcement for the top mat of steel in 1976, the top
cover was reduced to 2 inches (64 mm) and the total deck thickness to 8 inches (216 mm).
In 1992, because of renewed concerns about chloride penetration and deck durability, the top
cover on the reinforcement was increased to 3 inches (90 mm) and the total deck thickness to
9 inches (240 mm). The top mat of reinforcement remained epoxy-coated.
In 1996, Class HP concrete was introduced for deck slabs. This mix uses a lower water/cement
ratio and substituted 20% fly ash and 6% microsilica for cement. The objective was to decrease
permeability and cracking of deck slabs and to increase workability and strength. In 1997, the
covers on the top and bottom reinforcing steel were adjusted to provide greater protection for
the bottom reinforcement and to reduce cracking of the top of the concrete. The top cover was
decreased to 75 mm and the bottom cover increased to 35 mm. At the same time isotropic
reinforcement was made the preferred deck reinforcement for most situations. See Section
5.1.5.1 for more information on isotropic reinforcement.
The introduction of solid stainless steel and stainless steel clad reinforcement provides
designers with the opportunity to reduce the top cover in bridge decks from 75 mm to 50 mm
because of their exceptional corrosion resistance. The reduction of cover and slab thickness
has the potential to decrease bridge deck load enough to reduce the size or number of girders.
Solid stainless steel and stainless steel clad reinforcement is significantly more expensive than
plain or epoxy-coated reinforcement and requires D.C.E.S. approval. See Section 15 for more
information on stainless steel reinforcement.
5.1.2.2
Current Practice
The standard deck system to be used for new construction with steel girders and spread
concrete beams is a monolithic deck with an integral wearing surface and isotropic
reinforcement with epoxy-coated or galvanized bars in both mats. The D.C.E.S. will make
exceptions to this policy only in unusual circumstances. Bridge deck replacements should use
the same deck system, if possible. However, a thinner monolithic deck, a lightweight concrete
deck or alternative deck system may be used if it is necessary to reduce dead load or if a
thinner deck is required.
5-2
January 2008
Bridge Decks
The concrete strength and dimensions of the standard monolithic deck for bridges with steel
girders or spread concrete beams are as follows:
28-day strength
Thickness
Cover on Top Steel
Cover on Bottom Steel
5.1.3
21 MPa (Class HP concrete)

240 mm
75 mm
35 mm
Monolithic Decks for Adjacent Concrete Beams
The standard deck system to be used on adjacent prestressed concrete beams is a 150 mm
monolithic deck with epoxy-coated or galvanized reinforcement. The monolithic deck is
considered to be an integral wearing surface.
The thickness of bridge decks for prestressed concrete box and slab beams may exceed the
150 mm minimum shown on the plans. This is especially true for structures with superelevated
and curved alignments. For these situations, additional thickness information needs to be
provided. Maximum as well as minimum thicknesses and their locations need to be shown if the
average theoretical slab thickness exceeds 175 mm for a nominal 150 mm minimum deck.
When the maximum slab thickness exceeds 225 mm an additional mat of steel reinforcing bars
should be provided in the thickened section for crack control, see Section 5.1.5.3.
5.1.4
Two-Course Decks
There are two types of two-course decks. One utilizes a 65-mm asphalt concrete wearing
surface over a 190 mm structural concrete deck. The other type uses a portland cement
concrete wearing surface over a 190-mm structural concrete deck.
The structural concrete deck in a two course deck system uses epoxy-coated reinforcement in
the top mat with 40 mm of cover. The bottom reinforcement is uncoated and has 25 mm of
cover.
A waterproofing membrane shall be used below all asphalt wearing surfaces.
The concrete overlay is specified to be one of the following, normally at the Contractor's option.
In some cases, only certain options will be specified on the plans:
C
40-mm Class DP Concrete
40-mm Micro-Silica Concrete
Two-course decks are used by NYSDOT only in unusual circumstances after prior approval by
the D.C.E.S. Some localities and authorities use them as their standard deck system. A twocourse deck may provide a small increase in deck life in areas of aggressive environments or
very heavy traffic, but its increased cost is usually not justified and there have been problems
with pavement shove on decks with asphalt overlays.
January 2008
5-3
5.1.5
Deck Reinforcement Design
5.1.5.1
Isotropic Decks
The design of isotropic reinforced decks is based on empirical results that show reinforced
concrete bridge decks develop an arching action between girders and fail in punching shear
rather than flexure when subjected to loads that are significantly higher than factored design
loads. Isotropic reinforced decks have lighter reinforcement than traditionally reinforced decks
and use equal reinforcement transversely and longitudinally in both top and bottom mats.
Reinforcement in deck overhangs is designed for flexure the same as for conventional decks.
Isotropic reinforcement is the preferred method for deck reinforcement. It shall be used when
the following conditions are satisfied:
5-4
There must be four or more girders in the final cross section of the bridge. (A stage
construction condition with three girders is permissible, however, the temporary
overhangs must be reinforced traditionally.)
The maximum center-to-center spacing of the girders is 3.3 m and the minimum spacing
is 1.5 m.
Design slab thickness shall be a minimum of 200 mm and the total standard deck
thickness shall be a minimum of 240 mm. A 215-mm thick deck may be used with solid
stainless steel and stainless steel clad reinforcement.
The deck is fully cast-in-place and water cured. Only permanent corrugated metal and
removable wooden forms shall be permitted (prestressed concrete form units are not
allowed).
The supporting components are made of spread steel or concrete I-girders.
The deck shall be fully composite in both positive and negative moment regions. In
negative moment regions, composite section property computations shall only include
the area of the longitudinal steel.
Isotropic reinforcement may be used with spread concrete box beams provided the
reinforcement is adequate to resist flexure for the clear span between beam units.
The minimum overhang, measured from the centerline of the fascia girder to the fascia,
is 750 mm. If a concrete barrier composite with the deck is used, the minimum overhang
is 600 mm.
Skew angles up to 45. Note: For skews above 30 isotropic reinforcement becomes
very congested at the end of the slab. Traditional deck slab reinforcement is
recommended for skews greater than 30.
January 2008
Bridge Decks
When isotropic reinforcement is used the following details are followed:

C
The reinforcement shall be two mats (one top and one bottom) comprised of #13 bars
on 200 mm in transverse and longitudinal directions. A less desirable alternate of #16
bars on 300 mm may be used at regional request. The above spacings need to be
adjusted when there is a skew as noted below.
The top and bottom transverse and longitudinal reinforcement shall be staggered so that
the top bars are centered between the bottom bar spacing, except in the end zones of
decks with a skew angle over 30.
The top and bottom mats of reinforcement are epoxy coated or galvanized.
Top reinforcement cover is 75 mm for epoxy and galvanized bars and 50 mm for solid
stainless steel and stainless steel clad; bottom reinforcement cover is 35 mm for all
types of bars.
The longitudinal bars of both mats shall be placed on top of the transverse bars.
For skew angles greater than 30 additional reinforcement shall be placed in the slab
end zones at abutments and conventional deck joints. The additional reinforcement shall
double the amount of the reinforcement in both mats and in both directions. This shall
be done by cutting the spacing of the reinforcement in half. This additional reinforcement
zone shall extend a distance from the end of the slab equal to the girder spacing.
Fascia overhang reinforcement must be designed traditionally. An effort should be made

to use #13 or #16 bars. The isotropic reinforcement extends to the fascia. Its area is
included in the overhang design. Additional longitudinal reinforcement shall be placed in
the overhang as shown on the BD sheets.
Longitudinal bars are placed parallel to the girders. Transverse bars are placed parallel
to the skew angle for angles up to and including 30. On structures with curved girders
the transverse bars shall be placed radially, maintaining the maximum spacing at the
outside fascia girder. When reinforcement is placed on the skew, the perpendicular bar
spacing shall be equal to the 200-mm nominal bar spacing times the cosine squared of
the skew angle.
For skew angles greater than 30 the transverse bars shall be placed normal to the
girders.
Additional longitudinal reinforcement in negative moment areas shall be provided as

required in Article 6.10.1.7 of the NYSDOT LRFD Bridge Design Specifications.
Welded splices are not permitted. Mechanical connectors are permitted only where
stage construction requires their use due to a lack of adequate clearance for a lap
splice.
January 2008
5-5
5.1.5.2
Traditional Deck Slab Reinforcement
When the conditions of Section 5.1.5.1 for isotropic reinforcement cannot be satisfied, traditional
deck slab reinforcement shall be used. When concrete deck slabs are designed with traditional
reinforcement (nonisotropic) the design shall be in accordance with strength limit state design
methods of the NYSDOT LRFD Bridge Design Specifications. Service limit states must also be
checked in accordance with Article 5.7.3.4. When slabs are continuous over three or more
supports, advantage shall be taken of the 0.80 continuity factor to reduce dead load and live
load, simple-span bending moments. It is recommended that designers include stud shear
connectors in the negative moment regions of continuous girder bridges as permitted by
AASHTO. This may serve to lessen deck cracks by providing a more bonded section. Including
longitudinal reinforcement in this region in section properties is permitted at the designers
option.
Transverse reinforcement for a 240-mm monolithic deck is given in the Traditional Deck Slab
Reinforcement Table, Table 5-2. This transverse reinforcement is to be used in both the top and
bottom mats. Design span is defined as the perpendicular distance between girders less one
half the width of the one flange.
Ordinarily, girder spacing should not exceed 3.5 m. Larger spacings are possible but should be
used only in special cases with the approval of the D.C.E.S.
Longitudinal reinforcement in the top of the slab shall be #16 bars at 450 mm. Spacing of
longitudinal reinforcement in the bottom of the slab shall be in accordance with Article 9.7.3 of
the NYSDOT LRFD Bridge Design Specifications. The longitudinal bars shall be placed on top
in both mats. No bars need be placed in the bottom of the slab directly over supporting
members. Additional longitudinal reinforcement in negative moment areas shall be provided as
required by Article 6.10.1.7 of the NYSDOT LRFD Bridge Design Specifications.
Both the top and bottom mat of reinforcement are epoxy coated or galvanized.
For skews up to and including 30 the reinforcement shall be placed parallel to the skew. For
skews over 30 the reinforcement shall be placed normal to the girders. Skewed reinforcement
shall be detailed with the spacing perpendicular to the bars; not parallel to the girders. This
intent needs to be detailed clearly with the use of arrowheads perpendicular to the bars.
5-6
January 2008
Bridge Decks
Table 5-2
Traditional Deck Slab Reinforcement
January 2008
5-7
5.1.5.3
Reinforcement of Decks for Adjacent Concrete Beams
Deck slabs for bridges with adjacent prestressed concrete box beams or units shall be a
minimum of 150 mm thick. A single mat of #13 epoxy-coated or galvanized bars spaced at
200 mm in each direction shall be used in the top of the deck. The cover on the top bar shall be
75 mm. The use of welded wire fabric has been discontinued because of the superior
performance of bar reinforcement in controlling longitudinal cracking over the shear keys.
When cross slope transitions increase the deck slab thickness above 225 mm, a second,
bottom mat of #13 epoxy-coated or galvanized bars spaced at approximately 200 mm in each
direction should be used. The second mat of reinforcement should be used only in the areas of
increased deck thickness. The bottom mat should have a cover of 35 mm above the top of the
beams. The designer will need to adjust the spacing of the bottom mat to avoid the composite
bars extending from the beams.
In the negative moment regions of slabs which are continuous over piers, additional
reinforcement shall be added in the longitudinal direction to resist the negative moment in the
deck slab. This additional reinforcement shall be designed in accordance with the NYSDOT
LRFD Bridge Design Specifications Article 5.14.1.4.8. The bar reinforcement shall be long
enough to span the region of moment that cannot be handled by the positive moment
reinforcement, plus a development length on each end. Appropriate reinforcement shall also be
provided in the transverse direction for the length of the corresponding longitudinal bars. All
bars shall be placed to provide a minimum clear cover of 75 mm.
5.1.5.4
Deck Overhangs
The recommended maximum overhang of a concrete deck slab beyond the centerline of the
steel fascia I-girder is 1.2 m. In addition, the maximum overhang for steel fascia I-girders less
than 1.5 m in depth should be limited to 1.0 m. The use of an overhang greater than 1.0 m with
steel fascia I-girders less than 1.5 m in depth requires a detailed analysis. See the current BD
sheets for recommended overhangs for prestressed concrete Bulb-Tee and AASHTO I-beams.
Forming and bracing systems used to place the concrete for bridge decks with large overhangs
induce large horizontal forces in the fascia girder. These forces can cause lateral buckling and
deflection problems in the fascia girder resulting in a poor deck profile. See Figure 5.1.
The design of formwork and temporary bracing is the Contractors responsibility. A properly
designed fascia girder within the geometric guidelines mentioned above will handle normal
practice construction loads. When the overhang geometry is outside the guidelines, the
designer shall evaluate the ability of the fascia beam to safely support the construction loads.
Construction loads shall include but not be limited to the forms, bracing, wet concrete, walkway
overhangs, workforce, and concrete screeding machines and appurtenances. Assistance in
determining typical construction loads and the level of analysis required is available from the
Construction Support/Bridge Foundation Unit.
If the investigation of the assumed construction loads determines that bracing beyond that
normally necessary is required place Note 16 from Section 17.3 on the plans.
5-8
January 2008
Bridge Decks
If the structure is designed by a Consultant, a task for checking the fascia girder for the actual
construction loads calculated by the Contractors engineer should be included in the
Construction Support Services Agreement.
When girder depths exceed 1.25 m, another potential overhang related problem can develop. If
the brace supporting the overhang form is brought back to bear against the web of the fascia
girder above the bottom flange, the horizontal force from the brace can buckle the web. Place
Note 51 from Section 17.3 on the plans in this situation.
In cases with large overhangs, shallow beams and long spans the designer may choose to
accommodate the temporary construction loads by placing additional permanent bracing (lateral
system and more diaphragms) in the fascia bay.
Reinforcement in the top of the structural deck slab in overhang regions needs to be designed
to resist wheel loads on the overhang as well as impact loads on the railing or barrier.
Requirements for overhang reinforcement are found in the NYSDOT LRFD Bridge Design
Specifications.
Slab edge reinforcement should include #16 longitudinal bars in the top mat. See the latest BD
sheets.
Top transverse deck slab bars require hooks at each fascia of the slab to provide proper
development. When the transverse width is less than 9 m use one bar with hooks at each end.
When the transverse width is greater than 9 m and less than 35 m, use two unequal length
bars, each with a hook on one end (see Section 15.4.1). When the transverse width is greater
than 35 m, provide a long straight bar in the center lapped to shorter bars with hooks on one
end. Bottom transverse deck slab bars do not require hooks, and can be straight bars up to
18.29 m.
Figure 5.1
Overhang Form Bracing
January 2008
5-9
5.1.6
Haunches
Haunches are to be provided on all bridges with steel girders or prestressed concrete I-beams,
bulb-tees or spread box beams. The purpose of the haunch is to provide a means for final
adjustment of the deck slab elevation to match the designed roadway profile and cross slope.
The haunch allows this adjustment to correct construction and fabrication variations without
having the top flange of the girder project into the structural deck.
The calculated depth of haunch shall have a 50-mm minimum concrete thickness as measured
at the centerline of beam from the top of beam to the bottom of slab. A deeper minimum is
required when the top flange equals or exceeds 400 mm in width to allow for roadway cross
slope. The total haunch depth shown on the plans shall include the thickness of the top flange
for fabricated steel girders.
At all splice locations for steel girders, the top flange splice plates will reduce the haunch depth.
The designer shall verify that a negative haunch will not occur at the splice location. If a
negative haunch does occur, the haunch shall be increased to eliminate the negative haunch
(such that the distance between the theoretical bottom of slab and the top of the top flange top
splice plate will be greater than zero). It is not necessary to provide the full 50-mm minimum
haunch at the splice location. Dimension E in the haunch table will still be dimensioned from
the theoretical bottom of slab elevation to the top of the top flange.
Details of haunches for steel girders are shown in the current BD sheets. For simple span
bridges, the calculated depth of the haunch at the centerline of bearings shall be the minimum
depth, plus the difference in thickness between the maximum and minimum top flange plates
plus increases to account for cross slope and horizontal curvature when straight girders are
used.
The haunch shall be reinforced when the depth of the concrete portion of the haunch exceeds
100 mm. Only the section along the girder where the concrete portion of the haunch exceeds
100 mm requires reinforcement in the haunch. See haunch reinforcement details in the current
BD sheets.
Steel beams shall have minimum 150-mm stud shear connectors for haunches up to 100 mm in
depth. Haunches on steel beams greater than 100 mm shall comply with NYSDOT LRFD
Bridge Design Specifications, Article 6.10.10.1.4 or NYSDOT Standard Specifications for
Highway Bridges, Article 10.38.2.3. Haunches on fascia beams of multispan bridges shall be set
so that the top of the webs of fascia beams in adjacent spans line up.
Do not label the haunch as 50 mm minimum. Label it only as haunch. The Contractor shall
provide the completed Haunch Table to the EIC.
A haunch table shall be shown on the plans to assist in construction. For spans 20 m and
under, the haunch table should be done for span quarter points. For spans over 20 m, the
haunch table shall give elevations at span tenth points, but not to exceed a spacing of 6 m.
Bridges with curved girders should have a haunch table with the elevations given at the
diaphragm lines. The predicted concrete slab and superimposed dead load deflections are
shown at these points.
5-10
January 2008
Bridge Decks
Haunch tables shall always be computed considering stage construction and the assumed
pouring sequence for continuous span structures. In addition, the computations shall consider
differing dead loads applied to fascia and interior girders, especially with construction loads
such as barriers. Field measurements are then taken at the same points shown in the haunch
table. The actual haunches are then determined from this information. An example of a partial
haunch table to be shown on the contract plans is given in Figure 5.2. A full haunch table is
shown in the current BD sheets.
Bridges with complex geometry, haunched girders, and significant superelevation transitions
should have a Design Haunch Depth Table providing the design haunch depth at the supports.
G1
G2
G3
G4
G5
DESIGN HAUNCH DEPTH

S. ABUT. (m)
PIER (m)
N. ABUT. (m)
0.093
0.131
0.099
0.131
0.125
0.087
0.098
0.140
0.087
0.107
0.134
0.096
0.087
0.209
0.087
Table 5-3
Design Haunch Table
Except for the fascia side of the fascia girder, haunches shall not extend beyond the flange of
the beam. In the past, some bridges were constructed with a haunch detail as shown in Figure
5.3. This detail was commonly employed when removable wooden forms were used for a
concrete deck, since it enabled precut material to be used in the forming operation. The cause
of cracking and eventual loosening of portions of this unreinforced concrete has been attributed
to forces generated by corrosion on the vertical edges of the flanges. Cracking occurs at the top
corner of a girder flange and progresses upward and outward through the concrete to the
vertical haunch face. This loosened concrete is then prone to separate and fall from the
structure.
Figure 5.2
Haunch Table
January 2008
5-11
All structural plans for bridges with concrete decks supported on steel girders, Bulb-Tee and
AASHTO I-beams or floor systems shall include Note 52 from Section 17.3 on the plans, in
association with the standard haunch detail.
Figure 5.3
Haunch Detail (Cracking Problem)
5.1.7
Forming
Current specifications permit the forming of structural slabs using removable forms, permanent
corrugated metal forms and prestressed concrete form units. If one or more options is not
permitted on a particular job, the remaining permitted option(s) shall be listed on the Plans.
Individual railroads and the Thruway Authority may not permit the use of permanent corrugated
metal forms above their facilities. Use of these forms must be approved by the railroad or
agency involved.
When permanent corrugated metal forms are specified, a small detail shall be included in the
plans indicating the presence of corrugations on the bottom of the structural slab and that the
bottom row of reinforcement shall be placed with 35 mm cover above the crest of the
corrugations. Such a detail is shown on the current BD sheet titled, Structural Slab Concrete
(Optional Forming Systems).
The additional weight of permanent corrugated metal forms with the corrugations filled with
Styrofoam shall be taken as 192 N/m2. The stringers or girders shall be designed for this
additional weight.
No additional weight shall be considered when using precast prestressed concrete form units.
Their details are shown on the current BD Sheet titled Structural Slab Concrete (Optional
Forming Systems).
5-12
January 2008
Bridge Decks
5.1.8
Continuous Structure Deck Slab Placements
Deck slabs on continuous structures are subject to transverse cracking during construction. The
cracking can be found in negative moment areas where the concrete has already set and the
placement has continued into positive moment areas. The cracking is caused by additional
deflection of the beams when the concrete in the remaining positive moment area is placed.
The frequency of the cracking can be reduced if proper construction methods are used and
strict control over the timing and sequencing of the deck placement operation is exercised.
Deflection cracks usually occur for one of the following three reasons:
1.
Slow Rate of Placement

When the concreting progresses slowly, some of the already-placed concrete may take
its initial set prior to full deflection of the steel. As additional concrete is placed during
the same placement operation, cracks will occur in the concrete that has already set. To
prevent this from happening, either the duration of the placement should be decreased
or the time to initial set of the concrete should be lengthened.
The time required to complete a placement depends on its size and complexity,
concrete delivery logistics, available rate of supply, and Contractor efficiency.
Responsibility for attaining the highest practical rate of placement, and the shortest
possible placement time at any particular project location rests with the Contractor.
The setting time for concrete can vary widely. It depends on many factors, such as mix
design, use of admixtures, and atmospheric conditions. Retarding admixtures are
intended to lengthen the time to initial set of the concrete.
To avoid cracking caused by the occurrence of initial set prior to completion of the
placement, the duration of each placement shall be kept to a minimum, and no concrete
shall be placed without sufficient retarding admixture to assure that initial set will not
occur prior to completion of the placement.
2.
Incorrect Loading Sequence

Many continuous structures require a total volume of concrete which is too large to be
placed prior to the occurrence of initial set at some point in the deck. In cases where the
total volume of concrete exceeds 275 m3, the total concrete volume must be divided into
a sequence of placements. Although this method lessens the probability of cracking
related to initial set, cracking may still occur if the sequence of applying concrete loads
is incorrect.
When a sequence of placements is used, the location of the first placements is vital.
Concrete cannot be placed in negative moment areas first because subsequent
placements will impose tensile stresses on this concrete, resulting in transverse
cracking.
January 2008
5-13
Further, if any placement results in the upward deflection of concrete previously placed
in a positive moment area, the concrete in that area may crack. Consequently, it is
necessary to place concrete in each positive moment area during the initial placement.
This may be difficult if the volume of concrete required to fully place all positive moment
areas is very large. Therefore, either the concrete volume or the placement rate must be
modified. In some cases, the placement rate can be increased by the use of an
additional finishing machine. The volume can be decreased by adding some of the
positive area to the negative area, to improve the balance between placement volumes.
As a last resort, the positive moment area placement can be divided and placed in
separate placements, but, in such a way as to minimize the potential for cracking.
On skewed structures, the placement of the concrete and the operation of the finishing
machine should parallel the skew angle. Loading the structure in this manner equalizes
the steel deflections. It may be necessary to operate the finishing machine at a reduced
skew angle on certain very wide or highly skewed structures.
3.
Early Application of Loads

Immediately after initial set, deck concrete has little or no compressive (or tensile)
strength. At this time, minor loads or deflections can cause serious cracking in the new
deck. However, compressive strength increases rapidly to a point where moderate
stresses (due to loads or deflections) can be resisted. For this reason, new deck
concrete that will have any measurable effect on recently placed concrete shall not be
placed until adequate early strength may be assumed. A waiting period of 72 acceptable
curing hours, measured from completion of previous placement to start of next
placement, is considered sufficient.
Instructions to Designer
The Contract Plans for every continuous steel structure where the total volume of deck concrete
exceeds 275 m3 shall include a deck placement sequence. Two placements shall be shown,
except for structures comprised of unusually long or numerous spans which will require special
treatment. Continuous spans with the total volume of deck concrete less than 275 m3 may be
placed in a single placement. A placement is defined as the total volume of concrete placed
during a continuous work period. It may result from one placement operation in one area, one
placement operation in several areas sequentially; or two or more placement operations in
several areas simultaneously.
Placement 1 shall include the positive moment areas (except as noted below) in all spans.
Placement 2 shall include all the negative moment areas. Construction joint locations shall be
shown in the deck placement sequence details. These joints shall be located at or near points of
dead load contraflexure (see Figure 5.4). In addition to delineating the placements, this
information may be helpful to the Engineer should it be necessary to terminate the Contractor's
deck placement operation due to unforeseen circumstances.
When the total volume of deck concrete to be placed during Placement 1 exceeds 275 m3, two
simultaneous placement operations shall be used. The designer should specify this by including
a note in the deck placement sequence details.
5-14
January 2008
Bridge Decks
At a few project locations, the available supply of concrete will not support the use of two
placement operations. The designer must determine that sufficient concrete is available before
specifying the use of two placement operations on the plans. The determination may be
obtained by asking the Regional Materials Engineer. When the use of two placement operations
is impractical, or when special treatment is in order due to unusual length or number of spans,
Placement 1 may be divided into Placement 1A and Placement 1B. The plans should show
Placement 1A to be comprised of end span positive moment areas only. A note shall be added
stating that the segments labeled Placement 1B shall not be placed until a minimum of 72
acceptable curing hours after the completion of Placement 1A. This procedure confines the risk
of deflection cracking to end span areas near the points of contraflexure only.
In certain instances, where the concrete volume is very large, the designer may elect to modify
the Placement 1 segment lengths such that Placement 2 includes some positive moment area.
This may be accomplished in either of two ways:
1. Move the location of construction joints up to 5% of the span length into the positive
moment area (see Figure 5.5).
2. Introduce an additional construction joint within 20% of the span length from the
abutment, in end span positive moment areas only (See Figure 5.6).
Either, or both, of these methods will reduce the duration of Placement 1. The total placement
volumes of Placement 1 and Placement 2 will also become more equal, thus facilitating the
Contractor's operations.
Construction joints shall be shown parallel to the skew angle, regardless of the orientation of the
reinforcement.
Longitudinal construction joints shall not be used to reduce placement size.
The direction of placement shall be shown on the plans. The direction of placement shall
preferably be uphill and always uphill when the true (not theoretical) grade exceeds 3%. Also
applies to simple spans.
Camber-deflection data shown on the plans shall be based on the placement sequence shown
on the plans. The loads imposed by Placement 1 will be supported by the noncomposite beam
section, and partial deflections shall be computed accordingly. The loads imposed by
Placement 2 will be supported by the composite beam section, n=27 (assuming a modular
ratio=3n), in positive moment areas covered by Placement 1, and by the noncomposite section
in negative moment areas. Partial deflections from the various placements included in
Placement 2 shall be computed, assuming simultaneous placement.
The Designer shall check for uplift at bearings. Where uplift is anticipated, a load vector shall be
shown at the free end bearing line (usually an abutment) towards which Placement 1 is
progressed, It shall be accompanied by a note reading:
Provide uplift restraint equal to ________kN/Bearing. The cost of this restraint shall
be included in the price for the appropriate concrete deck item. (See Figure 5.4)
See section 17 for additional slab placement notes to be shown on the contract plans.
January 2008
5-15
Figure 5.4
Slab Placement Sequence - A
(For Decks Over 275 m3)
Figure 5.5
Slab Placement Sequence - B
(For Decks Over 275 m3
Figure 5.6
Slab Placement Sequence - C
(For Decks over 275 m3)
5-16
January 2008
Bridge Decks
5.1.9
Stage Construction Deck Slabs
5.1.9.1
General Considerations
Stage construction should be used only if absolutely necessary. It increases construction time,
maintenance and protection of traffic costs, and overall construction cost. The resulting deck
slab has the potential of having lower quality than if placed in one continuous placement.
However, because site conditions often necessitate stage construction it is a common strategy
employed when replacing existing bridge decks, superstructures and complete bridges. It allows
structures to remain in service during all or most of the replacement process, thereby avoiding
detours or expensive temporary bridges.
During the construction operation, a portion of the proposed bridge width is built as an
independent bridge for a specific stage of that construction process. Thus, a "bridge" exists in
service for some period of time that may have different performance characteristics than the
finished full width structure. It is extremely important that the bridge resulting from each stage of
construction be evaluated to ensure the serviceability required during that stage. It is also
important that the bridge be analyzed for the various construction loads to which it will be
subjected, including, but not limited to, erection operations and slab placement operations.
Attention to the design and service behavior of these partially complete structures will avoid
construction problems, unanticipated costs and delays, and potential failures. It will also provide
a better engineered structure during the various stages and eventually through the bridges
entire service life.
A third placement (Closure Placement) between the stages should be used if possible. This will
help to isolate the second stage deck slab during the curing process from undesirable vibrations
caused by traffic on the first stage deck slab. In addition, the closure placement permits a
smooth transition between the top surfaces of the deck placements should they be misaligned
due to variation from the theoretical deflection of one or both groups of girders. The closure
placement should be wide enough to accommodate the transverse bar splice. If it cannot be
made wide enough, mechanical connectors shall be utilized on the transverse reinforcement.
Consideration should also be given to increasing its width to keep the first and/or second stage
overhang from becoming too large.
Notes from Section 17 will be placed on the plans where applicable. They also contain
instructions concerning the installation of the diaphragms between the stages.
Eccentric construction stage loads (particularly on stage widths supported by 2 or 3 girders) can
cause the superstructure to noticeably move laterally during the deck placement. When lateral
movements are anticipated, additional permanent or temporary bracing to resist such
movements should be considered. It may also be possible to brace against the adjacent existing
structure (or previously completed adjacent stage). When bracing against an adjacent structure,
the bracing must allow for freedom of vertical movement so the construction stage deck pour
deflection will occur as predicted. Top struts shall be included in all cross frames located in
temporary fascia bays of each stage of construction.
January 2008
5-17
For longer spans (over 40 m) combined with narrow construction stage widths (2 or 3 girders),
special treatment of Superimposed Dead Loads (SDLs) may have to be considered to maximize
the match between work completed in different construction stages being connected with
closure diaphragms and a subsequent deck closure placement. Specifically, the sequence of
SDLs being applied must be evaluated. For example, some SDL is often applied to the first
stage in the form of concrete traffic barriers while the second stage may have a lesser, or no,
SDL applied to it at the time of closure. A procedure to calculate these sequenced SDL
deflections to be used on the Camber and Haunch Tables is outlined in Section 5.1.9.3.
If special conditions of loading are anticipated during stage construction operations which may
require the Contractor to perform an engineering analysis during construction, ensure that this is
clearly presented by note on the plans.
Curved girder bridges and bridges with high skews (>30) require special attention since the
stage deck placement displacements can be very different from those where stage construction
is not used. A grid analysis or three-dimensional analysis is recommended for computing stage
construction behavior. For curved girder structures, each stage must be analyzed independently
in addition to analyzing the final structure configuration. Individual stage conditions often
produce the controlling design loads and displacements on some or all of the girders.
The designer is also reminded to check the load capacity of the existing structure if it will be
used to carry traffic during a construction stage. Partial removal of the structure and/or
modifications to the lane configurations and superimposed loads for stage traffic may require
load restrictions or strengthening measures.
5.1.9.2
Steel Superstructures
The preferable minimum number of girders per construction stage is three. However, it is
recognized that it may be necessary to utilize a construction stage with only two girders. If a
construction stage is to be supported on two girders, the girder spacing should be increased to
a reasonable maximum considering deck design requirements. The use of bottom lateral
bracing with a two girder stage system is also recommended for spans greater than 35 m.
Isotropic deck reinforcing shall not be used on decks supported by two girders.
Deck overhangs should be equalized where possible to avoid having an eccentric deck
concrete load applied to the stage girder system. Eccentric deck placement loads can cause
lateral twisting and/or unequal girder deflections during the deck placement. The weight of the
slab haunches and the added thickness of the slab fascia overhang must be considered.
It is preferable to position the construction stage line at approximately the one-third point of the
girder spacing between stages.
The deck dead load deflections based on stage construction considerations should be
computed. The actual deck load is applied to each stage to compute individual girder
deflections. In many cases, the stage deck placement load per girder will be less than the full
design deck load of a typical interior girder due to the reduced stage placement overhang. Any
load eccentricity applied to the girder transverse section for the construction stage must be
accounted for. As an alternative to computing individual girder loads and deflections, a grid
analysis computer program to model the individual construction stages may be used.
5-18
January 2008
Bridge Decks
5.1.9.3
Stage Construction Deflection Calculations for Steel Structures
The following procedure may be used to calculate staged Superimposed Dead Load deflections
to be used in the Girder Camber and Haunch Tables:
1. Compute the total Design SDL uniform load for the entire completed bridge [WSDL]. This load
would include final sidewalks, railings, design future wearing surface as well as weight of the
deck closure placement(s).
2. Compute the Stage SDL uniform load actually applied to each individual construction stage
at the time of stage closure. [WSSTAGE1, WSSTAGE2...]. The deck closure placements(s) are
not included in the Stage SDL(s). Each Stage SDL will often be different from each other.
Compute the individual girder Stage SDL deflections [dsSTAGE1, dsSTAGE2...]. If a heavy Stage
SDL is applied highly eccentric to the stage girder framing layout, (e.g., a concrete traffic
barrier on one side only) the load eccentricity should be accounted for in computing the
individual girder dsSTAGEX values. Otherwise, WSSTAGEX can be distributed equally to all
girders supporting the individual stage.
3. Compute the Final SDL uniform load applied to the completed bridge after stage closure
[wfSDL], where wfSDL = WSDL - (WSSTAGE1 + WSSTAGE2...). This consists of only that portion of
the Design SDL that is applied after the stages are structurally connected to each other.
Compute the individual girder deflections attributed to the Final SDL [dfSDL]. The girder dfSDL
values are computed by distributing wfSDL equally to all girders in the final bridge section.
4. The individual girder SDL deflections for each stage's girders [dSDL] are computed as
follows:
For (an individual) Stage X girder: dSDL = dsSTAGEX + dfSDL
dSDL shall be the value used on the girder Camber Table for the SDL deflection
incorporated into the girder Haunch Table.
5.1.9.4
Prestressed Concrete Superstructures
A complete discussion may be found in Section 9 of this Manual.
January 2008
5-19
5.1.10
Deck Sealers
Sealers are an effective means of protecting concrete from the ingress of water and chlorides,
while having minimal effect on the concrete's ability to breathe (transfer water vapor). Applying
sealers to new concrete protects the concrete while it matures and becomes less permeable.
Sealers protect existing structural concrete from corrosion-related distress when reinforcing
steel is subjected to chlorides.
There are two types of sealers: surface and penetrating types. Only penetrating sealers are
used to seal decks.
When penetrating sealers are applied to concrete they penetrate the surface, chemically bond
to the concrete, and prevent water and chlorides from entering. Because the sealers bond
below, not on, the surface, they cannot be abraded away easily. Good surface preparation prior
to applying the sealer is essential to achieve the desired maximum penetration. Contaminants
must be totally removed and the surface allowed to dry. When the surface is properly prepared,
a five-year service life of the sealer can be achieved.
Penetrating sealer should be applied to all new and concrete overlaid bridge decks, to protect
the surface from scaling due to early exposure to deicing chemicals. This is recommended
because the majority of bridge deck and overlay placements occur late in the construction
season thereby making them prone to early exposure to deicing chemicals, and because the
concrete, regardless of age, will receive some benefit from the application of a sealer.
Parapets and barriers allow the use of curing compounds. Because curing compounds prevent
penetration of sealers into concrete, sealers should not be used unless the membrane cured
surfaces are allowed to cure and then are sandblasted.
Usage Guidelines
New Bridge Decks: To protect new, green, concrete from scaling, a penetrating type sealer
(which does not contain an aqueous solvent/carrier) shall be applied to the top surface of all
newly constructed bridge decks, bridge deck rehabilitations, and concrete approach slabs, in
accordance with Item 559.1896_ _18.
Existing Bridge Decks: Application of sealers to the top surface of existing bridge decks shall
be in accordance with Item 559.1796_ _18.
Existing decks with good quality concrete and epoxy-coated reinforcing steel should generally
not be considered for sealer application. Decks with such protection are usually only sealed as
a remediation for construction, material, or other problems, such as hairline cracks or an open
surface. The use of sealers in these situations should be decided on a case by case basis, in
consultation with the Regional Materials Engineer. Sealers are not a viable alternative for
protecting improperly air entrained concrete.
Sealers may be used on existing decks with uncoated steel reinforcing bars or less than 75 mm
of cover to slow down any existing corrosion and postpone more costly repairs. Sealers do not
stop corrosion, but the corrosion process is slowed by reducing intrusion of water and chlorides.
5-20
January 2008
Bridge Decks
5.1.11
Aggregate Requirements for Concrete Decks and Approach Slabs
To provide adequate wet-weather friction, a concrete wearing surface must have sufficient
macrotexture and microtexture. Macrotexture is provided by manipulating the concrete surface
during or after construction (e.g., Astroturf drag and saw-cut grooving). Microtexture is the
texture on the surface of the exposed aggregate particles.
As concrete decks and approach slabs are subjected to traffic loads the cement paste abrades
away, reducing macrotexture. If wear becomes excessive before the slab reaches the end of its
structural life, macrotexture can be improved through relatively inexpensive treatments such as
saw-cut grooving.
Traffic also reduces the microtexture of the concrete surface by polishing the exposed
aggregate surfaces. The hardness of the aggregate determines its resistance to polishing under
traffic. Once compromised, microtexture cannot be restored through inexpensive treatments,
and in most cases the only remedy is to overlay the surface. Therefore, it is essential that
appropriate aggregate be used during initial construction of the slab. Since harder aggregates
are more expensive and of limited supply, it is not appropriate to simply use the hardest
aggregates in every situation.
The required aggregate hardness depends on the traffic volume and site geometry. High traffic
volume (AADT), braking traffic, or turning traffic will polish aggregate more quickly than straight
rolling traffic. The NYSDOT Standard Specifications for Construction and Materials contains
requirements for four types of friction aggregate; Types 1, 2, 3, and 9. Each type is intended for
use under specific traffic and geometric conditions. The aggregate requirements are in addition
to all surface texture requirements such as turf drag or saw-cut grooving. Increasing the
macrotexture from these treatments does not compensate for using inappropriate aggregate.
If any portion of the bridge deck or approach slabs meets any one of the criteria listed below,
use the Aggregate Type Selection table (Table 5-4) to determine the appropriate aggregate. If
the bridge deck or approach slabs do not meet any of the criteria, use Type 9 aggregate. The
designer shall specify only one type of aggregate for each bridge and its approach slabs by
selecting the appropriate pay item.
C
The deck or approach slabs are 150 m before a stop sign, traffic signal, or yield sign,
as measured from the stop bar or yield sign.
The deck or approach slabs are in a location where vehicles regularly queue regardless
of distance from a traffic control device.
The deck or approach slabs are 150 m from the point of curvature of a curve requiring
reduced speed limit, chevrons, advisory speed, advisory curve or other warning signs or
signals as defined in the Manual of Uniform Traffic Control Devices (MUTCD).
The deck or approach slab is 150 m before an exit ramp, as measured from the
initiation of the taper for the deceleration lane.
The deck or approach slab is 150 m after an entrance ramp, as measured from the
terminus of the taper for the acceleration lane.
January 2008
5-21
The deck or approach slab is located on an entrance or exit ramp.
Any location where the ratio of wet weather accidents to total accidents is greater than
the state average for the same facility type.
Traffic
High Volume 1
Low Volume 1
Location
Aggregate Type
Downstate 2
Type 1
Upstate 2
Type 2
All
Type 3
High Volume refers to single lane bridges with design year AADT over 4000, 2 or 3 lane bridges with
two-way design year AADT over 8,000, or bridges with 4 or more lanes with two-way design year AADT
over 13,000. Low Volume refers to bridges not meeting the aforementioned criteria.
The City of New York and the surrounding counties of Dutchess, Nassau, Orange, Putnam, Rockland,
Suffolk, and Westchester are referred to as Downstate. All other areas are referred to as Upstate.
Table 5-4
Aggregate Type Selection
5.2
Jointless Decks at Abutments
A jointless bridge deck at an abutment is one where the bridge superstructure is normally
supported on conventional bearings and the deck slab is continuous with the approach slab
over the abutment backwall. All expansion and contraction of the superstructure is, therefore,
transmitted into horizontal movement through the expansion bearings and the sliding of the
approach slab over the abutment backwall. A bond breaker is used over the backwall and over
the approach fills at the expansion end. The deck slab should not haunch down to an end
diaphragm at a jointless abutment. Haunching the deck slab to an end diaphragm designed to
carry live loads serves no useful purpose. Because the deck slab is supported directly by the
very stiff backwall, the end diaphragm would actually carry very little load.
Bridges with jointless decks do not rigidly connect superstructure and substructure as integral
abutment bridges do. Bridges with jointless decks are supported on conventional abutments. If it
is possible to construct an integral or semi-integral abutment, it is preferable to do so rather than
construct a bridge with a jointless deck using conventional abutments. Integral abutments are
more cost effective because of their simpler details. Situations where integral abutments cannot
be used include locations where the footing is on rock, sufficient pile penetration is not possible,
or a high wall abutment is necessary. In these situations, the possibility of a semi-integral
abutment should be investigated before a jointless deck is used.
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January 2008
Bridge Decks
The advantage to using jointless decks is the considerable benefit gained by eliminating the
deck expansion joint system. Leaking deck joint systems are one of the most significant causes
of bridge deterioration. Although deck joint design has improved considerably in recent years, it
is unlikely that any deck joint system will ever be completely reliable. Therefore, there is a
strong motivation to eliminate all deck joints whenever possible.
Jointless bridge decks at abutments can be used under the following criteria:
5.3
Approach slabs must be used. See Section 13 of this manual for appropriate details.
Maximum skew of 30 at the expansion end. It is difficult for the slab to slide over the
backwall when the skew exceeds 30.
Jointless deck details may be used at abutments with U-wingwalls if the skew is less
than 15. See Section 13.1.3 for approach slab width criteria.
Maximum skew of 60 at the fixed end.
Jointless deck details may be used at the fixed end of the span even if a conventional
expansion joint is used at the expansion end.
On a curved girder bridge, jointless deck details may be used at the fixed end.
Maximum expansion length at the abutment of 60 m. (Expansion length is defined as

the distance from the of the expansion bearing to the of the nearest fixed bearing.)
When the expansion length at an abutment exceeds 20 m, provision for expansion must
be provided at the end of the approach slab by using the appropriate sleeper slab detail
shown on the current BD sheet.
Other Deck Types
Concrete decks are almost always used on bridges but other deck types can be used in special
circumstances. Some of these deck types are discussed below:
Timber - Timber decks should only be used on low-volume rural roads. Timber decks can be of
plank construction where timbers are fastened to stringers with their wide dimension horizontal.
Timber decks can also be glue laminated or nail laminated with their narrow edge horizontal.
There are many variations in details for timber decks. Timber decks will usually need some kind
of wearing surface, in most cases asphalt, to make them more skid resistant.
Open Steel Flooring - This deck uses open steel grating supported on steel stringers. It should
not be used for new construction because its open construction leaves the underlying structure
vulnerable to corrosive attack. These decks also have low skid resistance. Open steel flooring
is, however, a lightweight deck and is sometimes used in rehabilitation projects where reduction
of dead load is important. Open steel flooring should be galvanized to increase its service life.
Filled Steel Flooring - Similar to open steel flooring except the grating is filled with a Class D
(small aggregate) concrete, which improves protection of the structure and skid resistance of
the deck.
Composite Unfilled Grid Decks - Composite unfilled grid decks, commonly referred to as
Exodermic decks, are a lightweight, modular deck system comprised of a reinforced concrete
January 2008
5-23
slab with an unfilled steel grid. These decks can be cast-in-place or precast. Deck thicknesses
may vary from 190 mm to 250 mm.
Advantages are lighter weight without sacrificing stiffness or strength and speed of construction.
Precast panels can often be erected during a short, overnight work window.
The specification for this product does not provide for design delegation. Therefore, it is the
designers responsibility to design all aspects of the superstructure and provide all appropriate
details in the contract plans. Use of composite unfilled grid decks requires approval of the
D.C.E.S. Justification for using this system should include comparisons to other lightweight deck
systems.
Precast Concrete Decks - There are a number of variations of this type. Their principal
advantage is to shorten construction time. They can be advantageous for deck replacement
projects in high traffic volume areas where detours and lane restrictions are limited. These
decks can be full-depth concrete panels or a concrete deck supported by an unfilled steel grid
(see Composite Unfilled Grid Decks above).
Precast Precompressed Concrete/Steel Composite Superstructure - This system,
commonly referred to as Inverset, is a combined superstructure and deck system made up of
steel beams and a concrete slab. The deck is cast in the shop either in an inverted position or
with the beams shored in an upright position. The casting process results in the steel beams
being prestressed and the concrete deck being precompressed. The advantages of this system
include quicker construction, reduced superstructure depth and increased deck durability.
The specification for this product does not provide for design delegation. Therefore, it is the
designers responsibility to design all aspects of the superstructure and provide all appropriate
details in the contract plans.
Fiber Reinforced Polymer Decks - These decks consist of E-glass fibers embedded in a resin
matrix. Although their use is new, they show great promise of increased durability. However,
they are significantly more expensive than conventional concrete decks. They can be a great
advantage on rehabilitation projects because of their extreme light weight (about 20% - 25% the
weight of concrete). See Structures Design Advisory SDA 02-003.
5.4
Deck Drainage
It is important to provide good deck drainage on all structures primarily for traffic safety reasons,
but also to prevent structure deterioration from ponding water and improperly directed drainage.
To facilitate runoff and provide better skid resistance, the surface of all concrete bridge decks
and approach slabs is to be finished with longitudinal saw cut grooving. Grooves are 2.5 mm
wide and 4 mm deep, spaced 19 mm on center, and are cut after the concrete has cured.
The most effective way to provide bridge deck drainage is to use curbless details. The required
drainage must be balanced with railing/barrier requirements for the type of facility. Water quality
issues must be considered before proposing to use curbless railing systems over waterways.
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January 2008
Bridge Decks
Good drainage design includes provisions to remove as much water as possible that would flow
onto the bridge at the high end of the structure. This can be accomplished by locating drainage
inlets approximately 3 m before either the further of the wingwall end or approach slab end
when a curbed highway section exists. If there are no curbs, drainage should be handled with
sod, asphalt or stone lined gutters.
If a bridge has curbs or traffic barriers it may be necessary to check the deck drainage design.
Bridge deck drainage needs to be designed in accordance with FHWA Circular HEC No. 21 Design of Bridge Deck Drainage, May 1993. The design is to be based on rainfall intensity of
the most severe storm of five-minute duration likely to occur in a ten-year period.
Design criteria for bridge deck drainage are based on maintaining the following conditions:
C
Maximum width for the spread of water is 3.6 m.
Maximum spread depth is 10 mm less than the curb height.
For highways with design speeds less than 75 km/hr, puddles may encroach into a
travel lane only to a point where 2.5 m of the lane remains unencroached by the puddle
width.
For highways with design speeds greater than or equal to 75 km/hr, puddles should not
encroach into any portion of a travel lane.
If any of the above conditions cannot be met, scuppers (drains) must be provided. Scuppers
typically become necessary with a combination of a long (over 100 m), wide (over 15 m) bridge
and a flat grade (less than 2%). The average bridge typically does not require scuppers. They
should not be used unless needed because of their tendency to contribute to deck and
superstructure deterioration.
Consider scupper locations prior to finalizing girder spacing to avoid interference between the
outlet and the girder flanges.
When used, scuppers should be located so they do not discharge onto travel lanes, sidewalks
or railroad rights-of-way. Scuppers should be midway between cross frames or diaphragms and
away from abutments and piers, if possible. Scuppers should have Fiberglass or PVC
downspouts extending at least 300 mm below the superstructure. Diffusers should be used over
land unless erosion protection is provided or the free fall exceeds 8 m. Scuppers can discharge
into downspouts carried down to ground level or to a closed drainage system. However, this
method is discouraged because of the susceptibility of the downspouts to freezing or becoming
plugged with debris. Bends in downspouts should be kept to a minimum. A clean out fitting
should be located at each bend. Scupper details are shown on the current BD sheet.
Scupper grates should be of a bicycle-safe design. These are usually reticuline grates or
parallel bar grates with welded transverse bars. See the FHWA publication Bicycle-Safe Grate
Inlet Study for additional guidance.
January 2008
5-25
In urban areas, if downspouts extend to the ground, and the potential exists for malicious
damage, steel pipe may be used. Fiberglass downspout systems have more impact resistance
than PVC systems.
Occasionally, downspouts have been encased in the substructure concrete. This practice
should be avoided whenever possible, because it usually creates clean out problems and can
also result in chloride damage to the concrete. If used, the installation shall include a 25 mm
compressible protective covering between the pipe and the concrete to accommodate
expansion of the pipe and shrinkage of the concrete.
Downspouts shall be placed at the least objectionable location by attempting to hide them from
view behind columns. The surface below the outfall shall be protected by the use of a stone,
concrete slab, or grouted block paving.
5.5
Deck Expansion Joints
5.5.1
Transverse Expansion Joints
Many deck joints and details have been used over the years, with varying results. The one
constant result is that nearly all joint systems leaked after a short duration in service. Therefore,
their use should be avoided whenever possible through the use of continuous spans, jointless
abutments, and semi-integral or integral abutments.
Joint systems currently in use include armorless joints, armored joints and modular joints. See
the current BD sheets for selection criteria for each joint system.
5.5.1.1
Armorless Joint Systems
Armorless joint systems are preferred for superstructure movement of 64 mm or less. This
range of movement has historically been handled by armored joint systems, which are no longer
the preferred system (see Section 5.5.1.2). Armorless bridge joint systems are expected to
alleviate many problems associated with armored joints and compression seals.
Armorless joint systems have been used by NYSDOT Bridge Maintenance for many years with
excellent results. There are no skew limitations for armorless joint systems but skews over 45
require close attention to sizing criteria on the current BD sheets.
The elastomeric concrete used in armorless joint systems offers a durable header material that
cures much faster than traditional concrete. This minimizes lane closure times, reduces
Maintenance and Protection of Traffic costs and shortens delays to the traveling public. Unlike
traditional concrete, fresh elastomeric concrete bonds extremely well to previously placed fully
cured material. It can be installed in segments, making it adaptable to stage construction as well
as staged repairs or replacements. Elastomeric concrete headers shall not overhang the
concrete slab.
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January 2008
Bridge Decks
The poured liquid sealant or closed-cell, cross-linked foam seals of armorless joint systems are
easily placed in their entirety or in segments. They require very little time to place and/or cure
allowing restoration of traffic in a matter of hours.
When replacing an existing armored joint and header only for a rehabilitation and the opening
between the deck and the backwall or deck slabs exceeds the maximum opening given in the
BD sheets it may still be possible to use an armorless joint without doing additional deck work.
If the maximum opening (set opening + design movement) does not exceed 125 mm an
armorless joint can still be used.
5.5.1.2
Armored Joint Systems
Persistent maintenance problems with armored joints have been routinely encountered. During
initial construction, proper consolidation of concrete under the horizontal leg of the armoring
angle is difficult. The resulting voids lead to water collecting under the angle. When this water
freezes it lifts up the armoring angle and increases the likelihood of snow plow impact.
An additional problem is corrosion of the steel angle. On the vertical face, corrosion creates a
gap at the seal to angle interface which allows water to leak onto the superstructure and
substructure elements below. On the horizontal face, corroding steel causes the concrete in
contact with the angle to spall away, creating a larger gap for water to get under the angle. This
causes leakage behind the angle in even when the seal remains watertight.
Repair of damaged armored joint systems is time consuming and difficult. Damaged
compression seals cannot be repaired and must be replaced in their entirety. Typically the
whole system needs replacing which requires removal and replacement of the concrete header
and armoring angles. This requires jack-hammering, cutting out the steel angles, and placing
new steel angles and concrete. The repaired section cannot be opened to traffic until the
concrete has cured, requiring long term lane closures.
There are skew limitations for armored joint systems. See the current BD sheets for allowable
skews and selection criteria.
5.5.1.3
Modular Joint Systems
Modular joint systems are used for larger movements. Single-cell modular joint systems may be
used for up to 50 mm of superstructure movement. Multicell modular joint systems are used for
superstructure movement over 50 mm. There are no skew limitations for modular joint systems
but skews over 45 require close attention to sizing criteria on the current BD sheets.
January 2008
5-27
5.5.2
Longitudinal Joints
When the bridge width exceeds 27.5 m, a longitudinal deck joint should be considered. This is
especially true for bridges whose width approaches or exceeds the bridge span. The type and
placement of this joint should take the following bridge characteristics into consideration:
C
Bridge deck drainage pattern (i.e., crossslope).
Likelihood that traffic will have to traverse the joint.
The existence of a raised or flush median.
The existence and location of any median barrier.
A 25 mm joint is recommended if traffic is likely to traverse the joint. If a raised median with or
without concrete traffic barrier is present, a 50 mm joint is recommended. If the joint is at or near
the roadway surface, it should be sealed. If half-section adjacent concrete traffic barriers are
used, the closure of the joint is optional. A compression-type seal is the recommended closure
material in either case.
5.6
Sidewalk and Brush Curb Overlays
All sidewalks and brush curb overlays should be paid for under Item 557.30, Sidewalks and
Safety Walks. The advantage of this item is that it includes the steel reinforcement and provides
for a wet cure of the concrete.
5-28
January 2008
Section 6
Bridge Railing
6.1
Introduction
The obvious function of bridge railing is to provide protection at the edges of structures for traffic
and pedestrians. In performing this function, the railing must have the strength to withstand the
vehicular impact and the geometry and details to safely redirect the vehicle without serious
snagging or overturning. The decision of what type of railing to use is based on many factors
including traffic volume, design speed, bridge geometry and the number of heavy trucks.
New railing and barrier systems must meet the requirements established in NCHRP 350.
NCHRP 350 sets forth the crash test requirements and criteria for accepting railing systems.
A good background reference that discusses bridge railing design issues is FHWAs October
1998 manual, Improving Highway Safety at Bridges on Local Roads and Streets.
6.2
Types of Railing
The following is a list of the types of railing systems used by NYSDOT:

C
Traffic or Vehicular Railing - A railing used for the purpose of providing a physical
barrier to safely restrain vehicles on the bridge.
Pedestrian Railing - a railing or a fencing system that provides a physical barrier for
pedestrians crossing a bridge and of sufficient height to minimize the likelihood of a
pedestrian falling over the system.
Bicycle Railing - a railing or fencing system that provides a physical guide for bicyclists
crossing a bridge and of sufficient height to minimize the potential for a bicyclist to fall
over the system.
Combination Railing - A bicycle or pedestrian railing system added to a traffic railing or

concrete barrier system.
Vertical Faced Concrete Parapets - a traffic barrier system of reinforced concrete,

usually used adjacent to a sidewalk.
Permanent Concrete Traffic or Bridge Barrier - a traffic barrier system of reinforced

concrete having a traffic face which is a safety shape, single-slope, F-shape or Texastype Barrier.
Transition - a railing system which should provide a gradual change in stiffness from a
flexible highway guide rail to a rigid bridge rail or concrete barrier or parapet.
April, 2006
6-1
6.3
Railing and Barrier Design for New and Replacement Bridges
6.3.1
Service Levels
The first step in the railing/barrier design process is to establish the proper design service level
for the bridge. The service level can be designated in terms of Testing Levels TL-1 thru TL-6 as
defined in NCHRP 350 and AASHTO LRFD specifications. An older system of service levels
used performance Levels PL-1 thru PL-3. There is essential equivalency in the crash test
requirements as follows:
NCHRP 350
1989 AASHTO
TL-2
TL-4
TL-5
PL-1
PL-2
PL-3
The 1989 AASHTO Guide Specification contains warrants based on ADT, design speed,
percentage truck traffic and horizontal and vertical geometry. Although there is an ongoing
study to reevaluate these criteria, these warrants provide a rational basis for the railing/barrier
selection.
The general descriptions of the service levels to be used are as follows:
TL-2 (PL-1)Taken to be generally acceptable for most local and collector roads with
favorable site conditions, work zones and where a small number of heavy vehicles are
expected and posted speeds are reduced.
TL-4 (PL-2)Taken to be generally acceptable for the majority of applications on high-speed
highways, expressways and interstate highways with a mixture of trucks and heavy
vehicles.
TL-5 (PL-3)Taken to be generally acceptable for applications on high-speed, high-traffic
volume and high ratio of heavy vehicles for expressways and interstate highways with
unfavorable site conditions.
A recommendation of the service level will be made by the designer to the D.C.E.S. based on
the general descriptions above and the 1989 AASHTO Guide Specification unless a variance
can be justified. The recommended service level will be shown on the preliminary structure plan
tear sheet.
6.3.2
Railing/Barrier Design Alternatives
Once the appropriate service level has been established, some functional and geometric criteria
need to be established. These criteria are discussed as follows:
Under-crossing Feature - Bridges over another highway or railroad must have either a
concrete barrier or a curb. This is necessary to prevent roadway drainage from dropping
onto the under feature. Bridges over waterways may use a curbless section if not on an
interstate or other controlled access highway.
6-2
April, 2006
Bridge Railing
Pedestrian Traffic (Sidewalk on Bridge) - Bridges carrying a sidewalk must use a

concrete parapet or four-rail railing at the fascia with a minimum height of 1.06 m above the
sidewalk surface. It is presumed that bridges with a sidewalk do not carry bicycle traffic on
the sidewalk. When a sidewalk is separated from vehicular traffic by a traffic railing, then a
minimum 1.06-m high pedestrian railing or fencing must be used on the fascia.
Pedestrian Traffic (No Sidewalk on Bridge) - A railing or concrete barrier with a minimum
height above the roadway of 1.06 m shall be used.
Bicycle Traffic - If a bridge bicycle railing is to be used, it shall be a railing or combination
concrete barrier and railing with a minimum height of 1.06 m above the roadway surface.
The Highway Design Manual (Chapters 17 and 18) should be consulted for warrants to
determine when bicycle or pedestrian railing should be provided.
Bridges that carry bicycles on a bikeway that is separate from vehicular traffic may use either of
the bicycle/pedestrian railings shown on BD-RP2 or BD-RP3 on the fascia of the bridge. If a
steel railing is used to separate the traffic from the bikeway then a rub rail(s) should be placed
on the back side of the traffic railing to protect the bicyclists from the railing posts. Fencing can
be used as an alternate to the standard details shown, but the posts and rails must be designed
to withstand the loads specified in the NYSDOT LRFD Bridge Design Specifications for bicycle
and pedestrian railing.
Table 6-1 shows the available railing and barrier options for the different design service levels.
Current BD Sheets should be consulted for the details of the various systems.
January, 2008
6-3
TL-2(Less than 500

AADT)
1. Thrie Beam
(BD-RL1)
2. Steel Two-Rail
Curbless
(BD-RL3)
3. Steel Three-Rail
Curbless
(BD-RS1)
TL-2(Less than
1500 AADT)
1. 864 mm Safety
Shape
(BD-RC1)
1. 864 mm Safety
Shape
(BD-RC1)
2. Steel Three-Rail
Curbless (BD-RS1)
2. Steel Three-Rail
Curbless
(BD-RS1)
2. Steel Three-Rail
Curbless
(BD-RS1)
3. Steel Four-Rail
(BD-RS1)
3. Steel Four-Rail
(BD-RS1)
4. Steel Five-Rail
Curbless
(BD-RS3)
4. Steel Five-Rail
Curbless
(BD-RS3)
5. Steel Two-Rail with

Brush Curb
(BD-RS2)

Brush Curb
(BD-RS2)
6. 1.07m SingleSlope
(BD-RC11)
6. 1.07 m Single-Slope
(BD-RC11)
3. Steel Four-Rail
(BD-RS1)
4. Steel Two-Rail
with Brush Curb
(BD-RS2)
5. Steel Five-Rail
Curbless
(BD-RS3)
5. Steel Five-Rail
Curbless
(BD-RS3)

Brush Curb
(BD-RS2)
6. Timber Two-Rail
(BD-RT1)
7. Timber Two-Rail
(BD-RT1)
7. 864 mm Safety
Shape
(BD-RC11)
8. 864 mm Safety
Shape
(BD-RC1)
8. 1.07 m SingleSlope
(BD-RC11)
(BD-RC11)
9. 1.07 m F-Shape
(BD-RC15)
10. 1.07 m F-Shape

(BD-RC15)
10. 1.07 m Vertical

Parapet
(BD-RC2)
11. 1.07 m TexasType (BD-RC8)
7. 1.07 m F-Shape
(BD-RC15)
8. 1.07 m Vertical
Parapet
(BD-RC2)
9. 1.07 m TexasType
(BD-RC8)
TL-5 and Controlled

Access Interstate
TL-4
1. Steel Two-Rail
Curbless
(BD-RL3)
4. Steel Four-Rail (BDRS1)
11. 1.07 m Vertical

Parapet
(BD-RC2)
TL-2(Greater than
1500 AADT)
[CIP and slipform options
only]
(BD-RC11)
2. 1.07 m F-Shape
(BD-RC15)
7. 1.07 m F-Shape
(BD-RC15)
8. 1.07 m Vertical
Parapet
(BD-RC2)
9. Timber Two-Rail
(BD-RT1)
10. Timber Two-Rail

(BD-RT1)
12. 1.07 m Texas-Type

(BD-RC8)
Table 6-1
Railing and Barrier Selection Table
Controlled Access NonInterstate

1. 864 mm Safety Shape
(BD-RC1)
(BD-RC11)
3.1.07 m F-Shape
(BD-RC15)
Bridge Railing
6.3.3
Railing/Barrier Selection
6.3.3.1
Interstate and Controlled Access Highways
All new and replacement bridges and deck or superstructure replacements on interstate and
other controlled access, high-speed highways shall use concrete bridge barrier (parkways
without truck traffic and culvert structures are excluded). For interstate bridges, 1.07-m high FShape or single-slope barrier shall be used. For other fully or partially controlled access, high
speed highways, designers should evaluate the required railing design service level according
to Section 6.3.1 to determine if the service level is Test Level-4 and an 865-mm high concrete
safety shape barrier can be used.
Exceptions to this guidance should be discussed and justified in the Design Approval Document
and be approved by the D.C.E.S. Exceptions that will be considered are in the cases of a deck
replacement when the existing superstructure is not adequate for the increased dead load
associated with a concrete barrier or where a concrete barrier on the inside of curve would
reduce sight distance to less than the allowable.
A number of recent accidents have involved tractor trailers penetrating steel bridge rail and
causing severe damage and injury. There is a common misperception that steel bridge railing is
designed to contain a heavy tractor trailer impact. In reality, the current standard two-rail and
four-rail bridge railings are designed and tested to a Test Level-4, under NCHRP 350, to contain
a 2000-kg (4400-lb) pickup truck at 100 km/hr (60 mph) with a 25-degree angle of impact and
an 8000 kg (18,000 lb) single-unit van truck at 80 km/hr (50 mph) with a 15-degree angle of
impact. The design standards for previous railing systems had significantly lower impact loads.
There are no known steel railing systems designed for an impact by a 36,000 kg (80,000 lb.)
tractor trailer (Test Level-5 level of service). It would be extremely difficult to design such a steel
railing system because the impact force must be transferred to the deck at each post location. A
concrete barrier is much more effective in that it distributes the force to the deck through the
continuous deck/barrier interface.
6.3.3.2
Other Highways
The Railing and Barrier Selection Table (Table 6-1) lists the available choices for each design
category. The first choice in most design categories is a concrete barrier or parapet. This
preference is based on the concrete barriers strength, durability and low initial and
maintenance costs compared to metal railing systems. Factors that may cause an alternative
selection to be made are:
Bridge Deck Drainage - On bridges over waterways where concrete barriers would necessitate
the use of scuppers, a curbless railing should be used. Generally, for most bridges it will not be
necessary to use scuppers with concrete barriers. It is usually possible to carry the deck
drainage off the ends of the structure without scuppers, unless the bridge becomes very long,
wide or has a flat profile. The bridge deck hydraulics must be checked.
April, 2006
6-5
Aesthetics - In areas where the aesthetics of the railing/barrier is a prime concern, the Texas
Type C411 concrete barrier is an option. However, the cost of this barrier is significantly higher
than a standard barrier and its use is restricted to situations where a service level of TL-2 (PL-1)
applies. A barrier with an outside face treatment using one of the many types of form liners
should also be considered. Concrete cover and bridge width must be increased when form
liners are used. Concrete barrier can be colored by staining the cured concrete for an aesthetic
effect. Color added to the concrete mix is not recommended because of the variability of results.
Exposed aggregate finishes should be avoided because of maintenance concerns.
A two-rail timber railing is also available for use in areas such as the Adirondack and Catskill
Parks where a rustic appearance is desired. In certain situations it may be desirable to provide
a view of scenic under features. An open railing system could be used in these situations.
Bridge or pedestrian railing may be painted the same color as the steel superstructure to
achieve a uniform appearance. Care should be taken not to include the railing in the
requirements for 572 _ _ _ _ 16 Shop Applied Structural Steel Paint System. This item leaves
the railing interior ungalvanized and subject to deterioration from rusting. Instead, a note should
be placed on the plans modifying the requirements of 710-23 to match the color of the
surrounding painted structural steel, if it is different from the rustic brown stated in the 710-23
specification.
Visibility - When intersections or driveways are close to the end of the bridge, an open railing
system may be selected over a concrete barrier to increase visibility of oncoming traffic from the
intersecting roadway. It should be pointed out that the visibility through the steel railings is
limited and becomes even less with the addition of pedestrian fencing or permanent snow fence
to the railing. This factor should only be a consideration in unusual circumstances.
Snow Accumulation - In areas with heavy snowfall, Regions sometimes consider using open
railing on bridges over waterways to mitigate the effect of snow accumulation on the shoulders.
The intent is to push snow through an open railing during snow plowing operations to reduce
the need for maintenance forces to remove accumulated snow from the bridge shoulder.
However, the ability to push snow through the relatively close spacing of the rails is limited at
best. Bridges over highways and railroads will ordinarily carry a snow fence on the structure.
Therefore, snow accumulation is usually not a factor in the railing/barrier decision on such
bridges.
Geometric design policy for new and replacement bridges ordinarily results in a shoulder wide
enough to permit snow storage. The factor of snow accumulation driving a decision to use open
railing rather than a concrete barrier should occur only in unusual circumstances.
6.3.4
Weathering Steel Bridge Railing
Use of weathering steel for bridge railing to achieve a rustic appearance is no longer allowed
because accelerated deterioration has been noted inside the railing tubes. In most cases,
standard galvanized guide rail should be used. If a rustic appearance is required, timber bridge
railing or painted galvanized steel may be used.
6-6
January, 2008
Bridge Railing
6.3.5
Transitions
Approved transitions from bridge railing and barrier to highway railing are shown in the BD
RC, RL, RS and RT series. If it is necessary to transition from corrugated beam highway rail to
box beam highway rail (or vice versa), make the transition away from the bridge in accordance
with the details shown on the Highway Standard Sheets. The purpose of bridge railing/barrier
transitions is to provide a smooth transition from the rigid bridge rail to the flexible highway
guide rail without forming a snagging pocket.
When driveways or other roadways are in close proximity to the end of the bridge and make the
use of the full transition length impossible, the designer shall utilize as much of the transition as
possible. The highway guide rail shall be terminated in accordance with the highway standard
sheets where conditions permit.
January, 2008
6-7
6.3.6
Modifications
Modifications to any of the standard railing/barrier systems may be made only with the approval
of the D.C.E.S. Any substantial modifications would generally require a crash test to qualify the
system. This will also be determined by the D.C.E.S.
6.4
Precast Concrete Barrier
Concrete Barrier can be constructed by one of three methods, cast-in-place, slip formed or
precast at the Contractors option. If the precast method is chosen, the Contractor must use one
of the preapproved precast barrier systems. The approved systems are listed on the
Departments Approval Material list. The approved systems are specific in their details,
materials and method of attachment to the deck slab.
In certain circumstances the designer may wish to require the use of a precast concrete barrier
system. In that event, the normal barrier pay item can be used, but a note on the plans should
state that only the precast option is allowed. No details of the barrier reinforcement or
anchorage should be shown on the plans. A note should be placed to state that the precast
barrier must be one of the approved systems.
6.5
Pedestrian Fencing
On bridges over railroads or highways where there is a potential for vandalism from
pedestrians, pedestrian fencing should be provided. The fencing is attached to the back side of
steel railings, concrete barriers and parapets. It is located on the back side to minimize the
potential danger from flying debris if a truck impacts the railing or barrier and leans into the
pedestrian fencing. As an alternate, fencing may be mounted to the top of a barrier through a
longer base plate or corbelled edge as long as the standard distance from the face of the barrier
to the fencing is maintained. Details are shown on the BD Sheets.
Pedestrian fencing over railroads shall be carried a minimum of 6.0 m past the center line of any
single track or from the centerline of the two most external tracks. If there is an off-track
maintenance roadway adjacent to the tracks, the fencing should be extended a distance of
1.0 m past the edge of the maintenance roadway. If the required limits of pedestrian fencing
over the railroad corridor beneath the structure is a significant portion of the overall structure
length, the Region may decided to simply run the pedestrian fencing along the entire length of
the structure.
Pedestrian fencing shall have a minimum height of 2.44 m as detailed on the current BD sheets
and extend to a point 3.0 m beyond edge of the shoulder of the under roadway.
6-8
April, 2006
Bridge Railing
6.6
Permanent Snow Fencing
Structures with open railing that pass over a roadway should be equipped with snow fence in
the area over the under roadway. The purpose is to retain and disperse the snow from snow
plowing operations. Permanent snow fence should be chain link fence mounted to the back side
of the railing. If used, the recommended height of snow fence is 1.22 m as detailed on the
current BD sheets.
Bridges with concrete traffic barriers (864 mm high) may need snow fence installed on the back
of the barrier depending on local conditions. It is recommended that bridges over interstate
highways have such fencing. Bridges with higher concrete barrier or parapet (1.07 m) ordinarily
do not require snow fence. If used, permanent snow fence on concrete barrier should have a
height of 600 mm above the top of the barrier. Permanent snow fence should be installed on the
back side of railing and barrier for the same reason discussed under Pedestrian Fencing. As an
alternate, it can be mounted to the top with certain restrictions as discussed in Section 6.5.
Permanent snow fence should be used judiciously. It has the potential to create more problems
than it solves (particularly on concrete barrier) and may be unattractive. When snow fence is
used, it should extend to a point 3.0 m beyond the edge of the shoulder of the under roadway.
6.7
Railing/Parapet Design Dead Loads
The following uniform dead loads based on current BD sheets in kN/m can be assumed for
design purposes:
Two-Rail with brush curb (625 mm wide)
3.00
Four-Rail curbless
1.25
Safety Shape Concrete Barrier
6.75
Vertical Concrete Parapet
6.50
Texas-Type Barrier
6.25
Single-Slope Concrete Barrier
8.75
F-Shape Concrete Barrier
8.50
Timber Rail
1.10
Single-Slope Median Barrier
10.40
Single-Slope Median Wide Barrier
13.00
Permanent Concrete Median Barrier (Type A)
6.00
Permanent Concrete Median Barrier (Type B)
7.55
Permanent Concrete Median Barrier (Type C)
8.90
April, 2006
6-9
6.8
Guidelines for Railing Treatments on Rehabilitation Projects
6.8.1
Background
A majority of the bridge railings currently on NYSDOT structures have not been crash tested in
accordance with NCHRP 350 criteria. As of October 1, 1998, these existing railings are
considered nonconforming features and FHWA requires that they be considered when
progressing a rehabilitation project on the structure.
6.8.2
Purpose
These guidelines identify a course of action that will allow the designer to address, in a uniform
and consistent manner, the variety of situations encountered in rehabilitation project
development and design. These rehabilitation guidelines will:
1. Identify the warrants to be considered in selecting a bridge railing treatment.
2. Categorize situations based on general work strategy.
3. Propose actions for the various categories.
4. Define project decision responsibilities and authorities.
Railing treatments on rehabilitation projects is a complex subject with many project specific
considerations. Although these guidelines have been adopted, it is realized that they cannot
cover every situation and engineering judgment will be required in their interpretation. A flow
chart outlining these guidelines is shown in Appendix 6B.
6.8.3
Warrants
Numerous considerations factor into selecting the appropriate bridge railing treatment on a
rehabilitation project. Evaluation of the following contributing factors should provide sufficient
information to identify the criteria that define the logic on which the designers decision is based:
A. Existing Bridge Railing - age, original design criteria, materials, anchorage, snagging
characteristics, vaulting causing features, discontinuities, transitions, fascia
characteristics, maintenance concerns and other contributing factors.
B. Required Design Service Level - Federal and State standards for Design Service
Levels as shown in Section 6.3.1.
C. Roadway System - NHS, non-NHS, functional class, design speed, urban, rural,
pedestrians, bicycles, etc.
D. Roadway Characteristics - horizontal and vertical geometry, visibility, AADT, DHV,
percent trucks, width, sidewalk, curb, median/median barrier, feature crossed, structure
length, approaches and any other contributing characteristics.
E. Safety/Accident Evaluation - number and severity of accidents and their cause,
indications of bridge rail hits. Also, the type and amount of damage to the bridge railing.
6-10
April, 2006
Bridge Railing
F. Historic/Aesthetic Considerations - community input, SHPO input, Regional

discretion.
G. Drainage - ability of system to accommodate roadway drainage and snow storage.
H. Safety Walks face-of-rail to face-of-curb dimension and curb height for vaulting
considerations.
I.
Scope of Work - consider the railing upgrade/replacement in view of the rehabilitation

project from the perspective of appropriateness of work and increase in project cost.
J. Desired Service Life of the Repair - a short term fix may be appropriate in
anticipation of future work strategies.
K. Traffic - in some cases maintenance and protection of traffic considerations may greatly
influence the scope and type of bridge railing work that is feasible.
L. Transitions - current and past Standard Railing systems also have an approved
transition to the highway guide railing. Approved transition details are shown on the
Bridge Detail sheets which coincide with the appropriate bridge railing.
6.8.4
Identified Work Strategies
The decision regarding bridge railing must be consistent with the overall work strategy for the
individual bridge. Public safety, timing and economics are important considerations when
making this decision. The work strategies discussed below are ones that involve all the railing
on a bridge or in the case of a viaduct, major portions of the bridge. Repair of accident damage
or isolated deterioration are not covered by these guidelines. The following are guidelines to
help the designer:
6.8.4.1
Long-Term Work Strategy
The projects in this category are long-term service life fixes that imply no major work for at least
ten years after project completion. It is important to consider all work necessary to bring the
bridge up to the current standards, especially those related to public safety. For the bridge
railing, the consequences of not addressing it would mean that it would remain nonconforming.
This alternative would be considered unacceptable. Therefore, these guidelines recommend the
replacement/upgrading of the existing bridge railing in these situations, unless retention of the
bridge railing was justified as described in Section 6.8.5.3.
These types of projects inherently impact the existing bridge railing and/or its anchorage and
also have long term service life implications. Therefore, it is cost-effective, prudent, and timely
to proceed with bridge railing replacement/upgrades.
Certain work strategies with applicable defined scope of work will direct that the existing bridge
railings be upgraded and/or replaced to current accepted standards. Regardless of the
contributing factors as defined earlier in this document, specific types of projects shall always
include bridge railing replacement/upgrades. These types of projects shall include, but are not
limited to:
April, 2006
6-11
Bridge Superstructure Widening (Consider widened portions only)
Superstructure Replacement
Complete Deck Replacement (Thru-girder, truss, P/S box beam and other unique
bridges need special consideration)
Bridge Railing Replacement Contracts
Major Bridge Rehabilitations
6.8.4.2
Short-Term Work Strategy
The projects in this category are intended to provide a short-term or interim fix prior to possible
larger programmed work. These type of projects, such as minor rehabilitation and deck asphalt
overlay contracts, typically have an expected service life of less than 10 years. It is in
developing these types of projects that the designer must pay close attention to the intended
scope, the objective of the project, and the contributing factors as described earlier in this
document. Sound, prudent, and cost effective engineering decisions based on both the shortterm and long-term planning for these structures should prevail.
The types of projects that a designer would typically evaluate as to whether to include bridge
railing replacement/upgrade are:
C
Bridge Railing Repair
Asphalt Overlay Projects
Bridge Curb Replacement/Repair/Modifications
Extensive Sidewalk and/or Concrete Work (involving railing anchorage)
Other Element Specific Contracts (excluding monolithic deck projects)
Actions such as repair of railing collision damage and localized maintenance repair of curbs,
sidewalks and snow fencing do not require an evaluation of bridge railing replacement/upgrade.
In a more general sense, if the anchorage system is exposed or will be exposed by the intended
work, strong consideration should be given to replacing/upgrading the bridge railing.
6.8.4.3
Monolithic Deck Work
This work is a long-term work strategy because it substantially extends the structures service
life and requires a considerable level of effort. Although monolithic deck projects are a long-term
work strategy, it is desirable for programmatic reasons to allow additional flexibility. It is for this
reason that monolithic deck projects are treated separately. On monolithic deck projects, if a
standard railing system is not installed, the existing bridge railing may be proposed for retention,
if it has been crash tested to NCHRP 230 and the curb is within 225 mm of the face of rail. If the
existing bridge railing is an acceptable NCHRP 230 railing and the curb is not within 225 mm of
the face of rail, then the scope of work shall include the safety walk removal. Safety walk
removal can be completed by removing and replacing the existing curb such that the curbs face
is within 225 mm of the face of rail. Also, the safety walk can be effectively addressed by
blocking out the rails such that the curbs face is within 225 mm of the face of rail. If the existing
6-12
April, 2006
Bridge Railing
bridge railing is not an acceptable NCHRP 230 railing, the railing must be replaced or upgraded.
If the deck does not have the capacity to satisfy the loadings associated with the standard
bridge railing, then the deck should be modified to accept the standard railing and associated
loadings. See Appendix 6A 1987 Bridge Railing Crash Test Report, for a discussion of the
crash tests performed on former NYSDOT bridge railing.
Special consideration is needed when applying the above guidelines to viaducts. Viaducts are
more complex structures which may involve many bridges and connecting ramps presenting
unique problems. Due to their nature, there are no reasonable, logical termini for bridge railing
and/or safety walks. As a result, the designer may be faced with chasing the bridge railing
modification, upgrade or replacement for exceptionally long distances impacting other bridge
structures and/or spans which may not be receiving any other improvements. This can
ultimately alter the scope of the capital project, which was originally conceived to replace the
wearing surface of the concrete deck (monodeck rehabilitation work only). The cost implications
of such an action could preclude the Region from pursuing monolithic deck work and opt for a
more interim fix.
These guidelines allow flexibility when dealing with viaducts and large interchanges. Each
situation requires close examination and an evaluation of a number of different factors:
C
The accident history problem and if so, what is it attributed to. Are the safety walks and
bridge railing contributing elements or involved with the problem?
Relative to project cost and the Regions budget, the impact of addressing the bridge
railing and safety walks.
Uniqueness of this capital project for the viaduct or is it one of many future projects on
the viaducts? In other words, if the Region is planning to systematically progress a
series of contracts to address the entire viaduct then conditions may be such that it is
prudent to include the additional work now.
Aesthetics have to be considered. Most viaducts are located in highly populated, urban
areas; entrances to cities. The visual impact of segmenting work could be negative for
a prolonged period. The Region may be better served addressing all the bridge railing at
once and all the safety walk issues under a separate contract. This notably must be
weighed against impacts to safety, traffic, cost, remobilization efforts, etc.
Viaducts require close examination and have to be considered as a separate entity on a case
by case basis. The designer should document and place in the project file or design report all
information that supports the final decision.
6.8.5
Actions to be Taken
Generally, all actions should be based on the warrants and the work strategy for the bridge. The
warrants and the work strategy are discussed in Sections 6.8.3 and 6.8.4. The required design
service level for the bridge railing is determined according to Section 6.3.1. The following
actions are applicable to all roadway systems, unless otherwise noted.
April, 2006
6-13
6.8.5.1
Replacing the Bridge Railing/Barrier
The standard systems for replacement bridge railing and barriers shall be as defined in
Section 6.4.2 and as detailed in the current Bridge Detail sheets. Acceptance of these systems
is based on a crash-tested system in accordance with NCHRP 350.
6.8.5.2
Upgrading the Bridge Railing/Barrier
The upgraded bridge railing/barrier must meet the requirements of the bridges design service
level to qualify as an acceptable system. A railing/barrier can be upgraded to a TL-2 (PL-1) or
TL-4 (PL-2) service level. Due to the strength requirements, it is not possible to upgrade to a
TL-5 (PL-3) service level and, therefore, the railing/barrier will need to be replaced for that level.
In addition, the retrofitted railing/barrier must qualify by providing similar snagging and vaulting
characteristics of a crash tested system. An acceptable system demonstrates this equivalence
through similarity of rail, post and curb locations to crash-tested systems. This also includes
cutting any safety walk back to preferably 150 mm, but not more than 225 mm, from the face of
railing. The required strength of the posts and anchorage can be satisfied by calculation in
accordance with the assumed loads specified in AASHTO LRFD Bridge Design Specifications,
Section 13.
Typical details for upgrading steel railing to TL-2 or TL-4 levels are shown on the Bridge Detail
sheets. TL-2 upgrading consists of a single 152 mm x 152 mm box beam rail. TL-4 upgrading
consists of double 152 mm x 152 mm box beam rails.
6.8.5.3
Retaining the Bridge Railing
Generally, the decision to retain bridge railing should be based on the warrants, the work
strategy and the bridge railings ability to meet the requirements of the roadway (design service
levels) as described in Section 6.3.1. When considering long term service life of a bridge, there
are a few cases where retaining the nonconforming bridge railing is desirable. These cases
must be justified and well documented similar to the procedure described in the Highway
Design Manual, Section 2.8. When it is determined by the designer that bridge railing
replacement/upgrade is not warranted, then documentation supporting the decision shall
include the existing bridge rail condition (including anchorage), evaluation of contributing
factors, the intended scope and objective of the project. This documentation should be provided
to the project file, Region Design Engineer, Region Structures Engineer and Region Bridge
Maintenance Engineer for the purpose of determining future work needs and programs.
The following guidelines are for the retention of existing bridge railing:
6-14
April, 2006
Bridge Railing
1. Project Specific Reasons

The following projects will typically not include bridge railing replacement/upgrades and
would not require written documentation/justification for retaining nonconforming bridge
railing:
C
Bridge Painting/Cleaning/Sealing
Joint Repair/Replacement
Bearing Repair/Replacement
Striping
Steel Repair (Impact Damage, Localized Corrosion, etc.)
Scour Work
Sign Projects
Navigational Light Repair/Installation
Preventive Maintenance Work (Cyclic Work to Reduce Deterioration)
Snow Fence Installation
However, if the designer notices potential problems with the bridge railing, the anchorage
system, or other associated bridge rail hardware, it shall be communicated to the RSE and
the RBME for their action.
The former two-rail and four-rail steel bridge railings detailed on various BDD sheets issued
since 1977 are acceptable and adequate for a TL-2 service level without upgrading. See
Appendix 6A, 1987 Bridge Railing Crash Test Report for further discussion. However, any
transition to highway guide railing containing the tuning fork detail is not adequate for a TL2 service level.
In addition, for non-NHS roadways only, compliance to the TL-2 Service Level can be
analytically determined by verifying the bridge railing as structurally adequate using the
assumed loads given in AASHTO LRFD Bridge Design Specifications, Section 13. Some
variance in rail, post and curb positions from crash tested systems is permissible if there are
no obvious safety hazards such as snagging points and there is approval by the D.C.E.S.
2. Historic Preservation or Other Project Specific Reasons
For projects which deal with historic or aesthetic considerations, the decision regarding
bridge railing can be much more difficult. The deficiencies of the proposed nonconforming
bridge railing, relative to its conformance with the required service level, shall be clearly
documented and shall be presented to the approving authority noted in Section 6.8.6. This
information shall be accompanied by the cost differential between the two bridge railings
and the logic supporting the decision to employ the nonconforming bridge railing.
April, 2006
6-15
6.8.5.4
Anchorage of Steel Bridge Railing
It is NYSDOT policy to allow drilling and grouting of anchor bolts for steel bridge railing during
rehabilitation projects. All anchor rods must be proof-load tested to ensure the quality of the
existing concrete and the grout selected. It is recommended that the contractor install and test
several bolts prior to grouting all the bolts in case of a concrete/anchor/grout incompatibility.
The recommended embedment depth for M24 bolts is 300 mm.
Although the anchorage is compliant with current loading requirement, the overhang
reinforcement in the superstructure may not be adequate. The deck reinforcement should be
investigated to ensure that it can resist the larger loadings this railing system is capable of
transmitting, or a determination must be made to accept the damage to the deck that may occur
during a severe impact.
6.8.6
Responsibilities and Authorities
Approval authority will be in accordance with the Design-Related Approval Matrix in the
NYSDOT Project Development Manual, Exhibit 4-2.
6.9
Bridge Railing/Transition Shop Drawing Requirements
Bridge Railing and Transition Shop Drawing Approvals are not required in most cases. Since
the recent implementation of new crash-tested bridge railing and transition details, it has
become obvious that the shop drawing review process provides little value when compared to
the effort of reviewing and approving shop drawings for these items. In most cases, the contract
document details and construction specifications are adequate to ensure that the railing system
will be fabricated in a manner that will satisfy safety and construction tolerance criteria.
Nevertheless, there are situations that warrant the review and approval of shop drawings for
these items, as follows:
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Transitions requiring connections between existing bridge rail and existing highway rail.
Transitions requiring connections between existing bridge rail and new, upgraded bridge
rail or between existing bridge rail and existing truss members.
Unique and complex end transitions.
All nonstandard concrete and steel railing systems and all timber rail systems.
When these situations occur, Note 70 in Section 17 shall be placed in the contract plans.
6-16
January, 2008
Appendix 6A
1987 Bridge Railing Crash Test Report
Purpose
This report is intended to document the results of the 1987 crash tests of the NYSDOT two-rail
steel bridge railing. The testing done by Southwest Research Institute is documented in NCHRP
Report 289. The crash testing done by the NYSDOT was never documented in a final report.
The following information is intended to document the facts behind the NYSDOT bridge railing
rehabilitation guidelines.
Background
In 1987, NYSDOT conducted voluntary crash tests of the two-rail curbless steel bridge railing
and steel railing transitions. Both systems were in wide use at that time. The crash testing
procedures used were established in a FHWA document titled NCHRP Report 230, which
provides several crash test levels using specific vehicle types, speeds and entrance angles for
each scenario. These crash tests do not directly correspond to any performance level or testing
level currently used.
A review of the NYSDOT standard sheets revealed that the two-rail curbless bridge railing
existed in the tested form as far back as 1977, and was found on BDD 77-51. That same year,
BDD 77-51 R1 was issued and detailed a shorter post for the two rail on a brush curb. This new
sheet adjusted the height of the rails to 118 inches above the tested rails for a six inch curb, and
418 inches above the tested rails for a nine inch curb. In 1989, this revised sheet later came to
be known as BDD 89-59A, and the curbless details remained on the BDD sheets with the 51
number.
Methodology
The testing done by Southwest Research Institute used a 1,990 lb. compact car to determine
the geometric adequacy of the two-rail curbless railing. The vehicle velocity was 61 mph at an
entrance angle of 14.2 degrees. These factors meet the minimums set by NCHRP Report 230 Test #12 that requires a 1,800-lb. car, 60 mph and 15-degree entrance angle. The results of this
test are given in NCHRP Report 289.
The tested bridge rail was standard except that it was attached to a concrete cantilever intended
to simulate a bridge deck overhang.
The testing done by NYSDOT used a 4,600-lb. large car to determine the strength capacity of
the railing. The vehicle velocity was 60 mph and an entrance angle of 25 degrees. These
factors meet the minimums set by NCHRP Report 230 - Test #10 that requires a 4,500-lb. car,
60 mph and 25-degree entrance angle. The results of this test are summarized in a
memorandum to D.J. Massimillian of the Structures Division from R.J. Perry of the Engineering
R&D Bureau. All of the raw test data and video footage is available, but the results were never
April, 2006
6A-1
compiled into a standard test report. The bridge rail was standard except for the anchorage
system.
The bridge rail was constructed on a three-foot by three-foot concrete footing intended to
simulate the concrete bridge deck. The anchor bolts were not cast in place as detailed on the
standard sheets. Instead, the anchor bolts were drilled and grouted into the footings using the
Kelken-Gold brand grout system.
Conclusions
The overall conclusion drawn from the crash tests and available data is that the two-rail
curbless steel bridge railing, mounted as either curbless or with a six-inch brush curb and
shorter post, passed all of the requirements of NCHRP Report 230 - Test #10 and Test #12.
The following is a short excerpt from NCHRP Report 289 - Test #10 explaining the results of the
crash test:
The test vehicle was redirected after significant wheel snagging on the first downstream
post occurred... The redirected vehicle remained essentially parallel to the bridge rail for
a considerable distance. No barrier deflection was evident. The damage to the vehicle
was severe,... No significant damage to the barrier system was evident. Measured
values indicate compliance with NCHRP Report 230.
The following is a short excerpt from the memorandum to D.J. Massimilian from R.J. Perry
regarding Test #12 conducted by the NYSDOT:
... The test vehicle sustained substantial damage to the right front corner, but there was
no intrusion into the passenger compartment. Bridge rail posts 3, 4, and 5
were...partially dislodged from the deck by pullout of the anchor bolts.
Vehicle Trajectory results were marginal in some respects... the vehicle initially departed
the bridge rail at a steep angle, it quickly turned back toward the railing... Considering
these points, we believe this test met the intent of the Vehicle Trajectory criteria, even
though some of the suggested values were exceeded.
6A-2
April, 2006
Appendix 6B
Railing Treatments on Rehabilitation Projects
Consider
Warrants
Consider
Work Strategy
Long Term Project

(> 10 Yrs)
Monodeck Project
(Long Term > 10 Yrs)
Short Term Project

(10 Yrs)
Must Upgrade/Replace
OR
Must Justify Retaining
Evaluate for Upgrade/Replace

OR
Defer to Future Project
No
Must Upgrade/Replace
AND
Modify Deck Overhang
(If Necessary)
Meets
NCHRP 230
Yes
May
Retain
April, 2006
Yes
Curb to Rail Face

< 225 mm
No
Remove Safety Walk

OR
Blockout Railing
6B-1
Section 7
Utilities
7.1
Criteria for Utility Placement on Bridges
The New York Code of Rules and Regulations (NYCRR) states, "It is in the public interest for
utility facilities to be accommodated within the highway rights-of-way when such use and
occupancy does not interfere with the free and safe flow of traffic . . . " The decision to allow a
utility on a bridge rests with the Region. Most Regions make all reasonable efforts to
accommodate utilities on bridges. The designer needs to be aware of the responsibilities of the
utilities and of the rules governing the placement of utilities on bridges. See Chapter 13 of the
Highway Design Manual for information about regulations and procedures.
7.2
Design Information Furnished by Utilities
It is the responsibility of the utility to design the carrier and provide the Department with:
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Unit weight of the utility (assuming all ducts or carriers are full).
Maximum allowable span of the ducts or pipes.
Type of expansion system.
Desired support details.
Material specifications for carriers, coatings, expansion devices, etc.
The designer should not be designing the carrier pipe for a utility, only the support system. A
review of the information the utility provides is prudent.
7.3
Utility Locations
The designer, in consultation with the utility, should select the utility location in the following
decreasing order of preference:
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In the sidewalk for small diameter ducts carrying telephone, electrical or cable television
lines. No more than six 64-mm ducts shall be used.
In the bays between main longitudinal members or in a void created by spreading

adjacent prestressed concrete box beams under a sidewalk.
A maximum of two 64-mm conduits may be carried in a concrete traffic barrier.
On a utility ledge or outrigger (preferably on the downstream side).
Attached to the fascia (preferably on the down stream side).
In the voids of closed box bridge members.
Structural support system separate from the bridge.
April, 2006
7-1
7.4
Design Criteria for Utilities and Supports
Rules governing utilities on bridges that the designer needs to be aware of are:
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Utilities are not allowed on an existing bridge if the load rating would be reduced below
the legal limit.
The plans must fully detail the utility installation.
The utility (and all supports) must be above the bottom of the superstructure.
The utility should not be attached to a railing.
Utilities shall not be hung from the structural slab.
No welding is permitted to connect utility hangers to existing structural steel.
Thermal movements must be accommodated by:

B
B
B
The utility shall be marked with the carrier contents.
Water and sewer lines shall either:

B
B
7-2
Utility expansion devices located at bridge deck expansion joints (at both
abutments for bridges with integral abutments), or
Supporting the utility on a system of rollers so it moves independently of the
bridge, or
A combination of the above.
Have welded or restrained joints, or

Be cased for the length necessary to prevent liquid from falling on the
underlying highway or railway.
Supports for heavy utilities should be designed to minimize local bending in the support
members. This can be accomplished by the use of beam clamps rather than a rod
passing through a single thin flange.
The design and placement of utility supports should consider the need to inspect, paint
and otherwise maintain the bridge.
On concrete box beam bridges it may be feasible to separate the boxes under the
sidewalk to create a utility bay if fascia installation is not desired. (This should be done
only under a sidewalk.)
Flexible jointed water mains can zigzag when pressurized unless they are properly
supported. This problem can be prevented by using top and bottom rollers at two
locations on every other section of pipe to provide lateral restraint. Intermediate sections
need only have one roller location, unless otherwise required by design.
April, 2006
Utilities
7.5
Utility Shares
The full cost of providing a new utility installation on a bridge is included in a utility share in
the Estimate. This cost includes:
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Providing and installing the carrier.
Providing and installing the hanger system.
The cost of any extra diaphragms or cross members needed to support the utility.
For steel bridges, the cost of the extra steel in the two girders supporting the utility. (The
cost of the extra steel in the other girders is borne by the Department. It is the
Departments decision to make all the girders the same strength.) There is a small and
difficult-to-identify cost differential for prestressed concrete beams, so generally the
utility share will not include an additional cost for the main beams. Utilities on an existing
bridge that are replaced or maintained during a bridge rehabilitation or replacement
project follow different rules depending on the incorporation of the utility.
Generally, municipal (not-for-profit) utility installations (city water and sewer, police
telephones, etc.) are replaced in-kind or maintained in service at no cost to the utility.
If the size of a municipal utility is increased (a 250 mm line replaces a 150 mm line) then
the utility pays for the difference between an in-kind replacement and the larger size
(betterment). This is usually only the increased material cost.
Generally, for profit utilities (NiMo, Central Hudson Gas & Electric, etc.) pay for the full
cost of replacing their facility with the same or larger size. Maintenance costs are also
borne by the utility.
The Regional Utility Engineer should be contacted to verify that costs for a particular installation
follow the above general rules. Further information on engineers estimate shares is found in the
Highway Design Manual, Chapter 21, Section 21.5.
April, 2006
7-3
Section Eight
Structural Steel
8.1
Design
8.1.1
Design Methods
Structural steel has long been used as a bridge material in New York State. It continues to be
commonly used and is the usual choice for spans over 35 m. Structural steel design should be
in accordance with the NYSDOT LRFD Bridge Design Specifications for all new and
replacement bridges. The NYSDOT Standard Specifications for Highway Bridges may be used
for rehabilitation of existing bridges.
Load and Resistance Factor Design (LRFD) is the required design method for all new steel
structures designed in New York State. It introduces limit states as a design philosophy and
uses structural reliability methods to achieve a more uniform level of safety. Factor of Safety is
replaced with a new statistically based measure of safety called the Reliability Index B. LRFD
requires a Design Reliability B=3.5, which provides for a notional failure probability of 1 in
10,000.
The LRFD code defines four design limit state categories:
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C
C
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Strength Limit States - ensure strength and stability, both local and global.
Service Limit States - impose limits on stress and deformation.
Fatigue and Fracture Limit States - limit the liveload stress range under regular
service conditions.
Extreme Event Limit States - ensure the structural survival of a bridge during a
major event such as a vessel collision, flood, earthquake, etc.
Within each category there are multiple limit states.

Typically, steel bridges shall be designed using Strength 1 (for moment and shear) and checked
for both Service 2 (overload, liveload deflection, bolted connections) and fatigue. A Strength 2
limit check of new girders utilizing the NYSDOT Design Permit Vehicle is also required.
LRFD introduces new live load criteria which will provide heavier loads on shorter spans and
lighter loads on longer spans than are provided in the LFD specification.
Service Load Design, also known as Allowable Stress Design (ASD), is the older and
generally more conservative design method for medium to long bridge spans (over 30 m). ASD
achieves its factor of safety by limiting the stresses on the member to some percentage of the
maximum stresses that the member could take before yielding. Since the dead load and live
load stresses are considered at the same time, there is no provision for the certainty of the dead
loads or the uncertainty of the live loads. As span lengths increase and dead loads become a
much higher percentage of the total load, ASD becomes overly conservative and uneconomical.
January, 2008
8-1
Strength Design, also known as Load Factor Design (LFD), achieves its factor of safety by
applying multipliers, or load factors, to the design loads. These multipliers increase the load
effects, or stresses, applied to the member above those induced from the design loads alone.
Since the dead loads are known, the load factor applied to them is relatively small. By
comparison, live loads are highly variable and, therefore, the applied load factor is relatively
large. The factored stresses are then compared to the yield stress, or ultimate capacity, of the
loaded member.
The benefit of handling dead loads and live loads separately is that it provides a uniform factor
of safety for live load in bridges of any span length. As span length increases and dead load
becomes a larger part of the total load, LFD becomes increasingly more economical than ASD
because of the smaller load factor applied to the dead load.
LFD must always be checked for deflection and serviceability criteria. Designers are cautioned
that at very long span lengths, typically in excess of 125 m, LFD may not provide adequate
reserve strength capacity in the bridge.
8.1.2
Analysis Methods
Straight girders should ordinarily be analyzed by the line element method. Only in very unusual
circumstances should it be necessary to analyze a straight girder bridge by a grid, threedimensional or finite-element analysis. The marginally increased refinement in the analysis
offered by these techniques does not usually justify their substantially increased design effort.
This conclusion is justified in large part by the fact that design loadings are only an
approximation of actual traffic loads.
However, in some instances these more exact methods are justified. They are required for
bridges with girders that have enough curvature to meet the requirements for curved girder
analysis as defined by AASHTO. Some straight girder bridges that have extremely large skews
(in excess of 45), unfavorable continuous span arrangements, or faying girders (secondary
girders framed to main girders for unusual geometric situations) may be candidates for a more
exact analysis.
8.1.3
Design Considerations
The LRFD specification increases the role and responsibility of the designer to anticipate
construction related issues and be aware that stresses during erection or construction are
sometimes the controlling conditions of design. Examples of conditions that need to be checked
are the erection of the girder and the placement of the concrete deck, both of which occur when
there is a long unbraced compression flange. The designer should refer to Article 8.4.2.5 for
requirements for stability checks.
8-2
January, 2008
Structural Steel
8.2
Steel Types
8.2.1
Unpainted Weathering Steel
The preferred structural steel is unpainted weathering steel. Two grades are available; ASTM
A709M Grade 345W and Grade 485 HPS - 485W. This steel eliminates the need for painting
because the steel weathers to form a protective patina, or thin layer of protective oxide
coating, that prevents the steel from further rusting. Its slightly higher cost per pound than
nonweathering steels is easily offset by the savings in initial and maintenance painting. This
steel should be used in most situations.
However, weathering steel has been known to exhibit problems in certain situations. These
have generally been in environments where the steel has been exposed to wet conditions, salt
spray or chemical fumes over prolonged periods. In these situations weathering steel may be
unable to properly form the protective patina surface. The steel may be prone to delamination
during the corrosion process and rapidly lose large amounts of its weathered surface material.
Therefore, unpainted weathering steel should not be used under the following circumstances:
Grade separation structures in tunnel like conditions where the steel is highly exposed to salt
spray from the under roadway. These conditions can occur when there is minimum vertical
clearance and substructures are located relatively close to the travel lanes of the under
roadway:
C
C
C
C
C
C
C
Bridges over low water crossings where the structural steel is less than 2.5 m over
the ordinary water elevation.
Marine coastal areas.
Industrial areas where concentrated chemical fumes may drift directly onto the
structure.
Bridges exposed to spray from adjacent waterfalls or dam spillways, or located in an
area of high rainfall, high humidity or persistent fog.
Areas where debris can collect and primary connections may be exposed to
roadway drainage (e.g., bottom chords of thru truss structures).
Any staining of substructure is unacceptable.
Color of weathering steel is not appropriate for aesthetic reasons.
It is strongly recommended that all weathering superstructure steel be painted within a distance
of 1.5 x depth of the girder from bridge joints. Additionally, if the appearance of a partially
painted girder is an aesthetic concern, the exposed area of the fascia girders should be painted
for the entire girder length. This would include the entire fascia girder except for the top of the
top flange and the interior surfaces of the web and top and bottom flanges. If a timber deck is
used, see Section 10 - Timber for additional protective measures.
In locations where the guidelines do not specifically prohibit the use of weathering steel, but
conditions such as excessive salt spray may compromise structural performance, the designer
should increase flange and web thickness by approximately 1.5 mm (116 inch), if weathering
steel is used. This will act as sacrificial section in order to achieve the intended service life.
January, 2008
8-3
8.2.2
Drip Bars for Unpainted Weathering Steel
The use of unpainted weathering steel for bridge superstructures results in the potential for
staining bridge substructures during the period when the superstructure steel is developing a
protective oxide coating. Rainwater flowing along the steel carries iron oxide particulates which
are deposited on pedestals, abutment stems and pier caps.
While various methods for reducing or eliminating staining of substructures have been tried with
varying success, current practice is to attach deflectors, called drip bars, to the bottom flanges
of stringers in selected locations.
Drip bars are normally used only on structures having substructure units clearly visible to the
public, such as piers or high abutments adjacent to an under roadway. It is not expected they
would be used on structures over railroads, water, or at stub abutments of structures over
highways.
Use of drip bars is determined at the Preliminary Plan stage of a project. If used, they are
attached to the bottom flange of each fascia stringer at the low end of appropriate spans.
8.2.3
Painted Steels
When painted steel is used for aesthetic reasons or in situations where uncoated weathering
steel is not desirable, ASTM A709M Grade 345 steel should preferably be used. It is usually the
economical choice over Grade 250 steel.
In structures that use painted steel it is possible to design main members using ASTM A709M
Grade 345 and use ASTM A709M Grade 250 for secondary members and details. However, the
cost differential between ASTM Grade 345 and ASTM Grade 250 is small, and it is therefore
recommended for uniformity to use all Grade 345 steel.
In structures that need to have large portions of the steel painted, such as thru trusses, the
entire structure should be painted rather than use weathering steel painted only in the splash
zone. It is very difficult to paint steel to match the appearance of unpainted weathering steel.
8.2.4
HPS Steel
The use of HPS steel requires approval by the D.C.E.S. HPS steel should be considered only
when one of the following conditions exists:
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8-4
The layout of the structure can be reorganized to eliminate an entire span. As an

example, if a proposed structure designed without using HPS is a five-span simply
supported steel superstructure and can be replaced with a three-span continuous
structure if HPS is used, HPS steel may be the best solution.
One or more girders can be eliminated from a bridge cross section.
The bridge requires a reduced superstructure depth, based on critical vertical
clearance issues, which cannot be accomplished without using HPS.
January, 2008
Structural Steel
Recent experience has shown that price analyses based on weight savings alone are not truly
representative of final erected steel costs. Therefore, designers should include the following
parameters in their cost analysis when deciding whether or not to incorporate HPS steel on a
project:
C
The added cost of splicing the higher strength steel

Bolted field splices must develop higher allowable strengths, which necessitate a
greater number of bolts and longer length bolts to accommodate the increased
pattern size. Consideration should be given to using Grade 50 steel to reduce cost.
For shop splices, because of the limits of the rolling stock available, there will be
more splices in a specific size flange or web. Also, there will be an increased cost
in extra required nondestructive testing.
8.2.5
Erection cost - Because of extreme flexibility in the structure due to the large span to
depth ratio high performance steel allows, there is a concern for lateral flange
buckling. Additional falsework may be required to ensure the stability of members
during erection.
Shipping costs will increase because of the greater flexibility of the shipped units.
Other Steels
Various other steel types are used for special situations such as sheet piling and railing tubes. If
any steel other than A709M Grade 250, Grade 345 or Grade 345W is to be used for
primary structural members, approval of the D.C.E.S. is required.
8.2.6
Combination of Steel Types
When more than one type of steel is used in a contract, the types shall be clearly described in
the plans. The payment for furnishing and placing these steels shall be made under a single
structural steel item. A table titled Total Weight for Progress Payments shall be placed on the
plans adjacent to the estimate table, indicating the quantity of each type of steel.
8.2.7
Steel Item Numbers
Depending on the type and nature of a project, steel shall be paid for under Item 564.XX or
Item 656.01 as described below. These items include the cost of the steel, shop drilled holes,
and bolts.
On steel rehabilitation projects, designers must remember to include item numbers in the
contract for steel removal (which includes the cost of bolt and/or rivet removal), field drilling of
existing steel, and rivet removal and replacement with high strength bolts where applicable. See
Section 19.4.4 for further information regarding rehabilitation of riveted structures.
January, 2008
8-5
Item 564.05XX, Structural Steel, L.S.

C
C
New bridges and superstructure replacements.

Shop drawings reviewed by D.C.E.S.
Item 564.10nnnn, Structural Steel Replacement, KG

C
C
C
C
C
Minor rehabilitation projects, with variable quantities due to unknown deterioration.

Secondary member repair/replacement, minor repair to primary members: (e.g.,
diaphragm replacements and replacement of primary member stiffeners and/or
connection angles.)
Quantities verified by the Engineer-In-Charge.
Shop Drawings reviewed by the Engineer-In-Charge.
Stock steel option is allowed.
Item 564.51nnnn, Structural Steel, KG

C
C
C
C
Major rehabilitation contracts, with variable quantities due to unknown deterioration.

Primary member replacement or strengthening: (e.g., truss rehabilitations, girder
web and flange repairs, floor beam and stringer replacements, continuity retrofits
and seismic retrofits).
Quantities verified by the Engineer-In-Charge.
Shop Drawings reviewed by D.C.E.S.
Item 564.70nnnn, Structural Steel Replacement, Each

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C
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Minor rehabilitation projects with known quantities.

Secondary member repair/replacement, minor repair to primary member
components: (e.g., diaphragm replacements, and replacement of primary member
stiffeners and/or connection angles.)
Shop Drawings reviewed by the Engineer-In-Charge unless otherwise specified in
the contract documents. Designer should consult with the Metals Engineering Unit
to determine when D.C.E.S. review of shop drawings is required.
Stock steel option is allowed.
Item 656.01, Miscellaneous Metals, KG

C
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Used for extraneous items (e.g., hand rails, metal floor grating, ladders).
Shop Drawings reviewed as per SCM.
8.3
Redundancy - Fracture Critical Members
8.3.1
Primary and Secondary Members
Primary members are defined as structural elements that are designed to carry live load and act
as primary load paths. Examples include: truss chords; girders; floor beams; stringers; arches;
towers; bents; rigid frames. Additionally, lateral connection plates welded to the members listed
above, and hangers, connection plates, and gusset plates which support the members listed
above are primary members. Tub and curved-girder diaphragms are also included.
Secondary members are defined as those structural elements which do not carry primary stress
or act as primary load paths.
8-6
January, 2008
Structural Steel
8.3.2
Redundancy
Redundancy in structures is the ability of a structure to absorb the failure of a main component
without the collapse of the structure. Superstructures have three types of redundancy:
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Load path redundancy.

Structural redundancy.
Internal redundancy.
With load path redundancy, the loads will be transferred to adjacent members or alternate paths
with the failure of a single member. The best example of load path redundancy is a bridge with
four or more longitudinal main girders. Structural redundancy is best typified by the middle
spans in a continuous span bridge. Indeterminate trusses can also be structurally redundant.
Internal redundancy occurs when a girder is composed of a number of components such as
angles and plates which are connected by rivets or bolts (not welded). Only the first form of
redundancy, load path redundancy, is generally counted on in design
8.3.3
Fracture-Critical Members
Fracture-Critical Members are defined as tension members or tension components of

nonredundant members whose failure would result in the collapse of the structure. Tension
components include any member that is loaded axially in tension or that portion of a flexural
member that is subjected to tensile stress. Any attachment that is welded to a tension area of a
fracture critical member or component is considered to be part of that member or component
and, therefore, also fracture critical. It is important to realize that members can be nonredundant
without being fracture critical (e.g., the compression chord of a truss is nonredundant but it is
not fracture critical).
Examples of fracture-critical members or components are the tension flange and web of twoand three-girder systems, tension flange and web of steel pier cap beams, the tension chord
and diagonals of trusses, the tie girders of a tied-arch bridge and the floor beams in a truss or
thru girder that are spaced more than 3.6 m on centers. All single tub and box girder structures
shall be considered fracture critical. Some columns are fracture critical as defined by the
designing engineer.
Examples of non-fracture-critical members are all components of the girders in any bridge with
four or more girders, the compression chord of a truss and the stringers in a floor system of a
thru girder or truss. Two- and three-girder pedestrian bridges and truss pedestrian bridges
should not be considered fracture critical because they are not subject to high numbers of load
cycles.
Bridges containing fracture-critical members should be avoided if possible. However, it is
recognized that in many situations there is no good alternative to their use. Vertical clearance
restrictions may necessitate the use of thru truss or thru girder structures. When spans become
very long it also becomes cost prohibitive to provide a load-path-redundant structure.
Bridges that have fracture critical members have restricted allowable fatigue stress ranges and
more stringent fabrication requirements. These issues are covered in the NYSDOT Standard
Specifications for Highway Bridges and in the NYSDOT Steel Construction Manual. The
NYSDOT LRFD Bridge Design Specifications requirements for fatigue design do not
January, 2008
8-7
differentiate between redundant and nonredundant members. For this specification, both
redundant and nonredundant members are designed for an infinite fatigue life. Fracture-critical
members designed with this code are still subject to the fabrication requirements of the
NYSDOT Steel Construction Manual.
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Designers shall designate and provide a table of all fracture-critical members on the
contract plans.
Designers shall designate tension zones of all fracture-critical members on the
contract plans.
When the Designer has determined that the column or column system is fracture
critical, they shall designate all column components as fracture critical on new steel
bents where columns experience tension under LRFD Strength III loading.
When the Designer has determined that the column or column system is fracture
critical, they shall designate all column strengthening components as fracture critical
on major rehabilitations where a significant portion of the work is associated with the
seismic strengthening and/or retrofitting of the structure.
8.4
Economical Design
8.4.1
Girder Spacing
A key element in producing an economical steel bridge design is the selection of girder spacing.
While no absolute rule can be stated, the most economical design is usually the one with the
least number of girders. There are, however, limitations that must be worked within. There
should be a minimum of four girders and their spacing should not ordinarily exceed 3.5 m. In
addition, restrictions on the available clearance requirements may force the use of more girders.
Stage construction requirements may have an impact on girder spacing, but there is no
requirement to have more than four girders or an even or odd number of girders. Bridges can
generally be stage constructed as easily with four girders as with five. It is good practice to
check the economics of two or possibly three alternate girder spacings.
8.4.2
Girder Proportioning for Plate Girders
8.4.2.1
General
It is important to remember when proportioning plate girders that the design resulting in the
least weight of structural steel is not necessarily the least costly option. Increased fabrication,
construction, transportation and erection costs can easily outweigh a small savings in the
quantity of steel used. Economical steel designs use good details and good proportions.
Generally, web and flange plate sizes and lengths for interior and fascia girders should be the
same, with differences in deadload deflections between interior and fascia girders
accommodated in the camber table.
8-8
January, 2008
Structural Steel
8.4.2.2
Depth
There is an optimum depth to plate girder design. If there is flexibility in the allowable girder
depth then a number of options should be explored to develop an economical design. Weight
and cost of a girder will usually decrease as girder depth increases but only to a point. Beyond
this point the weight and cost will increase as the girder depth is further increased. Very deep
girders with small flanges may prove to be unstable and difficult to transport and erect.
8.4.2.3
Flanges
Minimum flange thickness shall be 20 mm and minimum plate girder flange width shall be
300 mm.
When designing flanges, it is important to keep in mind that, in general, the most economical
way for steel fabricators to make up flanges is to butt weld together several wide plates of
varying thickness and then strip the flanges from the wide plate. Plate is usually purchased in
widths starting at 1220 mm. For the ordinary bridge, this usually makes it more economical to
vary flange thickness rather than width. In large bridges, where there are significant changes in
girder section needed and the quantities of each plate size are large, this guideline may be
impractical or irrelevant.
Flanges should not be excessively wide compared to girder depth nor should they be
excessively thick compared to the girder web thickness. A good rule of thumb is that the flange
thickness should be no more than six times the web thickness.
As moment and shear change along the length of the girder, the required section of the girder
also changes. It is frequently economical to introduce flange splices to utilize a lighter flange
plate where possible. The savings in material achieved by making the splice must be balanced
against the increased fabrication cost to make the butt weld. If the mass of material saved by
making the splice is more than the amount computed by the following guidelines, then it is
economical to make the splice.
Grade 250 steel:
kg saved 135 + (13.8 x cross sectional area of smaller flange (mm)) / 1000
Grade 345 and 345W steel:
kg saved 1.33 x (135 + (13.8 x cross sectional area of smaller flange (mm))/1000)
When making flange plate size changes, the thicker plate shall not be greater than twice the
thickness of the thinner plate. It is good practice not to change the sectional area of the flange
plates by more than a factor of 2 or the width by more than 200 mm. Flange transitions shall be
tapered 1 on 4 for width transitions and 1 on 2.5 for thickness transitions. It is usually preferred
to transition thickness rather than width.
8.4.2.4
Webs
It is recommended that webs of plate girders be at least 12 mm in thickness.
January, 2008
8-9
Web thickness is varied only in unusual circumstances. It is the standard practice to keep web
thickness constant throughout the length of the girder. This is done for uniformity and in keeping
splice and connection details simpler.
The main issue in economic web designs is whether or not to use stiffeners. It is usually the
best choice to thicken webs sufficiently so that transverse stiffeners are not needed on girders
under 1200 mm in depth. For girder webs above that depth, a good economic choice is usually
to thicken the web sufficiently so that only a few transverse stiffeners are required in areas of
high shear. Longitudinal stiffeners are rarely used and they become an option only with very
large web depths. Designers should always check to see whether a stiffened or unstiffened web
is more economical. Web thickness should be determined for both cases. The following guide
can be used to help make the choice. It is economical to use the thicker web if the necessary
thickness increase of the web does not exceed the amounts shown:
Caution: The following formulas use some English units.

Grade 250 steel:
Increase in tw ((N(36 + WST) /41L) x 25.4
Grade 345 and 345W steel:
Increase in tw ((N(28 + WST) /41L) x 25.4
where:
t w = web thickness in mm
N = number of stiffeners to be removed
W st = weight in lb/linear ft. of one stiffener
L = length of web in feet to be increased
8.4.2.5
Stability During Erection
Stability of structural steel during transportation and erection is the Contractors responsibility.
However, designers must ensure that the structural steel can be erected without requiring
extraordinary means of support. If the structure is designed using the NYSDOT Standard
Specifications for Highway Bridges2002, the designer must check the local buckling stress of
the compression flange due to steel dead load only during erection procedures. The designer
must assume the location of field splices, determine segment lengths, and analyze each
segment using the buckling stress and factor of safety requirements given in Blue Page Article
10.34.7 of the NYSDOT Standard Specifications for Highway Bridges2002. The stability of the
spliced girder is the responsibility of the Contractor. If the calculated Factor of Safety against
local compression buckling is less than 1.1, the designer shall increase the area of the
compression flange or specify other means of temporary bracing. To determine splice locations,
it is assumed that fabricators will use the minimum number of splices. The designer may further
assume that the maximum shipping length for a structural steel section is 42.5 m.
8-10
January, 2008
Structural Steel
For simple spans or continuous spans where the total girder is less than 42.5 m in length,
the girder may be assumed to be erected as a single segment.
For simple spans greater than 42.5 m in length, the girder may be assumed to be spliced at
the two-thirds point.
For continuous spans where the total length exceeds 42.5 m, the splice locations may be
assumed to be located at the point of dead load contraflexure. If the distance to the point of
dead load contraflexure is greater than 42.5 m, then lengths of 42.5 m should be assumed.
If the structure is designed using the NYSDOT LRFD Bridge Design Specifications, splices are
done by the designer and detailed in the Contract Plans. The girder segments must be checked
according to the provisions of Blue Page Article 6.10.3.1.a. Detailed information about splice
design is provided in section 8.11 of this manual.
8.4.3
Rolled Beams
Designers should check the economics of using rolled beams versus plate girders on short
spans (under 30 m). Four alternatives in order of increasing fabrication cost should be
considered.
C
C
C
C
Rolled section
Rolled section with cover plate on bottom flange
Rolled section with cover plates on both top and bottom flanges
Fabricated plate girder
Either of the first two alternatives may be more economical than a plate girder that uses less
steel weight. Only in rare situations would the third alternative be cost effective because the
total amount of time required to fabricate the beam would be comparable to that of a plate
girder. Designers should not compare alternatives based on material weight savings alone.
Rather, they should include potential savings achieved through the elimination of an operation
during fabrication or through the elimination of field operations.
When specifying Group 4 or Group 5 W-shapes, commonly referred to as jumbo shapes, the
designer should check with the Metals Engineering Unit for availability of the shape.
Generally, cover plates should be used only on simple span structures. Two options are
available:
C
C
Full-length cover plates.

Partial length cover plates using the end bolted detail shown in Fig. 10.3.1C in the
NYSDOT Standard Specifications for Highway Bridges or Fig. 6.6.1.2.3-1 in the
NYSDOT LRFD Bridge Design Specifications.
When full-length cover plates are used, they shall be extended so that the end of the plate is a
maximum distance of 300 mm from the centerline of bearings. The purpose of the limitations is
to move the undesirable Category E fatigue detail to a region of low stress range. Full length
cover plates shall be welded to the flanges as shown in Figure 8.1.
January, 2008
8-11
Figure 8.1
Cover Plate Connections
8-12
January, 2008
Structural Steel
8.5
Metal Thicknesses
An effort should be made to design and detail steel plate in the following thicknesses:
5 mm
6
8
10
12
14
16
18
20
22
25
28
32
36
40
45
50
55
60
70
Over 80 use 10 mm
increments
Structural steel, (including lateral bracing, cross frames, diaphragms and all types of gusset
plates), except for the webs of certain rolled shapes, shall have a minimum thickness of 10 mm.
The web thicknesses of rolled beams, channels and structural tees shall be a minimum of
7.0 mm. However, webs less than 10 mm may require special welding procedures. These
minimum thicknesses are specified to insure adequate protection against potential loss of
section from corrosion. In areas where the metal is exposed to marked corrosive influences, it
should be increased in thickness or specially protected.
Fill plates necessary to make connections are not subject to the 10 mm minimum thickness
requirements.
When plates are called out on the plans, their dimensions are called out in the following order:
width x thickness x length.
8.6
Connections
8.6.1
General
Connections are a very important part of any structural steel design. Good details are important
for strength, serviceability and maintenance of the structure as well as for economical
construction.
Shop connections are usually designed as welded connections. Bolted connections are
preferred in the field because automatic shop welding processes are often impractical in the
field.
8.6.2
Bolts
All bolted connections on bridge projects shall be designed as slip critical, with Class A surface
conditions, unless otherwise approved by the D.C.E.S. Bolt lengths shall be such that threads
are excluded from the shear planes in the connection. When individual bolts are shown in
horizontal joints on the plans, they should be shown with the bolt head up.
January, 2008
8-13
8.6.2.1
Bolt Types
ASTM A325 or A325M high strength bolts are preferred. A490 or A490M bolts should be used
only when necessary and require D.C.E.S. approval.
Designers shall provide the following information on the contract plans for all structural steel
connections: the design surface condition (Class A or B), the number of bolts, the bolt type, and
the bolt diameter.
Bolt types are as follows:
C
Non-Weathering steel applications (Shop applied zinc-rich primer)

Mxx high-strength ASTM A325 (Type 1) or
Mxx high-strength ASTM A325 (Type 1, hot dipped galvanized)
Designers shall show both types of bolts on the contract plans. Choice is at
Contractors discretion with only one type of bolt used per bridge.
Weathering steel applications (Painted or Unpainted)

Mxx high-strength ASTM A325 (Type 3)
Galvanized steel applications

Mxx high-strength ASTM A325 (Type 1, hot dipped galvanized)
8.6.2.2
Bolt Sizes
The normal size of high-strength bolts is M22. Customary 78 inch diameter (22.2 mm) bolts may
be substituted for M22 bolts. Metric high-strength bolts in sizes M16, M20 and M24 can also be
used but an effort should be made to keep field bolts all the same size to avoid confusion.
M16 bolts shall not be used in members carrying calculated stress except in 63.5 mm legs of
angles and in flanges of sections requiring M16 fasteners. Structural shapes which do not
permit the use of M16 fasteners shall not be used except in handrails.
The diameter of fasteners in angles carrying calculated stress shall not exceed the width of
the angle leg in which they are placed. In angles whose size is not determined by calculated
stress, M16 fasteners may be used in 51 mm legs.
8.6.2.3
Bolt Spacing
Bolt spacing is not ordinarily shown on the contract plans. This detail is best left to the
fabricator. The contract plans should show the number of bolts and be checked to assure that
the connection can be fabricated. However, bolt spacing is required on all splice design
drawings.
The pitch of fasteners is the distance along the line of principal stress, in mm, between centers
of adjacent fasteners, measured along one or more fastener lines. The gage of fasteners is the
distance in mm between adjacent lines of fasteners or the distance from the back of angle or
8-14
January, 2008
Structural Steel
other shape to the first line of fasteners. The pitch of fasteners shall be governed by the
requirements for sealing.
See the NYSDOT Steel Construction Manual for minimum bolt spacing and edge distances.
Stitch bolts shall be used in mechanically fastened built up members where two or more plates
or shapes are in contact. The pitch of these fasteners shall be as per AASHTO LRFD Article
6.13.2.6.4 through 6.13.2.6.6 or as specified in Section 10.24.6.2 of the NYSDOT Standard
Specifications for Highway Bridges.
8.6.3
Welding
8.6.3.1
Weld Sizes
Intermediate stiffener and connection plate welds shall not exceed 8 mm, unless required by
design.
The minimum flange to web fillet weld sizes are shown in the following table. Smaller welds may
be used when making connections of thin parts that are not carrying calculated stress. (A
minimum seal weld is 6 mm.)
MINIMUM SIZE FILLET WELDS
Material thickness of thicker part joined
Minimum Size Fillet Weld (mm)*

Bridges
To 38 inclusive
8**
Over 38 to 60
10
Over 60 to 150
12
Over 150
16
*Weld size is determined by the thicker of the two parts joined unless a larger size is required by
calculated stress. The weld size need not exceed the thickness of the thinner part joined. The weld size
need not exceed 8 mm for the transverse stiffener to flange weld.
**A single pass weld must be used.
8.6.3.2
Weld Detailing
When complete joint penetration groove (CJP) welds are called for, the only information that
should ordinarily be shown on the plans is CJP in the tail of the welding callout. The joint
configuration should not be called out. This is the responsibility of the fabricator to select and
show on the shop drawings. Special finishing and contour can be shown if required.
January, 2008
8-15
For T and corner joints designers shall show UT testing requirements on the contract plans.
Partial joint penetration groove (PJP) welds are used only in special circumstances. They
should be used only after consultation with the Metals Engineering Unit. Transversely loaded
partial penetration groove welds shall not be used except as permitted in LRFD Article 9.8.3.7.2.
Designers and detailers are referred to the American Institute of Steel Construction (AISC) Steel
Construction Manual, the American Welding Society publication D1.5, and the NYSDOT Steel
Construction Manual for information on the proper method of detailing welded joints.
8.6.4
Copes
Simple shear coped beam connections have a history of being vulnerable to fatigue cracking
initiating at the cope, and should be avoided whenever possible. This is especially pertinent in
floor beams and stringers of truss and thru girder spans. There are design situations, however,
where coped connections cannot be avoided because of framing considerations. Two cases
shall be considered for main/primary members:
Case 1
Cope depths < 150 mm:

The minimum radius of the cope shall be 50 mm.
Case 2
Cope depths 150 mm:

The minimum radius of the cope shall be 150 mm to reduce the stress concentration
that may be present at a notch or tight radius cope.
Cope depths greater than 150 mm shall be reinforced using a horizontal
reinforcement plate welded on each side of the web within the limits of the cope.
(See Figure 8.2)
Designers may contact the Metals Engineering Unit for specific guidance when this situation
arises.
8-16
January, 2008
Structural Steel
Figure 8.2
Reinforced Cope Detail
8.6.5
Connection Design
Connections shall be designed as slip-critical connections. Slip-critical connections are required

in primary members because they carry live load. Diaphragms and laterals in curved-girder
bridges carry live load and are primary members. Diaphragms in straight-girder bridges are
secondary members. The NYSDOT Steel Construction Manual allows the use of oversize holes
for secondary members. Oversize holes cannot be used in bearing-type connections, therefore
the connections must be designed as slip critical. Where floor beams are connected directly to
stiffeners, knee braces or connection plates, the floor beams shall not be coped. The flanges
shall be cut and chipped to provide a smooth faying surface as shown in Figure 8.3.
January, 2008
8-17
Figure 8.3
Blocked Flange Detail
Article 6.13.1 of the NYSDOT LRFD Bridge Design Specifications states that the end
connections of diaphragms and cross frames shall be designed for the calculated member
loads. It is not necessary to design the end connections of diaphragms and cross frames for
75% of their shear or axial capacity.
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January, 2008
Structural Steel
8.7
Stiffeners
8.7.1
Bearing Stiffeners
Bearing stiffeners shall be a minimum of 20 mm thick and a minimum of 180 mm wide. Bearing
stiffeners shall be placed parallel to the skew for skews 20 degrees, and normal to the web for
skews >20 degrees.
Bearing stiffener welds:
C
Bearing stiffeners shall be fillet welded to the top flange, fillet welded to the web, and
either milled to bear and fillet welded or complete penetration groove-welded
(C.P.G.W.) to the bottom flange.
When welding directly to the tension flange, designers shall limit the fatigue stress to
category CN.
The ends of all beams and girders and all bearing stiffeners shall be vertical after dead load
deflection.
When two pairs of bearing stiffeners are used for very large reactions, the stiffeners must be
placed a sufficient distance apart to permit access to weld the stiffeners to the web. The spacing
between stiffeners should be at least equal to their width.
8.7.2
Intermediate Stiffeners and Connection Plates
Intermediate stiffeners shall be a minimum of 10 mm thick and 100 mm wide. Connection plates
for straight girder cross frames and diaphragms shall be a minimum of 12 mm thick and
180 mm wide. Connection plates for curved girder cross frames and diaphragms shall be a
minimum of 14 mm thick and 180 mm wide. Connection plates also serve as intermediate
stiffeners.
Connection plates shall be placed parallel to the skew for skews 20 degrees, and normal to the
web for skews >20 degrees. Transverse intermediate stiffeners that are not connection plates
shall be placed normal to the web.
On fascia girders, intermediate stiffeners shall be placed on the side of the web which is not
exposed to view. On interior girders, they shall be located on alternate sides of the web, except
where they are used in conjunction with a longitudinal stiffener on the other side.
Intermediate stiffener welds:
C
Intermediate stiffeners shall be fillet welded to both flanges and the web.
January, 2008
8-19
Connection plate welds:

C
C
C
8.7.3
Straight girders with skews 30 degrees:

Connection plates shall be fillet welded to both flanges and the web.
Curved girders and straight girders with skews >30 degrees:
Connection plates shall be fillet welded to the top flange, fillet welded to the web,
and tight fit to the bottom flange.
When welding directly to the tension flange, designers shall limit the fatigue stress
range to category CN.
Longitudinal Stiffeners
Use of longitudinal stiffeners should be avoided whenever possible.

Generally, longitudinal stiffeners shall be continuous for their entire length, with intermediate
transverse stiffeners and connection plates cut short to avoid intersecting welds.
When longitudinal stiffeners are required, show them placed on one side of the web only. On
fascia girders they shall be placed on the web surface exposed to view. The intermediate
transverse stiffeners, if necessary, shall be placed on the opposite side of the web. The
longitudinal stiffeners shall be attached to the web plate with full-length, continuous, 8-mm fillet
welds. Fabrication details including transverse connection plate and longitudinal stiffenerintersection details shall be in accordance with the NYSDOT Steel Construction Manual.
8.8
Designation of Tension Zones
The Contract Plans shall clearly indicate the limits of tensile stress on each flange of all
continuous steel girders. This will facilitate control of materials and welding inspection during
fabrication and erection, as specified in the NYSDOT Steel Construction Manual. This
requirement shall apply to reconstruction projects which require new deck slabs, as well as to
new structures.
A sufficiently accurate approximation of the point of combined load contraflexure may be
obtained from moment diagrams alone. Using the moment tables shown on the plans, the
designer can total dead load moment, superimposed dead load moment, and the appropriate
live load moment at incremental points along the girder. The point where zero combined
moment occurs can be found by interpolation. This point will reasonably represent the end of a
tension zone and shall be shown as such on the plans.
If stress calculations are available, stresses may be used instead of moments. Designers need
not calculate stresses for this purpose alone. The moment diagram method produces a
conservative estimate of the tension zone limits. Stress calculations improve on this estimate by
factoring in the effect of differing section moduli. However, actual loadings and section moduli
may vary from the assumed values.
8-20
January, 2008
Structural Steel
Where tension zones terminate less than 3 m beyond the dead load point of contraflexure, the
distance of 3 m shall be shown. The actual distance computed shall be shown for distances
greater than 3 m.
8.9
Camber
Design cambers include: structural steel dead load, concrete dead load, superimposed dead
load, vertical curve, and total of the above. The dead load from a future wearing surface shall be
included in the determination of camber. When cambers vary between girders due to differing
concrete slab loads, pouring sequence, or stage construction issues, they shall be shown
separately in the table.
A camber table and camber diagram shall be shown on the plans. See the current structural
steel Bridge Detail (BD) Sheets for details.
If a steel member is designed with no camber, a note shall be placed on the plans instructing
the fabricator to place the mill camber up.
8.9.1
Sag Camber
By definition, a girder is said to have sag (or negative) camber if any portion of the curve formed
by the top of web in the completed structure falls below a working line constructed through the
top of web points at the girder ends.
Note that all intermediate support points are ignored when applying the above definition. The
designer's attention is directed to the fact that sag camber can be introduced into a girder from
superstructure geometry other than from a sag vertical curve. These other conditions include
any superstructure (straight or curved) in which a superelevation transition length occurs within
the span, or a horizontally curved superstructure supported on straight girders.
Girders with sag cambers are to be avoided because their unstable appearance is aesthetically
objectionable. An exception to this policy may be made when the under feature of the structure
is a waterway. This exception recognizes a reduced concern for aesthetics.
Designers may find that approved geometrics for a bridge project have not considered the
Office of Structure's policy regarding sag cambers. If this condition exists, the Designer shall
use the following guidelines to minimize the effect or eliminate, when possible, designing a sag
cambered superstructure.
1. Investigate the possibility of revising the geometrics (i.e., modifying or relocating the sag
vertical curve and/or modifying or relocating the superelevation transition off the
superstructure). In those cases where a deeper haunch is required, the 200-mm
reinforced haunch should be used in conjunction with a sag camber.
2. If a revision of the geometrics is not possible, a variable haunch shall be introduced to
eliminate the need for the sag camber. The depth of haunch for this purpose shall be
limited to a nominal 200 mm.
January, 2008
8-21
8.10
Moment, Shear and Design Load Tables
A table showing moment, shear, and design loads shall be provided on the plans. See the
current structural steel BD sheets for details. Moments and shears shall be given at the same
intervals as the camber table. Moments and shears for AASHTO HL-93 and the NYSDOT
Design Permit Vehicle need to be shown separately.
8.11
Splices
8.11.1
Girder Splices
Girder details for all LRFD projects shall be prepared with field splice locations and splice
design details shown on the plans. Details and location access constraints control the erection
procedure. However, designers must always assure themselves that girders can be field spliced
following the criteria shown in this section.
In the design of long stringers and girders, simple or continuous, straight or curved,
consideration should be given to the need for field splices. Bolted field splices are preferred
over welded field splices, because of substantial savings in time and money. Fill plates are not
allowed.
Except for those cases where it is obvious that no field splice will be required (span lengths less
than 40 m for straight or large radius curved members), the flanges should have sufficient
excess area at points where splicing is anticipated to permit a bolted splice to be made.
Splice locations are generally selected near points of dead load contraflexure and where there
is sufficient flange area to permit hole drilling while still maintaining the required net area.
DESIGN
General Practice
For simple spans or continuous spans where the total girder is less than 42.5 m in length, the
girder may be assumed to be erected as a single segment and no splice design will be
necessary.
For simple spans greater than 42.5 m in length, the preferred location for the splice, based on
load considerations only, is at the one-third point.
For continuous spans greater than 42.5 m in length, the preferred location for the splice, based
on load considerations only, is near the dead load contraflexure point. Note that on longer
structures, the points of dead load contraflexure can be greater than 42.5 m apart, in which
case the preferred locations would be where the size of the splice and number of bolts is
minimized.
Additional constraints on splice location include the following:
8-22
January, 2008
Structural Steel
C
C
C
C
C
The minimum distance from a flange plate transition groove weld to the nearest
flange splice bolt hole or lateral gusset plate bolt hole is 300 mm.
The centerline of field splice shall be located >1.5 m from a flange plate transition
groove weld.
The minimum distance from a lateral gusset plate to the end of a flange splice plate
is 150 mm.
The minimum distance from a stiffener or connection plate to the end of a flange
splice plate is 300 mm.
The minimum distance from a stiffener or connection plate to a groove welded splice
in either the flange or web is 150 mm.
As is current practice, the compression flange must be designed considering the steel dead
load acting on the unbraced length (before diaphragms are attached). Refer to Section 8.4.2.5
for requirements for stability of the structural steel during transportation and erection.
It is preferable to group the design of the splices at any splice location by designing all splices
using the heaviest section or greatest moment rather than vary the splice designs across the
structure. This avoids confusion and possible construction problems, and should provide the
most economical solution. In addition, it is preferable to have one design for all splice locations
rather then having a different design at each splice point.
Vertical Clearance
When locating the splice, the designer shall consider the effect of the splice on vertical
clearance. Vertical clearance at the splice location will be reduced by the bottom flange splice
plate, washer, nut and free end of bolt (see AISC table titled Entering and Tightening
Clearances). If the splice affects minimum or critical vertical clearance, the designer shall show
the revised minimum or critical vertical clearance on the plans. Vertical clearance issues may
control the location of splices.
Erection
Erected and spliced segments must be statically stable. Depending on the span arrangement,
this may require the use of falsework or splicing of the girder on the ground. Note that when a
girder is spliced on the ground the unbraced compression flange length may increase. The
girder must be stable during all phases of erection and construction.
Structures which are difficult to erect (e.g., tub girders, long simple spans) should show a
suggested method of steel erection in the Contract Plans. This is required because the
Contractor is responsible only for additional stresses caused by their erection scheme, and the
Contractor may assume the simplest erection method possible if none is shown on the plans.
Falsework
A generalized falsework schematic should be shown on the plans when it is required for stability
of the compression flange or stability of the structure. When falsework is required, the designer
must get approvals from the appropriate agencies. The Rail Unit, Real Estate or Highway
Design (for Maintenance and Protection of Traffic) may typically need to be contacted.
Railroads will not allow falsework within the track zone and also may not allow any splices
above the tracks. Maintenance and Protection of Traffic issues may also control the location or
January, 2008
8-23
use of falsework. Design of the falsework is the responsibility of the Contractor, subject to the
approval of the D.C.E.S.
Shipping
The maximum shipping length is 42.5 m based on permitting and geometric limitations. The
maximum girder depth is typically 4.25 m, although depths up to 4.9 m may be used in special
circumstances with the approval of the Metals Engineering Unit. The issue of special hauling
permits is typically handled by the fabricator and is controlled by weight of the girder segment
and the configuration of the truck and trailer used. The maximum shipping weight of a segment
is 90.7 metric tons.
Cranes
For typical structures, the designer may assume the maximum single crane pick is 90.7 metric
tons. Nearly all structures constructed for the Department are erected by a single crane of this
type. For structures which require larger or multiple cranes to erect, contact the Metals
Engineering Unit for assistance. When splicing needs to be done before erection it should be
noted on the plans so the Contractor is aware of the possible need for a larger (or multiple)
crane(s) at bidding.
Additional Items
A High-Performance-Steel simple span may be long enough to require the use of two field
splices.
Falsework up to 5 m in height may be assumed to cost $5,000 per location for typical 12-15 m
wide structures. It is preferable to avoid the cost of these temporary structures and strengthen
the compression flanges if the cost is similar.
Fracture-Critical Members shall have splice plates constructed from Fracture-Critical material.
Design Calculations
Bolted designs shall use ASTM A325 bolts only. Bolts should be designed as per the NYSDOT
LRFD Bridge Design Specifications and the NYSDOT Steel Construction Manual (SCM). Bolts
must be designed both for strength and for slip-critical loading using Class A surface conditions
unless otherwise approved by the D.C.E.S. Bolt lengths shall be such that threads are excluded
from the shear planes in the connection. Designers should reference NYSDOT SCM-Section 2
on bolting and splices (including fill plates, as appropriate). Use M22 bolts for typical girder
splices. Unusual structures may require a larger bolt size.
Refer to the American Institute of Steel Construction Table titled Entering and Tightening
Clearances and to Section 8.6.2 of this manual for a discussion of bolted connections.
Computer Programs
AISIsplice is the recommended program for splice design. For questions involving this program
contact the Structures IT Systems Unit or Metals Engineering Unit.
8-24
January, 2008
Structural Steel
AISIsplice has the following limitations:

C
C
C
C
C
C
It is limited to straight steel I-girders.

It will not design hybrid splices, girders must be homogeneous.
Flanges should be parallel at the location of the splice (do not locate the splice at a
location the web depth is varying).
Bolt patterns are limited to constant pitch, nonstaggered patterns.
The program designs only symmetric splices, which may not be the most cost
effective.
The program may calculate section properties of the concrete deck slab incorrectly
when the top flange of the girder is embedded into the slab.
Currently the department has no software which can design curved girder, tub girder, hybrid, or
box section splices. Contact the D.C.E.S. when designing splices for these types of girders.
Estimate
The splices should be paid for under the appropriate items. No additional weight calculations
are necessary for typical structures, as the typical 3% accounts for the splice plates and bolts.
8.11.2
Rolled Beam Splices
When rolled beams are used for continuous structures, the field splices should be located in
areas where no cover plates are required and consideration should be given to the fact that the
fatigue strength of the section adjacent to the bolted connection (Category B*) is less than the
fatigue strength of the base metal in areas where there is no splice (Category A*).
* See Article 6.6.1.2 of the NYSDOT LRFD Bridge Design Specifications or Article10.3.1 of the
NYSDOT Standard Specifications for Highway Bridges.
8.12
Framing Plans
Typical framing plans for steel structures are shown in the current structural steel BD sheets.
Diaphragms shall be placed parallel to the skew angle for skews 20 and less. Diaphragms shall
be placed perpendicular to the girders for skews over 20.
8.13
Curved Girders
Diaphragms in curved girder structures are primary members and designed to carry dead and
live load. Except for end diaphragms they should be placed radial to the girder in a single line
across the bridge. A diaphragm should not be placed along the line of support at an interior
skewed support. Curved girders have special diaphragm and lateral details that are shown on
the current structural steel BD sheets.
Curved girders that are designed as straight girders because their curvature does not exceed
the limitation contained in the NYSDOT LRFD Bridge Design Specifications still need special
provisions for design and detailing. These girders must also use the diaphragm and lateral
January, 2008
8-25
connections details for curved-girder bridges, with the exception that Type 3 (X-shaped)
diaphragms in interior bays do not need a top strut.
8.14
Trusses
It is important to coordinate with the Metals Engineering Unit of the Office of Structures early in
the design phase of a truss project to assure that fabrication concerns are addressed.
8.14.1
Trusses are a viable structural form when there are clearance restrictions on beam depth that
would preclude the use of girder spans. Trusses also become an economic option when span
lengths are long enough to make plate girders impractical. Trusses are a very efficient structural
form in the use of material, however their complex fabrication tends to make them costly. They
are also usually nonredundant structures which leads to special design considerations.
A modified Warren truss (incorporates verticals) is usually appropriate for most highway bridge
applications, although other truss forms can be considered.
Skewed trusses should be avoided if possible. The skew makes fabrication difficult and costly
and introduces out of plane bending problems to the structure. Small skew angles can often be
eliminated by a small increase in the span length.
End portals and sway bracing should be placed a minimum of 5.05 m clear above the roadway
surface (includes usable shoulder), regardless of minimum vertical clearance requirements for
that highway classification.
It is desirable to keep sidewalks inside the trusses rather than placing them on outside
cantilevers. A vertical faced concrete parapet should be used between a sidewalk and the truss.
This provides more lateral stability to the structure and keeps traffic and road salts away from
critical members. Adequate clearance should be maintained between the concrete barrier or
parapet and the truss to accommodate formwork.
When a metal railing system is used on bridge rehabilitation projects with concrete decks, it is
preferred that the system be anchored in the deck and not attached to the truss elements.
Consideration should be given to providing a clear zone to accommodate lateral deflection of
the railing system.
Weathering steel is recommended for trusses because of its superior toughness. See Section
8.2.3 for painting guidelines. Galvanized steel may also be an option for trusses.
8-26
January, 2008
Structural Steel
8.14.2
Truss Design Guidelines
Geometry:
Truss and member proportions should follow the guidelines provided in the NYSDOT LRFD
Bridge Design Specifications or the NYSDOT Standard Specifications for Highway Bridges.
Sections:
Designers should keep variations in member shapes and sizes to a minimum. To achieve this
objective, it is often desirable to establish a constant out-to-out dimension for all chord
members. Based on past experience, it is frequently more cost effective to use fabricated
members than rolled sections because of their tighter tolerances. Rolled sections may vary for
tilt and in-out by more than 5 mm and sometimes require further work to bring them into the
necessary tolerances.
Designers should use closed box sections for bottom chords whenever possible. Although
closed box sections are more expensive to fabricate, they eliminate the long term maintenance
and durability concerns associated with H-shaped sections. H-shape sections tend to trap
debris and moisture.
Framing:
The floor system framing of trusses should be designed as simply supported although it is
recognized that some negative end moments can and probably will develop. This should be
considered when designing fatigue resistant details.
Stringers should be framed from floorbeam to floorbeam. Stringers that run continuously over
the tops of floorbeams have led to uplift and fatigue problems. Additionally, consideration should
be given to framing stringers below the plane of the floorbeam top flange to eliminate the cope
at the top of the stringer.
Internal Diaphragms:
Designers shall include internal diaphragms within fabricated closed box chord sections. These
diaphragms are to be located at panel points, and elsewhere where required by design.
Camber:
Because the steel fabrication industry prefers assembling trusses in a fully cambered position,
(i.e.: member lengths adjusted for deadload and vertical curve cambers), designers are advised
to evaluate the secondary force effects which will arise when the truss is fabricated in this
fashion. It should be noted however, that these secondary force effects are generally minor
when the truss proportions follow the guidelines provided in the NYSDOT LRFD Bridge Design
Specifications or the NYSDOT Standard Specifications for Highway Bridges.
January, 2008
8-27
8.14.3
Truss Detailing Guidelines
Floor beam to truss connections should be blocked and never coped.

Details should be used that allow accessibility to make field bolted connections. Hand holes in
the bottoms of closed box sections will be needed for erection purposes. These holes shall be
protected with screening to prevent roosting birds from entering.
Details that allow accessibility for cleaning and high pressure washing are desirable.
Fill plates in bolted connections are sometimes necessary. Fillers greater than or equal to
6 mm thick shall be designed in accordance with Section 6.13.6.1.5 of the NYSDOT LRFD
Bridge Design Specifications.
Use Category C or better welded fatigue details on all fracture critical members.
Internal diaphragms on closed box sections should be detailed as being fillet welded to three
sides, and tight fit to the fourth.
Designers shall include the following information on the contract plans, to facilitate the quality
assurance review of the steel fabrication drawings:
C
C
C
Table of Fracture Critical Members

Table of LRFD Member Forces: DC1, DC2, DW, LL + Impact (AASHTO HL-93 and
NYSDOT Permit Vehicle)
Truss Camber Diagram: Provide the lengths members must be lengthened or
shortened to compensate for dead load and vertical camber. Dimensions provided
should include total unfactored deadload (DC1 + DC2 + DW) and vertical curve
camber.
Truss Working Lines Diagram: Provide member lengths (with horizontal components
adjusted for grades greater than 3%), and offsets to datum for grade.
8.15
Miscellaneous Details
8.15.1
Bolsters
Bolsters are steel supports placed beneath the girder and above the bearing. They are typically
used at piers when two spans have different depths. In new construction it is almost always
preferable to step the concrete of the cap beam or pedestal instead of using bolsters. For
aesthetic reasons it may be appropriate to investigate alternative designs that would not have
adjacent spans with different girder depths. (See section 23.)
When bolsters are used, they must be carefully designed and detailed. Two types of bolsters
are available, based on their aspect ratios.
C
C
Low bolster, A/B <1

High bolster, A/B 1
Use rolled section, See Figure 8.4

Use fabricated section, See figure 8.5
Bearing stiffeners on bolsters should meet the same design, detailing and fabrication
requirements as bearing stiffeners on girders.
8-28
January, 2008
Structural Steel
Figure 8.4
Low Bolster Detail and Section A-A
January, 2008
8-29
Figure 8.5
High Bolster Detail
Bolsters shall be paid for separately under Item 564.70. They are not included in the bearing
item in order to assure that the steel fabrication is performed in the proper manner.
8.15.2
Safety Handrail
Safety handrails for use during bridge inspections shall be used on girders having a web depth
of 1.5 m or greater. They should be used on both sides of interior girders and on the inside of
fascia girders. Details of field-erected and shop-erected handrails are available on current BD
sheets. Cost of handrails shall be included in the unit prices bid for the structural steel.
8-30
January, 2008
Structural Steel
8.16
Railroad Structures
8.16.1
Railroad structures are commonly 2 or 3 girder structures that contain fracture critical elements.
Contract plans shall include:
C
C
C
8.16.2
A listing of all primary/main members.

Tension zones defined for floor-beams and girders
A table of all fracture critical members.
Design
Design of railroad structures shall be in accordance with current A.R.E.M.A. specifications.
8.16.3
Details
The purpose of knee brackets is to brace the compression flange of through girders and support
the ballast curb plate. The flanges of the knee brackets should not be interrupted by notching to
accommodate the curb plates. Although this will cause the cover plates to be installed in
multiple segments, the integrity of the knee bracket outweighs the ease of installation issue.
Curb plates should be notched to fit around stiffeners and girder web attachments as needed.
The curb and cover plate needs to be contiguous to protect the membrane system. Curb plates
shall be bolted to knee braces and the girder web using clip angles. Welding should only be
considered where access is a problem. Unless alternatives are impractical, curb plates should
not be welded to the intermediate stiffeners.
The deck plate may be welded to the curb plate. The knee bracket must be cut short to allow for
the attachment of the curb plate to the deck plate. The deck plate needs to be installed under
the knee bracket during construction. This leaves a gap underneath the knee bracket to allow
the deck plate to be installed. The curb plate is configured to have a v-groove joint at the
junction of the curb and deck that can be welded with a partial penetration grove weld in the
field.
8.17
Movable Bridges
Design of projects of this complexity requires special consideration. Early involvement with the
Metals Engineering Unit is highly recommended.
A very different set of criterion must be followed on moveable structures, such as bascule or
post-lift bridges. Specifically the nondestructive testing requirements for the machine parts, etc.,
for the electrical and mechanical portions of the bridge must be clearly defined on the contract
plans. Additionally, there may be stair wells, hatches, and other appurtenances that should be
detailed and shown with the proper steel payment item on the contract plans.
January, 2008
8-31
Contract plans should also include:
Identification of main members and/ or tension components

Identification of the tension or reversal zones.
Listing of fracture critical members or members that must meet minimum
toughness (CVN) requirements i.e. bascule lateral bracing or edge beams.
Special Non-destructive testing requirements
Designers should consult the AASHTO LRFD Movable Highway Bridge Design
Specifications.
8-32
January, 2008
Section 9
9.1
Introduction
Concrete is approximately ten times stronger in compression than in tension. Typical reinforced
concrete design assumes that concrete under tensile loads will crack, and steel reinforcing bars
are used to carry the tensile forces. Prestressed concrete design, on the other hand, applies
compressive force to the anticipated tension zones of the concrete member by using
pretensioned or post-tensioned, high-strength steel strands. When properly designed, tension in
the member under service loads is reduced or eliminated and concrete cracking is reduced.
Precast concrete members are especially advantageous in situations where quick erection is
desired. Precast concrete members are fabricated year-round and can be delivered, erected,
and put into service in a very short time. All prestressed concrete beams are produced using
high strength, high performance concrete. The corrosion resistance of the prestressed beams is
further enhanced by the addition of 25 L/m3 of 30% calcium nitrite corrosion inhibitor and two
coats of silane sealers. These beams are expected to provide long, maintenance-free service.
A number of prestressed concrete bridge types are used in New York. Although adjacent box
beams are the most commonly used, designs using I-beams and bulb-tee sections are also
becoming common.
9.1.1
Pretensioning
Pretensioning a concrete member is accomplished by tensioning prestressing strands to the

required tensile stress using external jacks and anchors, casting the concrete member around
the tensioned strands and, releasing the external strand anchors after the concrete has
achieved the required minimum strength. Precompression is induced by the transfer of force
through the bond between the prestressing strands and concrete.
9.1.2
Post-Tensioning
Post-tensioning a concrete member is accomplished by tensioning unbonded prestressing

strands using an external jack on one end of the member and an anchor placed directly against
the hardened concrete on the other end. The strands are typically internal to the member, but
may be placed externally. A second anchor is secured against the member and the jacking
force is released to transfer the load into the member as a precompression force.
January, 2008
9-1
9.2
Adjacent Prestressed Units
The three types of prestressed members that are used for adjacent prestressed unit
superstructures are solid slab units, voided slab units, and box beams. The design concept for
these types of units is identical and the only differences between them are the member depth,
shape of the voids (if any), and the casting procedure.
Adjacent prestressed concrete slab units and box beams are especially appropriate at stream
crossings having limited freeboard because they provide a continuous flat surface along the
bottom of the superstructure that prevents debris from becoming trapped under the bridge and
impeding the hydraulic flow. In addition, their relatively shallow depth provides greater clearance
than spread beam types of superstructures.
9.2.1
Unit Width
Standard box beam and slab units are available in widths of 1220 mm and 915 mm. Designs
that use the fewest number of beams for a given superstructure will achieve the greatest
economy in fabrication, shipping, and erection costs. Therefore, even if it results in a wider
superstructure than is actually required, an adjacent precast concrete unit superstructure should
be made exclusively out of 1220-mm wide units. A combination of 1220-mm and 915-mm wide
units may be selected if the required construction staging sequence or other constraint prevents
the exclusive use of 1220-mm units. Configurations involving a single 915-mm unit mixed with
1220-mm units are inefficient to fabricate and should be avoided. The overall beam deck width
shall be shown on the contract plans.
1220-mm wide units should be used for the fascia beams to provide adequate space for the
placement of the bottom railing anchor plates or concrete barrier reinforcing bars. This is
especially important for alignments requiring curved railing or barrier.
9.2.2
Unit Depth
Typical prestressed sections are shown on the BD sheets. For multi-span bridges, a constant
unit depth is preferable across all of the spans since variable depth units are difficult and
expensive to construct.
9.2.3
Deck Overhangs
Overhangs on the reinforced deck of adjacent prestressed units shall be a minimum of 100 mm
and a maximum of 150 mm. Overhangs less than 100 mm require approval of the D.C.E.S.
Overhangs greater than 150 mm are not allowed. The bottom of the overhang shall slope to
drain away from the beam so that chloride-laden runoff water will not run down the side of the
beam.
9-2
April, 2006
9.2.4
Longitudinal Joints
The standard longitudinal joint size between adjacent prestressed units shall be a minimum of
20 mm and a maximum of 30 mm. The use of larger joints requires approval of the D.C.E.S.
Joints between stages of stage construction shall follow the details shown on the BD sheets.
9.2.5
Skew
The designer should make every reasonable effort to reduce or eliminate bridge skew. This may
require early discussions with highway design personnel. The maximum allowable skew angle
for a bridge using box or slab units is 50. Larger skews require approval of the D.C.E.S.
9.2.6
Diaphragms and Transverse Tendons
Internal diaphragms in adjacent precast concrete units shall be positioned parallel to the skew
and have a minimum width of 360 mm. Transverse tendons shall also be placed parallel to the
skew of the unit and be placed as close to the middepth of the section as possible. Each
transverse tendon consists of three 13-mm diameter low relaxation strands tensioned to 125 kN
per strand. Transverse tendons are tensioned after the shear keys have been grouted and
before the deck slab has been placed.
Internal diaphragms and transverse tendons within precast units shall be spaced as follows:
C
For span lengths less than 15 m, a total of three transverse tendon locations are
required. One group of tendons is located at each end of the unit approximately 180 mm
from the centerline of bearings and another group of tendons is located at the centerline
of the span.
For spans greater than or equal to 15 m, a total of five tendon locations are required:
one group of tendons at each end approximately 180 mm from the centerline of
bearings, one group of tendons at the centerline of the span, and one group of tendons
midway between each end group and the centerline of the span.
For stage construction placing of transverse tendons and diaphragms shall be as shown
on the appropriate BD sheets.
The transverse tendon holes in all units and the transverse tendon blockout on the fascia units
should be checked to ensure that they do not interfere with either the longitudinal prestressing
strands or bar reinforcement.
April, 2006
9-3
9.3
Spread Precast Concrete Beam Superstructures
Although a spread precast concrete beam superstructure requires a thicker concrete deck with
heavier reinforcement and the necessary form work for the deck placements, the reduced
number of beams used per span may prove economical for spans greater than 30 m. In
addition, bridge superstructures utilizing spread concrete beams have some advantages over
adjacent precast concrete unit superstructures:
C
Spread beams have open bays to accommodate utilities when required.
Spread beams can accommodate field adjustments due to variations in camber and/or
camber growth, especially for staged construction.
Spread beams are better suited to handle large deck cross slopes and curved
alignments.
9.3.1
Spread Prestressed Box Beams
The provisions of Section 9.2 of this manual shall apply except as specifically noted below:
C
Only 1220 mm wide box units should be used. Alternate widths require approval by the
D.C.E.S.
For spread box units, diaphragms shall be placed in accordance with the design
specifications. Contract plans and beam details shall show provision for attaching
reinforcement in cast-in-place or precast concrete diaphragms to the spread box beams.
9.3.2
Prestressed I-Girders
The preferred I-Girder shape is the Bulb-Tee.
9-4
The framing plan for prestressed I-girders shall be as shown on the appropriate BD
sheets. Contract plans shall show options of cast-in-place diaphragms, precast concrete
diaphragms, or galvanized steel diaphragms. The contractor shall be allowed to select
any one of the three options. The cost of diaphragms shall be included in the cost of the
beams. All inserts for diaphragm connections adjacent to a deck joint shall be stainless
steel.
No intermediate diaphragms are required for spans up to 20 m. Midspan diaphragms

are required for spans greater than 20 m, and up to 30 m. Spans greater than 30 m
require diaphragms at the third points.
For superstructures with cross slope greater than 4%, AASHTO I-beams should be
considered. These shapes have narrower top flanges, which will eliminate the need for
large haunches.
January, 2008
9.4
Segmental Precast Box Girders
Segmental precast box girder superstructures may be viable and economical alternates for the
following type of structures:
9.4.1
Long Multi-Span Bridges
Segmental precast box girders are well suited for long multi-span bridges on straight or slightly
curved alignments in locations where Maintenance and Protection of Traffic issues and/or
environmental concerns require that field work be minimized. Repeated use of an erection set
up for the box girder segments is the main advantage. The Span-by-Span method of erection is
generally used for these bridges.
9.4.2
Long Span Bridge on High Curvatures
Segmental precast box girders are well suited to accommodate high curvatures on long spans
due to their high torsional stability. The balanced cantilever method of erection is generally used
for these bridges.
9.4.3
Aesthetics
When long open spans with clean visual lines are desired, segmental precast box girder
superstructures are a good solution. Haunching of the segmental girders to improve the visual
impact and structural efficiency is possible with this type of superstructure.
9.4.4
Durability
The expected durability of segmental box girder bridges is relatively high. Segmental precast
box girder bridges utilize post-tensioning in both the longitudinal and transverse directions to be
free of tensile cracks. This results in an expected substantial increase in the durability of the
overall structure. However, there are areas of vulnerability unique to this type of bridge.
1. Since the deck slab is an integral part of the box girder system, the complete
replacement of the bridge deck is nearly impossible. To reduce this risk, the structure
should be designed so there is no tensile stress at the top surface of the segment under
service load conditions both including and excluding time dependent effects.
2. Deck run-off should not be allowed to flow over the grouted block-outs for tendon
anchorages. When end anchorages are located in vulnerable areas, such as beneath a
deck expansion joint, additional protective measures shall be provided. Post-tensioning
ducts within the deck shall be polyethylene. Fabrication and erection of these structures
shall be as per the Prestressed Concrete Construction Manual (PCCM).
April, 2006
9-5
9.5
Bearings for Prestressed Concrete Structures
All new prestressed concrete superstructure designs, with the exception of those using integral
abutments, require elastomeric bearings of sufficient thickness to ensure that the bottom of the
prestressed unit will be above the bridge seat a minimum of 15 mm for box beams and 10 mm
for slab units. Cement mortar pads shall not be placed under the bearings.
For rehabilitation projects that require mortar pad replacement, the designer should choose one
of the following alternatives:
C
Replace the existing elastomeric bearings and mortar pads with thicker elastomeric
bearings.
Replace the mortar pad with a galvanized steel plate of equivalent thickness.
Step the bridge seat or pedestal to an elevation sufficient to provide the necessary
clearance (This option will normally require the use of Class DP Concrete, as specified
in Section 582 of the NYSDOT Standard Specifications for Construction and Materials).
When choosing an appropriate alternative, the designer should strive for the most cost effective
solution.
Bearings must be placed perpendicular to the centerline of the unit. The bearing width, at a
minimum, must be the width of the unit measured perpendicular to the centerline of the unit.
When the height difference across the width of the bearing due to camber and grade is in
excess of the limitations set in the design specifications, then a tapered bearing (for adjacent
box or slab units) or a constant thickness bearing with a tapered sole plate (for Bulb Tees and
AASHTO I-beams) matching the required slope must be used.
9.6
Concrete Strength
High-Performance Concrete shall be the standard concrete for prestressed bridge elements.
The minimum concrete strength fNcN for prestressed concrete bridge beams shall be 70 MPa.
The concrete strength at transfer fNci can be taken as 0.7fcN unless the designer determines a
higher transfer strength is necessary.
9.7
Prestressing Strand Type
Only 1860 MPa Low-Relaxation Prestressing Steel Strand shall be used. The standard diameter
used by NYSDOT is 15 mm. Other diameters are available, but may only be used with approval
of the D.C.E.S. Strength requirements and areas for the strand are available in ASTM A416.
9-6
April, 2006
9.8
Strand Pattern For Pretensioned Elements
9.8.1
Precast Box and Slab Units
A 50 mm x 50 mm center to center grid pattern shall be used for the prestressing strands in
prestressed concrete beams. Fabricators may use bulkhead anchorages that use a
50.8 x 50.8 mm (2 inch) grid pattern since the difference in eccentricity is negligible.
Strands shall not be placed within 50 mm of the centerline of the beam to provide room for the
anchor dowel holes at the end of the beam. Strands shall not be placed such that they will
conflict with the transverse tendons or tendon recesses. For additional information, see the
appropriate BD sheet.
Prestressing strands shall be distributed evenly across a row to achieve uniform pretensioning
in the end zones. Clustering of strands in the bottom corners of beams should be avoided.
9.8.2
Precast I-Girders
Prestressing strands are arranged in a 50 mm x 50 mm grid pattern as shown on the

appropriate BD sheet. Prestressing strands shall be distributed evenly across a row to achieve
uniform pretensioning in the end zones.
9.9
Tensile Stresses Due to Pretensioning
If higher than allowable tensile stresses are encountered during the design of prestressed
members (usually at the top surface of the beam ends) the following design modifications are
suggested in the order of preference:
1. Rearrange the strand pattern, including addition of strands near the surface exhibiting
excessive tension. In general, four fully tensioned strands is a reasonable maximum
number of strands to be placed near the tension surface for slab units. For box units, six
is a reasonable maximum. For Bulb Tees and AASHTO I-Beams, 20% of the total
number of strands (not including draped strands) is a reasonable maximum. In all cases,
engineering judgment is required.
2. Drape strands for I-Girders (Bulb Tees and AASHTO I-beams).
Note: Where draped strands are used, the total hold down force of all draped strands
shall not exceed 75% of the total beam weight.
Note: Prestressing strands in slab units or box units shall not be draped.
3. Debond some prestressing strands at the end of the unit to avoid excessive end
stresses. Typically, this is accomplished in the fabrication plant by wrapping strand with
a plastic sheath to prevent the bond from developing between the concrete and the
prestressing strand.
When debonding of prestressing strands is required, design shall be in accordance with
the NYSDOT LRFD Bridge Design Specifications including the following criteria:
January, 2008
9-7
a.
b.
c.
d.
e.
f.
g.
The maximum allowable number of debonded prestressing strands is 25%

of the total number of strands.
No more than 40% of the number of prestressing strands in any one row
may be debonded.
The debonding pattern shall be symmetrical about the beam centerline.
The spacing of debonded strands shall be a minimum of 100 mm.
The outermost prestressing strands in a row shall not be debonded.
The debonded length(s) shall be clearly detailed on the contract plans. A
maximum of four prestressing strands are permitted to be debonded for a
given length. A minimum difference of 600 mm is required between
debonding lengths.
Do not debond prestressing strands in units 380 mm or less in depth.
4. Provide a reasonable amount of bonded reinforcement as per the provisions of the

design specifications.
9.10
Prestress Losses
Loss of prestress is the difference between the initial tensile stress in prestressing tendons at
the time the strands were seated in their anchorages, and the effective prestress at a particular
time at the considered location.
Losses that apply to both pretensioned and post-tensioned elements are Concrete Shrinkage,
Elastic Shortening, Concrete Creep, and Steel Relaxation. Losses that apply only to posttensioned elements are Anchorage Set and Friction (for drape and wobble). Computation of the
losses shall be as per the applicable provisions of the design specifications.
Concrete Shrinkage - Shrinkage, after hardening of concrete, is the decrease with time of
concrete volume. The decrease is due to changes in the moisture content of the concrete and
physical-chemical changes, which occur without stresses attributable to actions external to the
concrete. Shrinkage is conveniently expressed as a dimensionless strain under steady
conditions of relative humidity and temperature.
Elastic Shortening - The concrete beam shortens at transfer when the prestressed strands are
released and the force in them is transferred to the concrete. This elastic shortening is
immediate and results in a reduction in the strain of the prestressing steel and therefore a
prestress loss. The loss from elastic shortening should be included in both initial and total loss
computations.
Concrete Creep - The time dependent increase of strain in hardened concrete subjected to
sustained stress is defined as concrete creep.
Steel Relaxation - Steel relaxation is very similar to concrete creep. With steel relaxation the
length of the strand is held constant under stress and there is a time dependent loss in stress.
9-8
April, 2006
The designer shall use a t of 18 hours for computing steel relaxation loss at transfer. This
represents the shortest time that is likely to occur between jacking and detensioning. For initial
stresses the main problem is overstressing the beam ends due to excessive prestressing force.
Anchorage Set - Some loss of prestress occurs to post-tensioned tendons as the anchorage
hardware deforms and sets at the transfer of tension. The amount of set is a function of the type
of anchorage system used. The amount of prestress loss is a function of this anchorage set and
the length between anchorages. Power seating of the chucks tends to reduce this loss. For
design purposes assume anchor set as 10 mm.
Friction - Tendons also lose some prestress due to friction inside the ducts during stressing
operations.
Total Losses - Some of the losses mentioned above are interdependent. Shrinkage and
concrete creep reduce the strain in the prestressing steel, which reduces the force in the
prestressing steel. The reduction in force in the prestressing steel affects elastic shortening,
future concrete creep and steel relaxation.
9.11
Allowable Stresses
9.11.1
Temporary Stresses
Temporary stresses correspond to the stresses that are present at transfer. Only initial losses
should be considered when checking these stresses.
9.11.2
Final Stresses
Final stresses represent the stresses at service load after all losses have occurred. When
AASHTO HL-93 live loading is used, the maximum
allowable
tension
in
the
precompressed tensile zone shall be 0.25 f c MPa, as per the LRFD specifications. When the
NYSDOT Design Permit Vehicle is used, the maximum allowable tension shall be
0.375 f c MPa. The design allowable stresses shall be shown on the contract plans.
9.12
Reinforcement
Reinforcement in prestressed units shall not be epoxy coated with the exception of the
composite stirrups extending into the deck, or the top longitudinal bar extending into the
approach slab which may be epoxy coated or galvanized.
9.12.1
Shear Stirrups
Detailing of shear reinforcement shall follow the guidance shown on the appropriate BD sheets.
January, 2008
9-9
9.12.2
Composite Design Reinforcement
Composite flexural members consist of prestressed members acting with a cast-in-place

concrete deck. In order for the deck to act compositely, reinforcement must be provided
extending out of the beams into the slab to resist the horizontal shear developed across this
plane. Composite shear reinforcement shall be provided for the full length of prestressed
concrete bridge beams, including the negative moment areas of continuous spans.
9.12.3
Anchorage Zone Reinforcement
When pretensioned strands are released and their stress is transferred to the hardened
concrete bonded to the strands, the concrete at the beam ends experiences tensile stress
perpendicular to the direction of prestressing. Anchorage zone reinforcement shall be provided
to resist these stresses. For slab units and box beams, stirrups with multiple legs can be used to
accommodate required reinforcing within the specified distance from the end of the beam.
9.13
Camber
Due to the eccentric nature of prestressing, prestressed concrete units are typically curved
upward under low values of externally applied loads. The resulting upward deflection is called
camber. Camber may increase or decrease with time, depending on the stress distribution
across the member under sustained loads.
Units shall be designed so that the algebraic sum of the beam camber at prestress transfer due
to prestress force, the beam dead load deflections due to non-composite dead load, and
superimposed dead load deflections due to applied superimposed dead loads results in a
positive (upward) camber. The dead load from a future wearing surface shall be included in the
determination of camber.
Allowed camber deviations for beams (see Section 7 of the PCCM) should be considered in
determining minimum expected camber based on design calculations. The following minimum
net positive cambers are recommended:
Spans 25 m and above: 12 mm minimum
Spans 15 m to 25 m: 8 mm minimum
Spans less than 15 m: 4 mm minimum
The contract plans shall show the camber at prestress transfer and the deflections due to
noncomposite dead load and superimposed dead load.
9-10
April, 2006
9.14
Stage Construction Camber Differences
For a given project, fabricators typically cast all of the beams of a given size at the same time to
minimize the time required to set up the casting beds. If these beams are subsequently erected
at the same time, differential camber between beams is rarely a significant problem.
On stage construction projects, the precast beams may be fabricated at relatively the same time
and erected many months, even years apart. The haunch provided for spread prestressed box
beams, AASHTO I-beams and Bulb Tees is sufficient to accommodate this differential camber
growth and need not be considered. Since adjacent precast unit superstructures have no
haunch, the differential camber due to time dependent effects shall be considered.
The anticipated camber growth during storage of Stage 2 units may be assumed to be 50% of
the camber at transfer. For all staged construction bridge superstructure projects, the minimum
Stage 1 deck slab thickness shall be 175 mm in order to provide a minimum 150 mm deck slab
over the Stage 2 units. The additional Stage 1 slab thickness of 25 mm shall be considered as
extra dead load in the unit design calculations.
If the anticipated camber growth with no control measured during storage is greater than
25 mm, specific measures to control camber growth of the Stage 2 beams or other methods to
limit the different camber growth between Stage 1 and Stage 2 must be specified in the contract
documents. Typical notes in Section 17 of this manual must be placed on the contract plans.
Example:
Camber at transfer (w/o creep) = 25 mm
Anticipated camber growth = 0.5 x 25 mm = 12.5 mm, use 13 mm
9.15
Simple Spans Made Continuous Design
Unless significant differential settlement between supports is suspected, all multi-span

prestressed concrete superstructures shall be made continuous for live load.
NYSDOT practice is to establish the construction joint at the same time as the placement of
deck concrete. Hence, dead load due to the deck concrete will be resisted by prestressed
beams as simply supported. All loads applied after the deck concrete hardens will be resisted
by the continuous composite (beams and deck) structure. Because High-Strength, HighPerformance Concrete (HSHPC) used in all prestressed concrete bridge beams has very low
creep and shrinkage, and the beams have a minimum age of 60 days prior to deck placement,
construction joints at internal piers are expected to be fully effective. These bridges shall be
designed as fully continuous at all limit states for loads applied after hardening of the deck
concrete.
9.16
Corrosion Inhibitors and Sealers
Prestressed concrete elements shall use corrosion inhibitor and penetrating silane sealer. See
the PCCM for details.
April, 2006
9-11
9.17
Post-Tensioned Spliced Girder Designs
Prestressed concrete bridge beams may be spliced by joining two or more beam segments to
form one beam. Typically, splicing is achieved by cast-in-place concrete along with longitudinal
post-tensioning. Splicing of bridge beams is generally used for one or more of the following
reasons:
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Increasing span lengths to reduce the number of sub-structure units and total project
cost;
Increasing the girder spacing to reduce the number of girder lines and total project cost;
Increasing span lengths to improve safety by eliminating shoulder piers or interior
supports;
Minimizing structure depth through the use of long, continuous members to obtain
required vertical clearance for traffic, waterways, and so forth;
Avoiding the placement of piers in water to reduce environmental impact and total
project cost;
Placing piers to avoid obstacles on the ground, such as railroad tracks, roadways, and
utilities;
Improving aesthetics through various design enhancements, such as more slender
superstructures, longer spans, of haunched sections at piers;
Eliminating joints for improved structural performance, reduced long-term
maintenance/increased service life, and improved rideability.
Whenever possible, part of the longitudinal post-tensioning shall be applied after the hardening
of the deck concrete so that net tension on top of the deck surface is less than or equal to the
modulus of rupture.
The Contract plans shall show a recommended installation method and post-tensioning
sequence. See current BD Sheets for additional guidance. The structural analysis should
consider the effects of fabrication and erection tolerances on bridge performance.
9-12
April, 2006
Section Ten
Timber
10.1
Introduction
Timber is an abundant and renewable resource. It can be used by itself or in conjunction with
other construction materials such as concrete and steel for the construction of bridges.
By using different types of construction techniques, timber can be used for a wide range of
bridge spans. From a small stream crossing to an intricate long trestle, timber is a viable
construction material. When and where timber should be considered for use as a possible
bridge construction material requires an engineering evaluation of each site. First costs may be
of great importance, but constructability, durability and compatibility with given site conditions is
required when considering timber as a possible bridge construction material.
Prior to starting design, the U.S. Forest Service Publication entitled Timber Bridges - Design,
Construction, Inspection and Maintenance should be reviewed.
10.2
Characteristics and Properties of Wood as a Construction Material
Timber is relatively strong, light in weight, resilient and capable of supporting short-term
overloads without sustaining permanent structural damage. Construction of timber structures is
not affected by inclement weather conditions such as rain and cold and usually can be
accomplished without the use of heavy equipment and highly skilled labor.
The material properties of wood make it unsusceptible to damage resulting from freeze/thaw
cycles and de-icing chemicals. Large wood members also offer a surprising resilience to
damage by fire. Today's treated lumber provides a material that is highly resistant to decay, rot
and attack by insects. Properly treated and maintained timber structures can be expected to
provide a design life of 50 years or more. Treated timber does not have to be painted. Minor
periodic maintenance such as the washing and removal of moisture laden debris from the
timber elements will greatly increase their life expectancy.
10.3
Types of Construction
Timber bridges can be made entirely from wood or be a composite design utilizing other
materials such as reinforced concrete and steel. Both superstructures and substructures can be
made of wood in all or in part. The size and type of a structure will determine whether it is made
of individual commercial sized pieces of lumber or of laminated units utilizing many pieces.
April, 2006
10-1
Glue-laminated (GLULAM) timber units first appeared in the late 1940s or early 1950s. Glulam
members can be made into almost any size and shape unit. In recent years, improvements in
the lamination process and adhesives have increased the potential for use in highway bridge
design. In the late 1970s, stress-laminated procedures were developed in Ontario, Canada, as
a new method of bridge construction. During the late 80s and early 90s, several installations
and additional research have been conducted in the United States, using stress-laminated
construction.
10.4
Selection Criteria
The criteria used to determine if the use of a timber bridge is appropriate are the same used for
all bridge types. However, due to some preconceived notions on durability, the first selection
criterion is the acceptance of a timber bridge by the owner. Concerns for fire resistance, rot,
decay, insect attacks and long-term durability must be satisfied. All of these concerns can be
adequately addressed, but the final decision belongs to the owner of the bridge.
With the acceptance of timber, the following site conditions are considered:
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The length of the bridge and the span arrangement

Available depth for the superstructure
Debris and ice problems
Aesthetics
Type of roadway
Traffic volumes and operating speeds
Alignment and grade of the roadway
Construction procedures
Generally, the depth of a timber unit for any span would be deeper than a composite steel or
prestressed concrete bridge. Span length limitations would also require the use of multiple
spans for long bridges. When the profile requires camber corrections, timber can be cambered
to some extent. Wood structures blend nicely with the site and a variety of shapes and forms
can be provided. Like its steel and concrete counterparts, the fabrication of a timber arch, truss
or other special type structure will involve additional costs. Due to the smaller size and weight of
normal timber units, the construction of a timber bridge may be accomplished with the
equipment and personnel that many town and county highway departments have available.
The various criteria and procedures previously outlined in Section 2 and Section 3 should be
used to evaluate any site. If timber can meet the site criteria and is acceptable to the owner, it
should be considered as an option.
If the final decision is based on first costs, a superstructure cost savings of approximately 25%
over a concrete or steel structure can be expected. The use of a concrete substructure is
recommended. Only minor substructure cost savings should be expected between alternates
involving steel, concrete, or timber multibeam, single-span installations.
10-2
April, 2006
Timber
10.5
Superstructure Components
10.5.1
General
Timber can be used by itself or as a component of a bridge system. It can play a major or minor
role. The use of timber in the superstructure can range from a timber railing system to a
laminated arch with a timber deck design. Depending on span lengths and the allowable depths
for the superstructure, a variety of timber and timber composite systems can be employed.
10.5.2
Railing
Timber bridge railing is a viable option when a rustic aesthetic look is desired. It is particularly
recommended for use on all highways, except interstates, in the Adirondack and Catskill Parks.
10.5.3
Decking and Deck Bridges
Timber decking can employ four types of laminated construction:

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Nail-laminated plank decks

Nail-laminated deck panels with interconnecting transverse stiffener beams
Glue-laminated deck panels (doweled and undoweled)
Stress-laminated decks
Except for stress laminated decks, the lamination can be placed either transversely or
longitudinally depending upon the span and/or support configuration. Longitudinal deck panel
bridge spans are limited by the depth available for the section. Stress-laminated longitudinal
decks are efficient up to about a span of 12 m.
Nail- and glue-laminated deck panels can be placed on top of glue-laminated girders and steel
wide flange beams. These panels can also be placed on a stringer/floorbeam support system
for the deck of a wood, iron or steel truss.
10.5.4
Laminated Beam Sections
Glue-laminated rectangular shaped beams ranging in depths from 0.5 m to 1.8 m are capable of
spans approaching 25 m. Stress laminated parallel chord trusses, Ts'' and box sections can
span the same range with the advantage of shallower section depths (see Figure 10.1 thru
Figure 10.4 for typical stress-laminated sections).
April, 2006
10-3
Figure 10.1
Longitudinal Stress Laminated Deck
Figure 10.2
Parallel Chord Truss
10-4
April, 2006
Timber
Figure 10.3
'T' Section Bridge
Figure 10.4
Box Section Bridge
April, 2006
10-5
10.5.5
Special Types: Arches, Frames and Trusses
Large glue laminated units can be fabricated into numerous shapes. Through and deck arches,
rigid frames and deck trusses or covered bridge thru trusses are the most familiar types of large
timber designs. The fabrication of trusses or trestles can also be accomplished using small
commercial-sized lumber and steel bolt and plate connections.
10.5.6
Timber Decks with Steel Beams
When using any type of steel beam, especially weathering steel beams, it is important to protect
these members from extended periods of contact with moisture. Without adequate protection,
timber decking can act as a source of moisture.
To provide protection for bridges using timber decking with steel girders, the top flange of all
steel girders supporting a timber deck should be isolated from the timber decking. This can be
done by placing a strip of waterproof membrane material on the top and over the sides of the
top flange. Tar paper is less durable, but an acceptable alternative. It is also recommended that
the entire top flange of all girders be painted or galvanized.
In addition to isolating the top flange from the decking, it is also recommended that some type of
waterproof membrane be placed between any asphalt wearing surface and the timber deck.
This membrane should extend over the fascia sides for a short distance(~25 mm) below the
bottom of the deck. This membrane should also extend beyond the ends of the bridge into the
approach fills.
Details concerning the most appropriate type of membrane for these uses should be obtained
from the Materials Bureau.
10.6
Substructures
For the majority of cases, the use of a concrete substructure is encouraged. Since the vast
majority of timber structures will cross water, the soil interface zone will be subjected to
continuous cycles of wetting and drying and should be considered a hostile area for wood.
Timber sheeting and timber piles with lagging walls, either tied or untied, are the typical types of
timber substructure construction. Constructability, first cost and life-cycle costs are factors that
must be considered prior to selecting a type of substructure.
Timber piling can also be used, but the use of these piles in a zone of wetting and drying cycles
is undesirable. Areas likely to contain marine borers and other types of wood destroying fungi
should also be avoided. Wood pile bents can be protected to some degree by using protective
sleeves in the trouble area. Timber piling installed in an area where it has been constantly wet is
often found to be in good condition after many years of service. Prior to reusing existing timber
piles, a test pit should be dug to gain access to evaluate their condition.
10-6
April, 2006
Timber
10.7
Wearing Surfaces
Timber bridge deck installations that are to be used as a permanent deck system must be
protected from the abrasive wearing action of the traffic it carries. Traffic must also be provided
with a skid resistant roadway surface, and a transverse cross sloped surface for drainage. The
use of a wearing surface serves these important functions.
The type of wearing surface used will often depend on the class of roadway and the traffic
volume. The range varies from full-width asphalt pavements to single lane timber plank
longitudinal strips. The use of a full width asphalt wearing surface with a geotextile membrane
adjacent to the deck is recommended for the majority of cases. A minimum thickness of 50 mm
is recommended for the asphalt wearing course. A low-volume, single-lane bridge would be
considered as a possible candidate for the strip plank treatment.
10.8
Maintenance and Repairs
Maintenance of a timber bridge will require procedures that are unique to wood. With timber
structures, maintenance starts with the proper treatment of the wood. If possible, all fabrication
and installation details requiring drilling should be done prior to treating the wood with
preservatives. An in-place application of preservatives to problem areas should also be
continued throughout the life of the structure. Checks, splits and damaged areas should be
treated as soon as possible. Field drilled holes should be treated with preservatives before
installing bolts and other hardware.
Moisture is the chief enemy of wood. Design details that trap moisture on the bridge should be
avoided. Periodic washing will eliminate dirt and debris that hold moisture. A protective wearing
surface and the maintenance of this surface are important.
Deterioration caught early can be treated, controlled or eliminated. Splicing of members, in-field
drilling and treatment with preservatives, the installation of protective jackets or component
replacement are ways of dealing with problems. Delayed maintenance will only lead to further
deterioration and the need for early repairs or replacement.
10.9
Conclusions
Timber is a versatile, economical and adaptable material that provides an alternative solution for
a bridge repair and replacement program. It is an effective and economical answer for bridges
with spans of 25 m and less where vertical clearance is not a problem. Variations in timber
bridge designs can address, to some extent, vertical clearance limitations. Timber bridges can
be aesthetically pleasing and simple to construct. When properly maintained they can be
expected to last for 50 years or more.
April, 2006
10-7
Section 11
Substructures
11.1
Foundations
11.1.1
General
There are two basic types of substructure foundations, shallow and deep. Shallow foundations
typically utilize spread footings to transfer structure loads to the soil at a relatively shallow level
below the ground surface. Deep foundations utilize some type of driven pile, drilled shaft or
caisson to transfer the structure load to some lower stratum of soil or rock.
The choice of whether to use a shallow or deep foundation depends on soil conditions and the
potential for scour at the site. Foundation recommendations are made to the bridge designer in
the Foundation Design Report (FDR).
11.1.2
Spread Footings on Soil
Spread footings transfer the load directly from the bridge substructure to the subsurface. In the
case of abutments, the footings must withstand dead and live loads associated with the bridge,
horizontal and overturning forces from the retained earth, construction loads and any live load
surcharges that might occur.
Spread footings need to be designed to keep the bearing pressures and sliding forces within the
allowable soil parameters. At the same time, they must be designed structurally to resist
bending moments and shear forces.
Abutment and retaining wall spread footings that are founded on soil should be designed
according to Section 10 of the NYSDOT LRFD Bridge Design Specifications. Footing design
needs to be optimized to minimize toe and heel projections of the footing. Designers are
cautioned that some computer programs do not automatically produce an optimum or
economical footing design and, therefore, it is necessary to vary toe and heel projections until
an economical design is achieved.
11.1.3
Spread Footings on Rock
Rock lines should be shown on the plans only when the footings are on rock or when drilled
shafts or caissons are to be placed to rock. When rock lines are shown on the plans, they shall
be marked as Assumed Rock Surface. The elevations of the rock are not to be labeled.
When it is planned to place footings on or key footings into rock, the plans shall show the top of
footing elevation and the minimum depth of footing. This will enable adjustments to be made in
the depth of footing if the actual rock elevation differs from that assumed during design, while
keeping the top of the footing elevation constant.
January, 2008
11-1
Rock removal shall be avoided whenever possible in the construction of footings. Footings shall
not be detailed with keys or dowels into rock unless dictated by design requirements or other
special circumstances. This will be noted in the FDR.
When a footing must be keyed into rock, usually the entire footing is keyed into rock to simplify
construction.
When a footing is doweled into rock, the dowels shall be #29 reinforcing bars or larger and shall
be embedded into the footing as well as into the rock to a depth noted in the FDR. The designer
shall determine the required spacing between the rows of dowels, but in no case shall there be
greater than 900 mm between rows or less than two rows.
Doweling is generally preferred to keying except where the rock is shale or is scourable. The
recommendation of whether to key or dowel is contained in the FDR.
11.1.4
Pile Foundations
11.1.4.1 Pile Types

Pile foundations are used when it is necessary to carry the structure load through a zone of
weak or compressible material to firmer foundation material at a deeper level. Piles are also
used to found a structure below the depth of potential scour. End bearing piles develop their
load capacity through their tip by bearing on hard material. Friction piles develop their load
capacity by skin friction between the pile and soil over their length.
Most piles used by NYSDOT are either steel H-piles or C.I.P. concrete piles. Other types of
piles, such as prestressed concrete, timber, or micropiles, have also been used. Prestressed
concrete piles are typically used in marine environments. Micropiles are used in areas where
vibrations from pile driving are unacceptable, at pile installation locations where there is limited
headroom or obstructions are present, and for retrofitting existing substructures.
Most piles function as a combination of friction and end bearing. Steel H-piles are the better
choice where it is anticipated there will be hard driving conditions.
C.I.P. piles utilize a driven steel pipe that is later filled with concrete. Steel reinforcement shall
be placed in the top 13 of the pile or 3.0 m whichever is greater. C.I.P. piles are usually the
choice when friction capacity is important.
Steel H-piles and C.I.P. piles shall have their tips reinforced to protect them during driving.
See the Highway Design Manual, Chapter 9, for a more detailed discussion of Deep Foundation
Types.
11.1.4.2 Pile Spacing and Placement Details

Timber piles shall be spaced not less than 750 mm center-to-center. All other types of piles
shall be spaced a minimum of three pile diameters or three pile widths center-to-center.
Maximum pile spacing shall be 2.75 m.
11-2
January, 2008
Substructures
The minimum distance from the center of a pile to the nearest footing edge should be 450 mm.
The minimum distance from the edge of a pile to the nearest footing edge shall be 230 mm. The
minimum distance from the center of a pile to the nearest edge of the capbeam shall be
450 mm. The minimum distance from the edge of a pile to the nearest edge of the capbeam
shall be 300 mm.
The tops of C.I.P. piles shall be embedded 150 mm into the footing. The tops of all other piles
shall be embedded 300 mm into the footing. Additional embedment requirements apply to
integral abutments (see Section 11.6.1.6).
When a pier is composed of steel H-piles extending above the ground surface and embedded
directly into a concrete capbeam, the piles shall be embedded a minimum of 600 mm into the
capbeam. The same embedment applies to C.I.P. piles unless the pile reinforcement projects
into the cap. In this case, the embedment shall be 300 mm.
The front row of piles (at the toe) of all abutment and wall footings along with the outside rows of
piles of all pier footings shall be battered. Minimum batter is 6 on 1, however, analysis may
indicate that a greater batter is required. The maximum batter shall be 3 on 1. If a critical
clearance problem exists (e.g., underground utilities), it may be possible to place some piles
vertical that would ordinarily be battered. In this case, the Office of Structure's Foundations and
Construction Unit should be consulted. Horizontal forces must be resisted through a
combination of the horizontal component of a battered pile and the lateral resistance of the soil
to the pile. Lateral resistance of piles is specified in the Foundation Section of the latest
NYSDOT LRFD Bridge Design Specifications unless modified in the FDR.
11.1.4.3 Numbering and Tabulation of Piles

All piles used in a structure shall be numbered on the plans. The pile numbering shall begin with
the number one (1) and proceed continuously through all piles in that substructure unit. The pile
numbers shall restart with the number one (1) for each different substructure unit encountered.
In order to record the actual driven length, a table shall be placed on the plans for each different
substructure unit. The table shall include a column titled PILE NO. and a column titled
LENGTH BELOW CUT-OFF. The length below cut-off of each pile shall be filled in by the
E.I.C.
11.1.4.4 Pile Splices

Steel H-piles shall be spliced using complete penetration groove welds or mechanical splices.
Mechanical splices cannot be used on piles subject to uplift loads. The shells of C.I.P. piles
shall be spliced by welding. If stated in the FDR, C.I.P. piles may be spliced mechanically,
although mechanical splices still require a seal weld. Mechanical splices are not permitted on
C.I.P. piles in integral abutments because they may be subject to bending.
When steel bearing piles are specified and the estimated length exceeds 10 m, the designer's
estimate shall allow for one-third the total number of piles to be spliced. This is a contingency to
cover the situation where the actual length of driven pile exceeds the estimated length by more
than 1.5 m.
January, 2008
11-3
Details of pile splices and reinforced tips are shown on the current BD sheets. These details
shall be included in the contract plans.
11.1.5
Drilled Shafts
Drilled shafts are typically used as an alternative to piles. They are capable of carrying very
large loads. Drilled shafts are usually advanced with a steel casing, although a slurry solution is
sometimes used to keep the excavation open. The FDR may require that the shaft be socketed
a minimum distance into bedrock to develop the necessary skin friction to support the applied
loads. When the shaft is excavated, reinforcement is placed and the shaft is filled with concrete.
11.1.6
Pilasters
Pilasters are typically square concrete columns that are used when rock is located too near the
surface to drive piles. They are capable of handling very large loads. Pilasters are usually
constructed in an open excavation down to bedrock and may be socketed into bedrock a
minimum distance.
11.1.7
Design Footing Pressures and Pile Capacities
Notes that specify either the maximum foundation pressure for spread footings or the maximum
allowable pile load and ultimate pile capacity for pile foundations shall be shown on the contract
plans. The wording and format of these notes are given in the FDR. For spread footings on
rock, the actual design bearing pressure shown on the plans should be rounded to the nearest
50 kPa.
11.1.8
Footing Depth
The depth to which footings are carried below the ground surface is usually determined by three
factors: frost depth, scour action, and foundation type.
Frost heaves in soil can cause displacement of the footing and damage to the structure. Spread
footings founded on soil shall have their bottom of footing a minimum of 1.25 m below finished
ground to assure that the bottom of the footing is below the maximum frost penetration. Spread
footings on rock are not susceptible to frost heaves and, therefore, do not require the minimum
1.25 m depth. Spread footings on soil are not ordinarily used near water because of their
vulnerability to scour action. If they are used near water, however, their bottom of footing needs
to be well below any potential scour depth and special protective measures may be needed.
Although footings supported on piles or drilled shafts are not normally susceptible to frost
action, they are often subject to erosion or scour action. Footings on piles, drilled shafts, or
pilasters should be set at least 1.25 m below the (stream bed, river bed, lake bottom, etc.) or
finished slope. The top of the footing should be at least 300 mm below the finished ground
surface, therefore, thicker footings may require more than a 1.25 m depth.
11-4
January, 2008
Substructures
If a stone apron is to be used for bank protection, sufficient room must be left to place the stone
over the top of the footing.
11.1.9
Stepped Footings
Stepped footings introduce construction difficulties and, in the case of spread footings on soil,
an increased risk of differential settlement. They are, therefore, very seldom used. The use of
stepped footings may be warranted in some cases, such as a variable rock elevation or a long
wall where the required bottom of footing elevation changes considerably.
The most common reason for stepping footings is to accommodate spread footings on a sloping
rock surface. Stepped footings on rock shall have steps at least 2.5 m in length and at least a
600 mm change in height. Footing continuity is not required.
Stepping spread footings on soil or pile foundations should only be done under wingwalls and
retaining walls longer than 7.5 m. The minimum length of each step section should be 3.5 m
and the change in height of each step should be at least 600 mm. Footing continuity is preferred
for all steps up to 900 mm, but is not mandatory. Steps more than 900 mm will require a
construction or contraction joint to facilitate construction. Any joint introduced shall be continued
up through the stem or walls above.
Stepping of the leveling pad for a Mechanically Stabilized Earth System (M.S.E.S.) on
embankments is permitted. The minimum length of a step section is the width of one panel. The
minimum height of a step for this type of wall system is one half the panel height. The
manufacturer of the mechanically stabilized earth system shall set the final configuration of the
leveling pad as part of the panel layout.
Any proposed steps in footings should be included in the Preliminary Structure Plan and
approved by the Office of Technical Services Geotechnical Engineering Bureau.
11.1.10
Tremie Seals
A tremie seal is concrete placed under water through the use of a tremie placement tube. As the
concrete is placed, water is displaced and the tube is gradually raised keeping the outlet below
the level of the placed concrete. Tremie seals are usually used where piers need to be
constructed in fairly deep water and it is difficult to dewater the excavation. A sheet piling
cofferdam is usually placed to surround the excavation. Piles, if required, are driven inside the
cell with water still inside. The tremie seal is then placed to a level where its submerged weight
will exceed the hydrostatic pressure of the dewatered excavation. The water can then be
pumped out of the excavation and the footing constructed on top of the tremie seal in the dry.
The piles should be sufficiently long to project above the tremie seal and into the footing. Tremie
concrete uses Class G concrete which has a higher cement content and slump range than
Class A concrete.
In the design of a tremie seal, the designer must remember to use the buoyant weight of the
concrete in balancing the hydrostatic pressure. In calculation, the dry weight of the tremie seal
should be conservatively taken as 2,250 kg/m3. Tremie seals are normally designed to resist the
hydrostatic pressure at ordinary high water. The excavation should be designed to flood when
January, 2008
11-5
the water level exceeds ordinary high water to prevent unequal hydrostatic pressure from
floating out the tremie seal during construction. A minimum safety factor of 1.25 is
recommended in tremie design. See Section 4 of this manual for further information on
cofferdams and tremie seals.
11.1.11
Footing Thickness
The minimum footing thickness for spread footings shall be 600 mm. The minimum footing
thickness for pile supported footings shall be 650 mm for C.I.P. piles and 750 mm for steel Hpiles.
11.2
Forming Considerations
In heavily reinforced concrete structures, the labor and material costs for formwork often
average between 30% to 50% of the total in-place cost of the structure. Within that total
formwork cost, the labor cost to build and place the forms is generally two to three times the
formwork material cost. In other words, an efficient structure is one that not only conserves
cubic meters of concrete, but also reduces the labor involved in formwork. The shape should be
such that large flat forms and large placements may be employed.
Simplicity and repetition are the keys to achieving economy in forming. Configurations that lend
themselves to commercially built forming systems will generally be less expensive than those
requiring custom built forms. If special forms are required, the high initial cost of those forms
may be offset if those forms can be used several times.
Generally, in normal column construction the circular shape is the most economical to form
because commercially prefabricated forms are available in many standard diameters. These
forms are easy to set up, strip and require no form ties.
Battered forms are more expensive than vertical forms and should be avoided whenever
possible, especially on short wingwalls. If a thicker wall section is required at the base of a wall,
the designer should consider using the thicker section for the full height of the wall or to a
construction joint and stepping the thickness. If battered forms are used, the batter should
remain constant. Battering only one side is the least expensive battering system. Battering on
three or four sides always requires special forming and should only be considered when the
hydraulic flow characteristics require special pier geometry.
11.3
Substructure Joints
At locations where a waterstop is to be installed, the walls shall be laid out such that the rear
faces of the two adjoining walls are flush at the joint in order to accommodate the waterstop. All
joints required in conformance with this section shall be shown on the contract plans.
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January, 2008
Substructures
11.3.1
Contraction Joints
Contraction joints are defined as interruptions provided in the concrete placement to control the
location of cracks forming in the concrete due to shrinkage of the concrete during curing.
Reinforcement shall not extend through a contraction joint. All contraction joints shall be
provided with a shear key and a Type "D" PVC waterstop, except where leakage through the
joint is unlikely or where staining due to leakage would not be objectionable.
Vertical contraction joints are required at 9 m maximum spacing in all retaining walls and
wingwalls greater than 18 m long. In this case, contraction joints shall not extend through the
footing.
11.3.2
Construction Joints
Construction joints are defined as interruptions in the concrete placement provided to facilitate
construction. Vertical construction joints are sometimes detailed in abutment stems and
backwalls to control the location of cracks forming due to shrinkage of the concrete during
curing, thus performing a function similar to a contraction joint.
Reinforcement shall always extend through construction joints. All construction joints shall be
provided with shear keys, unless otherwise specified, and sealed with Type "D" PVC
waterstops, except where leakage through the joint is unlikely or where staining due to leakage
would not be objectionable.
Vertical construction joints are required in long abutment stems and backwalls. The
recommended maximum spacing for construction joints in abutments is 10 m. When an
abutment reaches 18 m in length construction joints should be considered. Placement of
construction joints should be midway between pedestals at a fairly uniform spacing.
Construction joints shall be placed between the abutment and flared wingwalls longer than 2 m.
Flared wingwalls less than 2 m long, shall not have a joint.
Construction joints should not extend through the footing. Special attention is required for
construction joints in stepped footings, see Section 11.1.9.
11.3.3
Expansion Joints
Expansion joints shall be defined as interruptions in the concrete placement provided to allow
for movements of the wall and footing due to thermal expansion.
Reinforcement shall never extend through an expansion joint. Expansion joints in walls shall be
provided with a shear key, a Type "E" PVC waterstop, and a layer of joint material separating
the concrete surfaces. The requirements for expansion joints in footings shall be the same
except that the waterstops will not be required.
The maximum interval for expansion joints shall be 27 m in all retaining walls and wingwalls.
When an abutment reaches 50 m in length expansion joints should be considered. Expansion
joints shall extend through the footing.
January, 2008
11-7
The footings on each side of an expansion joint shall be independently designed. For footings
on piles, the pile spacing and edge distance, including distance to the joint, shall meet all
current pile layout and design requirements.
11.4
Concrete for Substructures
Class HP concrete was developed to provide increased durability by limiting the absorption of
salt-laden water into the concrete. Therefore, any substructure that might be exposed to
chlorides through splashing, runoff, or leaking through joints, should be designated as Class HP
concrete on the plans. Class A concrete should be limited to placements that will not be
exposed to chlorides. Also, it is inefficient to use Class A concrete for small placements when
Class HP concrete is the concrete primarily used on the job. If only a small amount of concrete
might be designated Class A, then make all of the concrete Class HP.
11.5
Retaining Walls
A retaining wall is a structure that provides lateral support for a mass of soil. A properly
designed retaining wall ensures the structure will not fail by overturning, sliding, excessive
settlement, excessive bearing pressures or pile capacities and the structure itself possesses
adequate strength to resist the applied earth and live loadings and surcharges.
A retaining wall adjacent or abutting a bridge abutment is commonly referred to in bridge plans
as a wingwall. The Highway Design Manual (Chapter 9) refers to cantilever walls supporting a
highway embankment as a retaining wall.
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January, 2008
Substructures
11.5.1
Retaining Wall Types
Fig. 11.1
Typical Retaining Wall Types
January, 2008
11-9
11.5.1.1 Cantilevered Retaining Wall

Cantilevered retaining walls consist of a spread or pile supported footing that supports a
relatively thin concrete stem that is structurally reinforced vertically along the back face. This is
the most commonly used type of retaining wall for new bridges in NYSDOT. Cantilevered
retaining walls remain stable due to their own weight and the weight of the soil located over the
heel of the footing. The efficient height range of walls of this type is 2 m9 m.
11.5.1.2 Counterfort Retaining Wall

Counterfort retaining walls consist of a relatively thin vertical concrete face wall supported at
intervals on the earth side by vertical walls (counterforts) that are perpendicular to the face wall.
Both the face wall and the counterforts are connected to a footing slab that can be either spread
or pile supported. The base is backfilled with soil between the counterforts. The vertical face
wall is structurally reinforced horizontally to span between the counterforts. The counterforts are
structurally reinforced to resist the tensile forces along their back. This type of wall is only used
where economically justified, such as when the height of the wall is in excess of 10 m, since
forming is relatively expensive. The efficient height range of walls of this type is 9 m18 m.
11.5.1.3 Buttressed Retaining Wall

This is very similar to a counterfort retaining wall, except the counterforts are placed on the
exposed front face of the wall due to limited construction access to the rear of the wall.
11.5.1.4 Crib Wall

Crib walls consist of individual structural units that are assembled at the site into a series of
hollow cells called a crib. The cribs are backfilled with soil and/or rock and their stability
depends on both the weight and the strength of the fill material to hold the units together. The
structural units are usually constructed of precast reinforced concrete, although units with
fabricated metal members and units with timber members have been used. Care should be
taken to select the best structural unit type for the site conditions and desired service life. Crib
walls are relatively inexpensive. For guidance in selecting the proper type of crib wall, see
Highway Standard Sheets 632-1,-2,-3.
11.5.1.5 Gabions
A gabion is a special type of gravity wall. Gabions use wire-mesh baskets as the crib and are
filled with rocks to provide the necessary weight and stability. The wire mesh can be vinyl
coated or galvanized. These units are usually stacked on top of each other to create the
retaining wall. Gabions are susceptible to damage from debris or ice flows in high water
conditions and to corrosion of the wire mesh. The efficient height range of walls of this type is
2 m8 m.
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January, 2008
Substructures
11.5.1.6 Gravity Retaining Wall

Gravity retaining walls are large masses of concrete or masonry that have nominal to no
structural reinforcement in the back face of the stem. This type of retaining wall depends on its
own large self weight to provide the lateral support and resist overturning forces. A large plan
area at the base provides bearing on the soil or it may be pile supported. This type of retaining
wall is usually no longer used for new bridges by NYSDOT.
11.5.1.7 Semigravity Retaining Wall

A semigravity retaining wall resembles a gravity retaining wall except the stem is somewhat
thinner and vertical structural reinforcement is provided in the back face of the stem. The
foundation uses either spread or pile supported footings. This type of retaining wall is no longer
used for new bridges by NYSDOT.
11.5.1.8 Mechanically Stabilized Earth System (M.S.E.S.) Retaining Walls

Mechanically Stabilized Earth System (M.S.E.S.) retaining walls consist of interlocking concrete
shapes that create a wall face. Each of the concrete shapes has a soil anchoring system that
mechanically reinforces the retained embankment and uses the weight of the fill as the
stabilizing force to hold the panels in place. The efficient height range of walls of this type is
3 m-20 m.
Geosynthetic Reinforced Earth Structure (G.R.E.S.) are similar to M.S.E.S walls, in that layers
of geotextile membrane are covered with soil. In place of the interlocking concrete shapes in
M.S.E.S. walls, the exposed face of the embankment is formed by folding the lower layer of
reinforcing geo-grid over the top of the layer of fill that covers it. Subsequent layers of geo-grid
and soil are placed and compacted until the desired height of the embankment is reached. The
efficient height range of walls of this type is 2 m-11 m. See Section 11.6.1.4 for more
information on M.S.E.S. systems.
Prefabricated Modular Block Facing Reinforced Earth Structures are a combination of MSES
and GRES In this case, layers of geotextile membrane are covered with soil and anchored
between prefabricated modular blocks that make up the exposed face of the embankment.
Subsequent layers of block and reinforcing geo-grid are placed and compacted until the desired
height of the embankment is reached. The efficient height range of walls of this type is
2 m-11 m.
11.5.1.9 Cantilevered Sheet Pile Retaining Wall

Cantilevered sheet pile walls consist of a series of interlocking structural shapes that are set into
the ground to a sufficient depth to mobilize enough passive earth pressure to withstand the
active pressure from the retained soil. The structural shapes are most commonly made of steel
and driven into the ground. Concrete shapes have also been used and jetted in place.
Cantilevered sheet pile retaining walls are commonly used by NYSDOT for both temporary and
permanent conditions. The efficient height range of walls of this type is 2 m-5 m.
January, 2008
11-11
11.5.1.10 Tied Back Sheet Pile Retaining Wall

Tied back sheet pile walls consist of a series of interlocking structural steel shapes that are
driven into the ground to a sufficient depth so as to mobilize enough passive earth pressure to
withstand the active pressure from the retained soil at the bottom, and utilize a tie-back or
anchored bulkhead system to support the top of the sheet piling. This type of retaining wall is
commonly used by NYSDOT for both temporary and permanent conditions. The efficient height
range of walls of this type is 5 m - 20 m.
11.5.1.11 Soldier Pile and Lagging Retaining Wall

This retaining wall consists of two main structural parts, the piles and the lagging. The piles are
driven into the ground or set into augured holes at regular spacings and to a sufficient depth so
as to mobilize enough passive earth pressure to withstand the lateral load from the retained fill.
That lateral backfill load is transferred to the piles through the lagging which spans horizontally
between the piles and behaves like a simple beam between two supports. The piles are
commonly steel H-piles and the lagging could be heavy wood timbers or precast concrete
panels. This type of retaining wall is commonly used by NYSDOT for both temporary and
permanent conditions. The efficient height range of walls of this type is 2 m - 5 m.
11.5.1.12 Tied Back Soldier Pile and Lagging Retaining Wall

Similar to a normal soldier pile and lagging wall with the addition of a tie back system. The piles
are driven into the ground or set into augured holes at regular spacings and to a sufficient depth
so as to mobilize enough passive earth pressure to withstand the lateral load from the retained
fill at the base of the excavation. The tie back system supports the top of the retaining wall. This
type of retaining wall is commonly used by NYSDOT for both temporary and permanent
conditions. The efficient height range of walls of this type is 5 m - 20 m.
11.5.2
Proportioning of Cantilevered Retaining Walls
Since the cantilevered retaining wall is by far the most common type of retaining wall used, it is
important to achieve as much efficiency in its design as possible. In general, the width (B) of the
footing should range from 0.40 to 0.60 times the height (H) of the wall above the top of the
footing. The B/H ratio is closer to 0.40 when the bearing soil is firm or when the footing is on
piles. The B/H ratio increases as the quality of the bearing soil and coefficient of friction
decreases, and the slope of the fill and any other surcharge behind the wall increases. The
distance from the centerline of the wall stem to the front edge of the footing (D) should be
approximately 0.30 to 0.50 times the width of the footing. The footing thickness (T) is generally
between 0.10 and 0.15 times the height of the stem but should always meet the minimum
footing thickness requirement for the type of foundation selected. The stem thickness (t) should
be at least 0.10 times the height for an economically reinforced section.
11-12
January, 2008
Substructures
Fig. 11.2
Suggested Proportions of Retaining Wall
Further information on retaining wall design is found in Chapter 9 of the Highway Design
Manual.
11.5.3
Wingwall Type and Considerations
Wingwalls are simply retaining walls placed adjacent to the abutment stem to retain the fill
behind the abutments. The orientation of the wall in relation to the centerline of bearings or
centerline of the roadway determines the wingwall type.
When the wingwalls are parallel to the roadway, they are called U-wingwalls. U-wingwalls are
used primarily in fill situations where there are obstructions or limited right of way on either side
of the roadway to build a wide embankment. The length of the U-wingwall is determined by
equating the point where the embankment slope meets the shoulder break elevation from the
roadway. The intersection shall occur at the inside corner of the top of the wingwall. The
elevation of the end of the U-wingwall shall be at this intersection and stated on the plans.
When the wingwalls are parallel to the centerline of bearings, they are called in-line wingwalls.
These wingwalls are used when the abutment is relatively short and there are no obstructions or
right of way limitations on either side of the highway. The end of an in-line wingwall is located
where the slope from the shoulder break meets the underbridge embankment slope. The
intersection shall occur at the rear corner of the wingwall. The elevation of the top of the
wingwall shall be 200 mm higher than this intersection and stated on the plans.
January, 2008
11-13
When the wingwalls are turned back toward the retained fill but not parallel to the roadway, they
are called flared wingwalls. These wingwalls are used when the abutment fill would spill out
too far for in-line wingwalls, but there are not enough restrictions to justify U-wingwalls. The end
of a flared wingwall is located where the shoulder break from the roadway meets the
underbridge embankment slope. The intersection shall occur at the rear corner of the wingwall.
The elevation of the top of the wingwall shall be 200 mm higher than this intersection and stated
on the plans.
Curved wingwalls should be avoided whenever possible. If it is absolutely necessary to
provide a curved wingwall, it is best to place a widened footing on a chord and only curve the
top portion of the wall. Curved wingwalls should never be battered since the forming is
extremely difficult.
Wingwall foundations shall match the abutment foundation requirements (e.g., a pile supported
abutment will always have pile supported wingwalls) except for integral abutments.
11.6
Abutments
Abutments serve two principal functions. They vertically support the bridge superstructure and
horizontally support the retained earth of the roadway approach immediately adjacent to the
bridge. Therefore, a bridge abutment combines the functions of a pier and a retaining wall.
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January, 2008
Substructures
11.6.1
Abutment Types and Considerations
Figure 11.3
Typical Abutment Types
(a) Cantilevered (b) Isolated Pedestal Stub (c) Spill Through (d) Gravity
January, 2008
11-15
11.6.1.1 Cantilevered Abutment

Cantilevered abutments consist of a central stem supporting the bridge seat and pedestals. A
backwall on top of the stem and wingwalls on either side of the stem retains the fill. The stem
and wingwalls rest upon a continuous footing that can be either soil or pile supported.
The structural reinforcing steel in a cantilevered abutment is designed to withstand the
overturning forces that cause tension in the back of the stem and backwall. Also, design footing
reinforcement is required and depends on the type of foundation selected. The large thickness
of the abutment stem and backwall prevent horizontal bending from being a major concern in
their design.
Cantilevered abutments have no limit on the skew angle, however, bridges with less skew
perform significantly better than highly skewed bridges.
The superstructure length used with cantilevered abutments is not limited. The abutment shall
be designed to support the applied superstructure loads. The thermal expansion of the
superstructure shall be accounted for by the use of an expansion joint or appropriate jointless
detail.
There are three different forms of the cantilevered abutment. When the abutment is placed so
that the abutment has as little reveal above the ground surface as allowed, it is called a stub
cantilevered abutment. When the abutment has the largest possible reveal with respect to the
clearances required for the feature crossed, it is called a cantilevered high abutment. An
abutment that falls in between these two extremes is called a cantilevered semi-high abutment.
11.6.1.2 Isolated Pedestal Stub Abutment

Isolated pedestal stub abutments have tall pedestals that rest directly on the footing and have
no bridge seat. They have a backwall between the pedestals and wingwalls on each side to
retain the fill. The footing may be either soil or pile supported.
The structural reinforcing steel in a stub abutment is designed to withstand forces that cause
tension in the front of the backwall as it spans between the tall pedestals, and to withstand the
forces that cause tension in the back of the backwall as it cantilevers above the footing. Also,
design footing reinforcement is required and depends on the type of foundation selected.
Isolated pedestal stub abutments are no longer used for new structures by NYSDOT, however,
existing isolated pedestal stub abutments may be encountered on bridge rehabilitation projects.
11.6.1.3 Spill Through Abutment

The spill through, or open, abutment consists of two or more vertical columns carrying a beam
that supports the bridge seat and pedestals. The fill extends on its natural slope from the bottom
of the beam through the openings in the columns. In an extreme form, the spill through
abutment is no more than a row of alternating vertical and battered piles driven through the fill
and supporting a bridge seat and pedestals. The stem is usually provided with small wingwalls
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January, 2008
Substructures
to keep the bridge seat free of soil. Although no longer commonly used, spill through abutments
may be encountered on rehabilitation projects.
11.6.1.4 Mechanically Stabilized Earth Systems (M.S.E.S.) Abutments

M.S.E.S. wall abutments consist of a mechanically stabilized earth wall embankment supporting
a short or stub abutment on top of the retained soil. Further information on M.S.E.S systems is
contained in Section 11.5.1.8. Concerns about the response of this system to a seismic event
have been satisfied by additional experience and AASHTO design specifications. Designers
should consider the use of this system where site conditions are appropriate.
Guidelines for Use:
This type of abutment system is most efficient when the height of the wall supporting the bridge
abutment is 4.6 m or greater. When the use of this system includes wingwalls and/or retaining
walls the average height of the entire system should be 3.0 m or greater.
C
C
C
C
The project site should be predominately a fill area. If extensive excavation is required,
this type of system would be inappropriate.
Utilities of any nature shall not be placed within or underneath the reinforced zone.
If the project site involves a railroad, the railroad must approve the use of this type of
system. A copy of the railroads acceptance letter of this type of construction should
accompany the Structure Justification Report submitted to the Office of Structures.
In waterway areas where the anticipated depth of scour falls below the concrete leveling
pad, the use of this type system within the affected waterway area will not be approved.
If the concrete leveling pad is founded on sound rock or the M.S.E.S can be located a
substantial distance from the affected area of scour, the use of this system could be
considered.
Additional guidance for the use of M.S.E.S. can be found in Article 11.10 of the
NYSDOT LRFD Bridge Design Specifications.
Design Guidelines:
In addition to design requirements outlined in Article 11.10 of the NYSDOT LRFD Bridge Design
Specifications, the following criteria have been adopted by NYSDOT.
C
C
C
C
As a preliminary starting point for determining the span length, the centerline of bearings
should be assumed as 2.3 m behind the front face of the M.S.E.S.
A minimum distance of 0.6 m shall be provided between the back of the M.S.E.S. panels
and the front face of the abutment footing.
The top of the M.S.E.S. panel in front of the abutment footing shall be set 0.3 m above
the berm elevation.
A minimum vertical clearance of 1.2 m shall be provided between the bottom of the
superstructure and the berm in front of the abutment footing.
January, 2008
11-17
Review and Approval:

The M.S.E.S. should be considered as an option for all bridge substructures and developed as
a part of the Structure Study Plan. Use of this system should be compared with other abutment
types to determine which option best meets project objectives, i.e., structure cost, functionality,
construction time, aesthetics and other project specific parameters. The selected option shall
then be progressed in the Structure Justification Report through the normal review and approval
procedure as described in Section 3.
11.6.1.5 Gravity Abutments

Gravity abutments are large masses of concrete or masonry that have nominal to no design
steel in the back face of the stem. This type of abutment uses its own large self weight to
provide lateral support and resist overturning forces. A large plan area at the base provides
bearing on the soil. This type of abutment is no longer usually used for new bridges by
NYSDOT, but they may be encountered on rehabilitation projects.
11.6.1.6 Integral Abutments

In an integral abutment structure, a rigid connection is made between the primary support
members of the superstructure and a pile supported substructure by encapsulating the support
members into the abutment concrete. Unlike cantilevered abutments, integral abutments do not
require a joint in the bridge deck or conventional bearings. An integral abutment does not have
a footing, as the abutment is supported on a single row of piles extending out of the abutment
stem. The piles are allowed to rotate and horizontally deflect as the abutment stem moves due
to thermal expansion of the superstructure.
Integral abutment bridges offer many advantages over conventional cantilevered abutments.
Joints at bridge abutments are prone to leak, allowing water containing road salts to drain onto
the underlying superstructure beams, bearings, abutment backwalls and bridge seats. By doing
away with these joints, future maintenance associated with joint leakage is eliminated, thereby
greatly reducing the life cycle cost of the structure. Integral abutments also cost less to
construct. Having no footing, no bearings, fewer piles, and relatively simple concrete forming
requirements makes integral abutments a cost effective alternative to conventional abutments.
Another advantage of integral abutments is that they can be constructed in a much shorter time
as compared to conventional abutments.
Integral abutments should always be considered as the first choice of abutment because of their
lower construction cost and superior long-term performance.
Details of integral abutments for each type of superstructure can be found in the current BD
sheets.
Design Methodology
There are two design methods for integral abutments: the approximate method and the
refined method.
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January, 2008
Substructures
In the approximate design method, the superstructure support members are assumed to be
simply supported at the abutment end for design purposes. For the design of the piles, the
vertical reaction from the superstructure and the dead load of the abutment is assumed to be
uniformly distributed to each pile. Also, bending stresses in the piles are ignored.
Horizontal reinforcement in the abutment stem of steel superstructure bridges is designed by
considering the stem to be continuous between piles. The horizontal reinforcement in the front
face of the stem is designed to withstand the positive moments between the beams due to full
passive soil pressure. The horizontal reinforcement in the rear face is designed to withstand the
negative moments at the beams caused by full passive soil pressure. Horizontal reinforcement
in the abutment stem for prestressed concrete adjacent box beam superstructure bridges is
usually nominal steel based on the prestressed beams fully supporting the abutment stem along
its entire horizontal length. Vertical steel in the abutment stem is usually controlled by shear
considerations. If the ratio of the abutment stem depth to spacing between the pile supports is
1:1 or greater, then deep beam considerations should be included in the design.
In order to use the approximate design method for integral abutments, each of the following
criteria must be met:
The expansion length used to calculate the movement at an integral abutment shall be
less than 50 m. (The expansion length of an integral abutment structure shall be
measured as half the distance between abutments for both single span structures, and
continuous structures with expansion piers.)
The skew shall not be more than 45.
The reveal or dimension from the bottom of girder to the top of stone fill or finished
grade shall not be more than 1.2 m.
For curved steel girder bridges, the horizontal geometry must be such that the NYSDOT
LRFD Bridge Design Specifications, Section 4.6.1.2, allows the girders to be designed
as straight girders.
If any one of the above criteria is not met, then the refined design method must be used. Before
using the refined method to design an integral abutment, the designer must obtain the approval
of the Deputy Chief Engineer (Structures). This should be done with submittal of the Structure
Study Package for a Technical Quality Review (see Appendix 3D).
In the refined design method, the effects due to skew, curvature, thermal expansion of the
superstructure, reveal, and grade are considered. It may be necessary to analyze the
superstructure and abutment as a rigid frame system by using either a three dimensional finite
element model or a two dimensional frame model. Piles are designed for both vertical loads and
for bending. The interaction between the piles and the surrounding soil is considered. For
abutments with a large reveal, it may not be possible to design the horizontal reinforcement in
the front and rear face of the abutment stem for full passive pressure. The soil pressure
resulting from the actual superstructure thermal movement may have to be used. For additional
guidance on designing integral abutments using the refined method contact the Office of
Structures.
January, 2008
11-19
Approach Treatments
Integral abutment bridges with:
C
A length 30 m or less requires no provision for expansion at the ends of approach slabs
unless the highway pavement is rigid concrete.
A length more than 30 m shall provide for expansion at the end of each approach slab.
The span arrangement and interior bearing selection should be such that approximately
equal movement will occur at each abutment.
Pile Requirements
Integral abutments have special foundation requirements. All integral abutments shall be
supported on a single row of piles. C.I.P. or steel H-piles may be used for structures with
lengths of 50 m or less. Only steel H-piles shall be used for structures with lengths more than
50 m. When steel H-piles are used, the web of the piles shall be perpendicular to the centerline
of the beams regardless of the skew, so that bending takes place about the weak axis of the
pile. Orienting the piling for weak-axis bending offers the least resistance to thermal movement
but increases the potential for flange buckling. For total bridge length of 75 m or greater, the
designer shall investigate orienting the piles for strong-axis bending when the total lateral
displacement causes buckling of the pile flanges.
The Office of Structure's Foundation and Construction Unit, in coordination with the Office of
Technical Service's Geotechnical Engineering Bureau, will select a pile type for integral
abutments on a case by case basis. If C.I.P. piles are used, pile casing requirements will be
provided in the Foundation Design Report.
To accommodate expansion for bridge lengths of 30 m or more, each pile shall be inserted in a
pre-excavated hole that extends 2.5 m below the bottom of the abutment. After driving the piles,
the pre-excavated holes shall be filled with cushion sand. The cost of excavation, steel casings,
and cushion sand shall be included in the unit price bid for the pile item. For bridges less than
30 m, no special pre-excavation provisions are required for expansion purposes.
All piles placed in pre-excavated holes shall be driven to a minimum penetration of 6 m. This will
provide for scour protection and assure sufficient lateral support for the pile, particularly when
the top 2.5 m is excavated and backfilled with sand. If no pre-excavating for the piles is
required, penetrations as low as 3 m can be used.
A pile bent configuration is to be used for the integral abutment detail. For steel and spread
concrete girder bridges, a minimum of one pile per girder shall be used.
Wingwalls
Unlike other abutments, the wingwalls for integral abutments have special requirements. In-line
wingwalls cantilevered from the abutment are the preferred arrangement. Flared walls
cantilevered from the abutment may be considered by the designer on a case by case basis.
The use of flared wingwalls should generally only be considered at stream crossings where the
alignment and velocity of the stream would make in-line walls subject to scour. Piles shall never
be placed under flared wingwalls that are integral with the abutment stem. Generally, the
11-20
January, 2008
Substructures
controlling design parameter is the horizontal bending in the wingwall at the fascia stringer
caused by the large passive pressure behind the wingwalls. In-line or flared wingwalls
connected to the abutment stem with lengths in excess of 4 m should be avoided.
Because of high bending moments due to passive soil pressure, it may be necessary to support
long wingwalls (4 m measured along the wall) on their own foundation, which is independent of
the integral abutment system. In this case, a flexible joint must be provided between the
wingwalls and the backwall. The joint between the abutment and the wingwalls shall be parallel
to the centerline of the roadway to accommodate the longitudinal movement of the bridge. A
joint that is not parallel to the direction of movement will likely lead to binding between the
abutment stem and wingwall. Separate wingwalls may be designed as conventional walls with a
footing or a stem with a single row of alternately battered piles. The choice will be governed by
the site and loading conditions, but walls using a single row of piles should generally be limited
to a height of 4 m.
U-wingwalls cantilevered from the abutment stem shall be allowed only if in-line or flared walls
cannot be used because of right-of-way or wetlands encroachment. The U-wingwalls shall not
measure more than 2 m from the rear face of the abutment stem. No piles shall be placed under
the U-wingwalls. This would inhibit the abutment's ability to translate and would cause internal
stresses. The distance between the approach slab and the rear face of the U-wingwall should
preferably be a minimum of 1.8 m. If the approach slab must extend to the U-wingwall, it shall
be separated from the U-wingwall by a 50 mm joint filled with at least two sheets of Premoulded
Resilient Joint Filler, Material Subsection 705-07.
Utilities
Rigid utility conduits, such as gas, water and sewer, are discouraged for use with integral
abutments. If they are used, expansion joints in the conduits must be provided at each
abutment. Sleeves through the abutment should provide at least 50 mm clearance all around
the conduit. Flexible conduits for electrical or telephone utilities that are properly equipped with
an expansion sleeve through the integral abutment are acceptable.
Stage Construction
When stage construction is used with integral abutments, the use of a closure placement
between stages in the abutments shall be considered. The use of a closure placement can
reduce the mismatch of the top of slab between stages caused by deflection from the
superstructure. A closure placement in the abutment stem shall be required when the dead load
deflection from the deck slab placement is calculated to be 75 mm or greater.
11.6.1.7 Semi-Integral Abutments

Description and Design Methodology
Semi-integral abutments use conventionally designed abutments where superstructure girders
are supported by bearings and pedestals on a bridge seat. The girders extend over the bridge
seat and are embedded in a backwall that hangs behind, but is not connected to, the abutment
stem.
January, 2008
11-21
Full integral abutments have been used successfully by NYSDOT since the late 1970s. Their
performance in terms of durability and first cost has been clearly superior to conventional
abutments. This has mainly been due to the elimination of the deck expansion joint and the
simple concrete forming required. Unfortunately, site condition criteria sometimes prevent their
use. This is usually caused by rock being too close to the ground surface preventing the driving
of piles or the necessity of using high abutments because of geometric constraints.
When site conditions have prevented the use of integral abutments, jointless decks at
abutments have often been used. Jointless decks at abutments are conventionally designed but
the deck slab extends and slides over the backwall. While jointless decks at abutments have
performed better than conventional abutments with deck joints, there have been some problems
with transverse deck cracking near the abutment backwall. Jointless decks at abutments are
also limited to a maximum expansion length of 60 m. Semi-integral abutments should be
considered for use where site conditions prevent the construction of full integral abutments.
Semi-integral abutments are designed as conventional abutments with the following exceptions:
C
C
C
C
C
Backwalls must be designed for full passive soil pressure.

Wingwalls must be independent from the backwall to allow movement. Clearance details
are shown on the applicable BD sheets.
Adequate clearance to handle expected movements must be provided between the
suspended backwall and the abutment stem.
Provision for expansion at the ends of approach slabs should be provided in accordance
with the details on the applicable BD sheet.
The top reinforcement in the decks slab at the end of the span should be designed for
the negative moment produced from the reaction of half the approach slab dead load
and a live load reaction placed on the backwall. The dead load of the backwall should
not be included because the backwall is constructed in a separate placement before the
deck and will not contribute to tensile stress in the deck slab.
Stage Construction
When stage construction is used with semi-integral abutments, the use of a closure placement
between stages in the backwall shall be considered. The use of a closure placement can reduce
the mismatch of the top of slab between stages caused by deflection from the superstructure. A
closure placement in the backwall shall be required when dead load deflection from the deck
slab placement is calculated to be 75 mm or greater.
Selection Criteria and Details
C
C
C
C
C
C
C
11-22
Maximum skew = 30.

Maximum expansion length = 70 m (distance to nearest fixed bearing).
No restriction on abutment height.
No restriction on maximum grade.
No restriction on footing type (spread or pile foundation).
Utility restrictions are the same as integral abutments. See Section 11.6.1.6 of the
Bridge Manual.
Single-span bridges should have one of the abutment bearings fixed. Multiple-span,
continuous bridges can have both abutments with expansion bearings as long as there
is a fixed bearing at a pier.
January, 2008
Substructures
C
C
C
C
11.6.2
Curved girder structures are allowed if the curved girders are designed as straight as
provided in NYSDOT LRFD Bridge Design Specifications, Section 4.6.1.2.
Backfill procedures are the same as for Integral Abutments.
The hanging backwall may have its bottom surface cast on the ground or formed at the
option of the Contractor.
Polyethylene curing covers need not be placed under the hanging backwall.
Abutment and Wall Details
11.6.2.1 Stem Thickness

The stem thickness of cantilevered high abutments is almost always governed by the size of the
bridge seat required for clearance between the superstructure and the backwall, the bearings
and the backwall, and seismic criteria. For bridges with a pier, seismic criteria may dictate the
support length at the ends of beams. The minimum support length (N) in the longitudinal
direction should be measured perpendicular to the centerline of bearing. The minimum support
length (N) in the transverse direction should be measured perpendicular to the centerline of the
beam. The minimum support length shall meet the requirements of NYSDOT LRFD Bridge
Design Specifications 4.7.4.4. The minimum bridge seat width is 900 mm for steel, bulb tee
and AASHTO I-beam superstructures and 600 mm for adjacent concrete beam superstructures.
Figure 11.4
Bridge Seat Width
The stem thickness of steel superstructure integral abutments is 900 mm using adjacent beams
and the stem thickness of prestressed concrete superstructure integral abutments is 1125 mm.
The centerline of the piles and the centerline of bearings of the beams shall always line up.
January, 2008
11-23
11.6.2.2 Pedestal Dimensions

The minimum height of the shortest pedestal is 150 mm when used with elastomeric bearings. If
multi-rotational bearings are used, then the minimum height shall be 200 mm. The extra 50 mm
is added for tolerance to allow the use of a taller multi-rotational bearing than the one used in
the design and still provide a minimum pedestal height of 150 mm. If the difference in height
between fascia pedestals is more than 150 mm, then a sloping bridge seat should be used with
both fascia pedestals being set at the minimum height. Pedestals more than 450 mm high
should usually be avoided for aesthetic reasons. Pedestals greater than this height should be
investigated for their strength acting as a column.
The minimum distance from the center of the bearing anchor bolt to any exposed vertical face of
the pedestal shall be 200 mm. In addition, the minimum distance from the edge of the masonry
plate to any vertical face of the pedestal shall be 75 mm unless otherwise accounted for in the
design. Masonry plate corners may be cropped to satisfy this requirement. The front face of all
pedestals shall be flush with the front face of the abutment.
11.6.2.3 Drainage
The fill material behind all walls shall be effectively drained and weepholes shall be placed at a
maximum spacing of 8 m. In counterfort walls, there shall be at least one weephole for each
pocket formed by the counterforts. Weepholes shall be located so that their invert is 150 mm
above finished grade or low water in the case of stream bridges. Integral abutments generally
do not require weepholes because of their minimal exposed height above finished ground.
11.7
Bridge Piers
For the purposes of this section, the term pier is defined as an intermediate support for a
bridge superstructure, between the abutments, extending from below the ground surface to the
bottom of the superstructure.
Piers may be required because of long spans, beam depth restrictions, or both. The pier may be
a support point along a continuous superstructure, or it may be at the end of one simple span
and the beginning of another. In either case, the pier must be designed to safely handle the
dead, live, seismic and other loads introduced from the superstructure while at the same time
handling any loads acting on the pier from flood water, ice flow, wind, and vehicular or ship
impact. Suggested proportions of bridge piers can be found in Section 23.
11-24
January, 2008
Substructures
11.7.1
Pier Types
Fig. 11.5
Typical Pier Types
(a) Solid (b) Hammerhead (c) Multi-column (d) Pile Bent
11.7.1.1 Solid Pier

Solid piers consist of a solid mass of reinforced concrete, without overhangs, that is usually
rectangular in plan. Solid piers are used primarily for river or stream crossings, low-clearance
bridges, bridges over divided highways with narrow medians, and where short columns on wide
bridges would have high stress due to shrinkage. Solid piers can also be used to meet crash
protection requirements adjacent to railroads. This type of pier is currently used by NYSDOT for
new bridges.
11.7.1.2 Hammerhead Pier

With increasing pier height and narrow superstructures, the hammerhead pier becomes more
economical by reducing the required amounts of material and forming. Hammerhead piers
consist of a single large column with a capbeam overhanging on either side. Both the column
and cantilevered ends of the capbeam support the superstructure beams. When located in a
waterway, pier protection may be required. The overhangs of hammerhead piers may need to
be investigated for the bracket and corbel effect as described in Section 15.10. This type of pier
is currently used by NYSDOT for new bridges.
January, 2008
11-25
11.7.1.3 Multi-Column Pier

When piers need to be tall and wide, a multiple-column pier is usually the best choice. This pier
type consists of two or more columns that can be either rectangular or circular. The columns are
usually connected by a capbeam that supports the superstructure at points between the
columns. For some highly skewed bridges with large beam spacing, it may be necessary to
place individual columns under each bearing and to connect the top of the columns with a
simple tie strut. When there are only two columns with overhangs, this pier is called a (pi) pier.
The overhangs may need to be investigated for bracket and corbel effects as described in
Section 15.10. These types of piers are currently used in NYSDOT for new bridges.
A feature of most multi-column piers is the presence of the capbeam. This capbeam is subject
to many design considerations that are not applicable to any other type of pier. The width of the
capbeam is governed by the necessary width to support the bridge bearings with sufficient
cover for the anchor bolts and the required support length for the beams. When the simply
supported end of a beam rests on a pier, seismic criteria dictates the support length required.
Support length (N) in the longitudinal direction should be measured perpendicular to the
centerline of bearings. Support length (N) in the transverse direction should be measured
perpendicular to the centerline of the beam. See Section 11.6.2.1. Round columns require that
the capbeam be at least 50 mm wider than the columns on all sides.
For seismic response reasons, high concrete columns (slenderness > 60) in multi-column piers
shall have reinforced concrete struts between the columns in the middle half of the column
height.
11.7.1.4 Pile Bents

Pile bents are the simplest and least expensive piers to construct. This pier consists of driven
piles with a concrete cap beam cast over the top of the piles to support the superstructure. This
type of pier is inexpensive because there are no footings or columns to form or cast. Pile bents
are not frequently used by NYSDOT due to concerns about aesthetics, corrosion of the exposed
steel piles or steel pile casings, and the closely spaced piles trapping debris during a flood and
reducing the available hydraulic opening.
11.7.2
Pier Protection
Bridges in navigable waterways that are subjected to heavy commercial traffic may require
additional protection according to AASHTO Guide Specification and Commentary for Vessel
Collision Design of Highway Bridges, February 1991. Additional information can be found in
Section 2 of this manual.
11-26
January, 2008
Substructures
For stream bridges, a recommendation shall be obtained from the Office of Structure's
Hydraulic Design Unit regarding the need for and type of ice breaker for pier noses. If required,
the ice breaker shall consist of a steel angle or other device secured to the concrete by a
suitable anchor system. For solid piers, this breaker may be attached to the pier stem. For
hammerhead piers and multi-column piers, a plinth may be required to provide sufficient
strength against the anticipated ice flows. A plinth is a solid mass of concrete that surrounds the
pier to an elevation 600 mm above the design high water elevation. In a navigable stream, the
plinth should be carried to 1 m above design high water or maximum navigable pool elevation,
whichever is higher.
For piers between opposing directions of traffic, appropriate care must be taken to ensure that
minimum horizontal clearances and highway traffic barrier requirements are satisfied. For more
information, refer to the Highway Design Manual and Standard Sheets.
For multi-column or hammerhead piers adjacent to railroad tracks, the need for crash walls
must be investigated based on the proximity of the pier to the tracks in accordance with current
AREMA. specifications. Additional information can be found in Section 2 of this manual.
January, 2008
11-27
Section Twelve
Bridge Bearings
12.1
Bearings Types
Bridge bearings transfer superstructure loads to the substructure while also providing for the
thermal movement and rotation of the superstructure. Although many different types of bridge
bearings have been used by the NYSDOT, elastomeric and multi-rotational bearings are the
only general types of bridge bearings currently being used on new bridges of short to moderate
length. Major-span bridges require special bearings to handle their extreme loads, movements,
and rotations. These special bearings will not be covered in this section.
12.1.1
Steel Rocker Bearings (Type S.R.)
A steel rocker bearing consists of a pinned joint to accommodate rotation and a rocker to
accommodate longitudinal movement at the expansion end of the structure. At the fixed end,
there is no rocker, as the bearing is rigidly attached to a masonry plate. Steel rocker bearings
do not allow for transverse movement. These bearings were widely used in New York through
the 1970s. Steel rocker bearings have fallen out of favor due to concern regarding their
performance in extreme site conditions (e.g., steep grade) or during a seismic event. The
relatively tall bearings could tip over and cause the superstructure to drop a considerable
distance or, in the worst-case scenario, to fall off of the bridge seat. Steel rocker bearings also
require periodic maintenance to ensure their performance. This bearing type is no longer used
on new bridges.
12.1.2
Steel Sliding Bearings (Type S.S.)
Steel sliding bearings consist of a pinned joint to accommodate rotation and a sliding element to
accommodate longitudinal movement. The sliding element is usually some form of lubricated
bronze plate. Steel sliding bearings do not allow for transverse movements. These bearings
were widely used in NYS through the 1970s. Steel sliding bearings also require periodic
maintenance to ensure their performance. This bearing type is no longer used on new bridges.
12.1.3
Elastomeric Bearings
The main component of all elastomeric bearings is a neoprene pad that distributes the loads
from the superstructure to the substructure and uses its material flexibility to accommodate the
rotation and longitudinal movement of the superstructure. Elastomeric bearings may use thin
steel laminate reinforcement between the elastomer layers to provide for greater strength, a
steel sole plate to allow attachment to steel superstructures, and may use a steel masonry
plate. Elastomeric bearings perform well during seismic events because of their relatively large
plan dimensions and low height, and the natural dampening effect of the elastomer material.
April, 2006
12-1
Elastomeric bearings require very little maintenance to ensure their performance. This bearing
type is currently being used on new bridges.
12.1.3.1 Plain Elastomeric Bearings (Type E.P.)

The plain elastomeric bearing is the least expensive bearing system. Due to its relatively low
compressive strength, the plain elastomeric pad is only used under shorter prestressed
concrete box beams and slab units. Since its longitudinal expansion capacity is limited, the main
function of this bearing is to take up any misalignment of the beams with the surface of the
bridge seat. The expansion bearing is provided with a hole through which a 25-mm diameter
anchor dowel is inserted and compressible material is injected. The fixed bearing is also
provided with a hole, through which a 25-mm diameter anchor dowel is inserted and an
approved noncompressible epoxy or grout is placed. In both cases, the anchor dowel is
intended to prevent walking of the bearing.
12.1.3.2 Steel Laminated Elastomeric Bearings (Type E.L.)

Longer prestressed concrete box beam bridges require that the bearings accommodate higher
loads and greater thermal expansions. In order to increase the longitudinal movement and
rotational capacity of elastomeric bearings while increasing their compressive strength, thin
steel laminate reinforcement is placed between the elastomeric pads. The greater height of total
elastomer allows for more movement, while the steel load plates prevent excessive bulging of
the elastomer. The expansion bearing is provided with a hole through which a 25-mm diameter
anchor dowel is inserted and compressible material injected. The fixed bearing is also provided
with a hole through which a 25-mm diameter anchor dowel is inserted and an approved
noncompressible epoxy or grout is placed. In both cases, the anchor dowel is intended to
prevent walking of the bearing.
12.1.3.3 Steel Laminated Elastomeric Bearings With Sole Plate (Type E.B.)
This bearing is to be used with steel girder and prestressed NEBT and I-beam superstructures.
It is identical to the Type E.L. bearing except there is a 40-mm minimum thickness steel sole
plate vulcanized to the top of the bearing. The steel sole plate is welded or fastened to the
beams. This sole plate may be beveled to take up any grade differences in order to achieve a
level top elastomer surface if the longitudinal grade of the bottom flange is one percent or more
or the required taper is 3 mm or more.
Type E.B. bearings are vulcanized to a steel masonry plate that is bolted to the substructure.
For fixed Type E.B. bearings, a minimum 38-mm diameter pin is press fit through the masonry
plate to prevent the bearing from translating longitudinally or transversely.
12.1.4
Multi-Rotational Bearings (Type M.R.)
Multi-rotational bearings are generally used in high load situations, or where the thermal
movements are excessive for elastomeric bearings. Multi-rotational bearings consist of a
12-2
April, 2006
Bridge Bearings
confined elastomeric element (Pot design) or an unconfined polyether urethane disc (Disc
design) to accommodate rotation, and a sliding element to accommodate movement. The
expansion bearings of this type may be guided, allowing movement in one direction, or
nonguided, allowing movement in any direction.
At locations where large movements are expected or where large sole plates are required,
consideration shall be given to using four bearing stiffeners to better distribute the load rather
than two located at the centerline of bearing. If four stiffeners are used, they shall be spaced
apart at least the width of the stiffener. When using guided expansion bearings on very wide
structures or curved structures, it may be necessary to increase the standard clearance
between the guide bars and the bearing body to accommodate the transverse movement due to
thermal expansion.
The coefficient of friction used for the design of the bearings shall be 5%, whereas the
maximum coefficient of friction specified to the manufacturer is 3%. Multi-rotational bearings
require more regular maintenance to ensure their performance than elastomeric bearings. This
bearing type is currently being used on new bridges.
For multi-rotational bearings with a capacity greater than 2250 kN, 5-mm shim plates are used
in lieu of the normal 3 mm plates.
12.2
General Design Considerations
12.2.1
Design Method
The provisions of the NYSDOT LRFD Bridge Design Specification shall be used for the design
of bridge bearings. Elastomeric bearings shall be designed using Method A. Multi-rotational
bearings shall be designed by the fabricator. Design examples of various bearings types can be
found in Appendices 12A 12F of this manual.
12.2.2
Live Load on Bearings
Impact shall not be included in the live load when designing elastomeric bearings. Impact shall
be included in the live load when designing multi-rotational bearings.
12.2.3
Minimum Loads on Bearings
Elastomeric bearings used with steel superstructures have a minimum pressure requirement
due to dead load plus superimposed dead load of 1.38 MPa to ensure the rubber element does
not walk out of position. Elastomeric bearings used with prestressed box beams or slab units
do not have a minimum load requirement due to the presence of the anchor dowel. The
minimum load on multi-rotational bearings due to dead load plus superimposed dead load is
20% of the capacity of the bearing to ensure proper operation of the bearing.
January 2008
12-3
12.2.4
Uplift
Bridges with severe skews, curved girders, or unbalanced continuous spans may experience
uplift of one or more of the beams. The preferred method of resisting uplift is to design a
concrete counterweight over the bearings to weigh down the beam end and provide the
minimum load for the bearing. If it is not possible to design a counterweight heavy enough to
hold the beam end down, other possible solutions include changing the continuous spans to
simple spans, making the uplift end of the beam the fixed end and providing uplift restraints that
allow rotation in any direction, or changing the span or skew arrangement to eliminate the
conditions creating the uplift. Care must be taken in designing uplift restraints that allow
longitudinal movement. Anchor rods embedded in the pedestal passing through slotted holes in
the girder usually do not work well due to a tendency for the anchor rods to bind. For specific
design requirements for uplift, see the NYSDOT LRFD Bridge Design Specification.
12.2.5
Bearings for Curved Girders
When setting bearings for curved girders, the assumed direction of expansion between points of
support is a straight line chord between the fixed bearing and each expansion bearing along the
continuous curved girder. However, the actual direction of expansion is in two planes. Bearings
need to be designed to accommodate these movements.
Multi-rotational bearings are recommended for curved girders on skewed supports because
they are better able to resist tensional forces in the superstructure.
12.3
Bearing Selection Criteria
Elastomeric bearings are preferred for most structures. Multi-rotational bearings are used when
large loads and movements cannot be efficiently accommodated by elastomeric bearings. Only
one type and size of bearing shall be used for each line of bearings.
When required design load or movement exceed the limits of the standard elastomeric bearings
given below, the elastomeric bearings shall be specially designed or multi-rotational bearings
shall be used.
Round elastomeric bearings should be considered for situations where there are sizable vertical
loads or large skews where the use of rectangular bearings would necessitate a very wide
bridge seat or pier cap.
12.4
Painting of Bearings
The steel parts of all bearings, including weathering steel, shall be painted due to concern for
the bearing steel being in contact with water for long periods of time and the resulting durability
concerns with uncoated weathering steel. Painting of the bearing steel is covered under the
NYSDOT Standard Specifications for Construction and Materials and the cost is included in the
bearing items.
12-4
January 2008
Bridge Bearings
12.5
Standard Bearing Designs
Standard bearing design tables assume a total induced rotation of 0.007 radians (dead load
rotation of 0.000 radians, live load rotation of 0.005 radians, and a rotation of 0.002 radians to
account for installation uncertainties). The designer is responsible for determining specific
required rotations and sizing the bearings accordingly.
The following are descriptions for the titles in the elastomeric bearing design tables. Bearings
sizes in bold italics are preferred sizes, and should be used whenever possible.
Length
Measured along the girder centerline
Width
Measured perpendicular to the girder centerline
Max. Load
Maximum allowable compressive load
Min. Load
Minimum load to ensure adequate bearing performance
Number of elastomer layers
ni
Max. Move.
hrt
Number of internal elastomer layers

Maximum Movement: Maximum allowable bearing movement
Total elastomer height (n x height of 1 layer)
Shape Factor
As defined by NYSDOT LRFD Section 14.7.5.1
Comp. Area*
Compressive Area: Plan area of the steel laminate reinforcement
Shear Area*
Plan area of the elastomer layer
* Included reduction for 50-mm diameter hole
January 2008
12-5
STANDARD TYPE E.L. ELASTOMERIC BEARINGS

Length
(mm)
Width
(mm)
Max.
Load
(kN)
ni
hrt
Max.
Move.
(mm)
Shape
Factor
Comp.
Area*
(sq. mm)
Shear
Area*
(sq. mm)
150
850
400
24
12
4.85
119570
125540
200
850
675
36
18
6.20
161770
168040
250
850
1000
48
24
7.44
203970
210540
Table 12-1
Bearing Design Standard Type E.L Elastomeric
STANDARD TYPE E.B. ELASTOMERIC BEARINGS

Len.
(mm)
Wid.
(mm)
Max
Load
(kN)
Min
Load
(kN)
hrt
Max
Mov
(mm)
S Fact
(Exp)
S Fact
(Fix)**
Comp Area
(sq mm)
(Exp)
Comp Area
(sq mm)
(Fix)**
Shear Area
(sq mm)
(Exp)
Shear Area
(sq mm)
(Fix)**
250
450
500
155
36
18
6.70
6.70
108335
106950
112500
111365
250
450
500
155
48
24
6.70
6.70
108335
106950
112500
111365
250
450
500
155
60
30
6.70
6.70
108335
106950
112500
111365
350
450
850
215
60
30
8.20
8.20
152735
151350
157500
156365
350
450
850
215
72
36
8.20
8.20
152735
151350
157500
156365
350
450
850
215
84
42
8.20
8.20
152735
151350
157500
156365
350
450
850
215
96
48
8.20
8.20
152735
151350
157500
156365
450
450
1250
275
84
36
9.38
9.38
197135
195750
202500
201365
450
450
1250
275
96
42
9.38
9.38
197135
195750
202500
201365
450
450
1250
275
108
48
9.38
9.38
197135
195750
202500
201365
450
450
1250
275
10
120
54
9.38
9.38
197135
195750
202500
201365
** A 38 mm diameter pin is assumed. The pin hole is not subtracted from the Shape Factor calculation
because it is tightly fit. It is accounted for in the compression and shear areas.
Table 12-2
Bearing Design Standard Type E.B. Elastomeric
12-6
January 2008
Appendix 12A
Design Example; Plain Elastomeric Bearing (Type EP)
Note: Highlighted values on the following pages require user input. This bearing design assumes straight, single span
concrete beams and skews below 30 degrees. Modification to accommodate alternate bearing designs is at the user's
discretion. Enclosed information based on the 2007 AASHTO LRFD Bridge Design Specifications. The designer is
responsible for the final design.
Enter known data:

(A "*" indicates typical conditions and may not require changing.)
Superstructure Properties:
Bearing Data:
Lspan := 9.997m
(Expansion/Span Length)
LL := 12.7 mm
(LL Deflection,w/ Impact)
LLhl93 := 127.664kN
(Unfactored LL, w/o Impact)
DC1 := 68.503kN
(Unfactored DL)
Lbrg := 250 mm
(Parallel to Girder)
W brg := 850mm
(Perpendicular to Girder)
STABrg := 120002.4m
(Center line of bearing)
initial := 15.748mm
Location := 0
(Unfactored DL Load on Composite
Section)
n := 1
(Unfactored FWS Load on Composite
Section)
h i := 24mm
(Depth of Girder)
Dia := 50mm
(Initial Camber)
final := 12.7 mm
(Final Camber)
P := 3869.953kN
(Total Prestress Force)
E := 34474MPa
(Beam Concrete Modulus of Elasticity)
DC2 := 5.338kN
DW := 8.896kN
D := 380mm
(Location of bearing on span,

0 for begin or 1 for end)
(Plain Pads have one layer)
(Elastomer layer thickness)
(Hole diameter for anchor rod)
A := 359999mm
(Cross-Sectional Beam Area)
Seismic := 0 kN
(Maximum horizontal Seismic Load)
ES := 13.931mm
(Beam Shortening, taken from CONSPAN)
CS := 30MPa
(Final Concrete Shrinkage Losses, taken from CONSPAN)
creep := 50MPa
(Final Concrete Creep Losses, taken from CONSPAN)
elastic_shortening := 99.73MPa
(Initial Total Prestress Losses, taken from CONSPAN)
Vertical Curve Data:

(if no VC exist then enter "0" for Lvc AND STAPVI) (if VC, verify that bearing falls within limits otherwise "no VC")
G1 := 1%
(Start Grade)
G2 := 1.0%
(End Grade)
Lvc := 0 m
(VC length)
STA PVI := 0m
(PVI Station)
January 2008
12A-1
Thermal Conditions:
(AASHTO 'Cold Climate' Zone 'C', LRFD Table 3.12.2.1-1 - Regions 10 and 11 are in 'Moderate Climate' zone)
For concrete girder bridges with concrete decks.

Thigh := 27C
Temperature range
LRFD 3.12.2.1-1
Concrete coefficient of thermal expansion
LRFD 5.4.2.2
Tlow := 18C
6 1
:= 10.8 10
Total Loading:
LL := LLhl93
Max. live load
LL = 127.664kN
TL := DC1 + DC2 + DW + LL
Service I limit state no impact
TL = 210.401kN
SDL := DC2 + DW
Unfactored Dead Load on composite section
SDL = 14.234kN
Pstrength_I := 1.25( DC1 + DC2) + 1.50DW + 1.75 LLhl93

Pstrength := Pstrength_I
12A-2
Strength I limit state

(no impact)
Pstrength_I = 329.057kN
Pstrength = 329.057kN
January, 2008
Bearing Design Example (Type EP)
LRFD 14.7.5.1 Shape Factor

Lbrg W brg
S :=
LRFD 14.7.5.1-1
Dia
h i 2Lbrg + 2W brg + Dia
S = 3.72
LRFD 3.12.2.1 Movements

Temperature Range to Determine Design Movement
Expansion:
Contraction:
Texp := Lspan ( Thigh 20C)
Texp = 0.756mm
Tcont := Lspan ( 20C Tlow)
Tcont = 4.103mm
Movement Due to Camber Release, CR

Change in Camber = C := initial final
CR :=
C = 3.048mm
4 C D
(expansion)
Lspan
CR = 0.463mm
Movement Due to Concrete Shrinkage, and Creep:

Assume % of Shrinkage, and Creep
at Installation = %shrinkageAndCreep := 50 %
CSandCREEP :=
( CS + creep) %shrinkageAndCreep
ES
elastic_shortening
CSandCREEP = 5.587mm
In order to approximate bearing movements due to concrete shrinkage and creep combined, it is first assumed
that half of these losses have occurred prior to beam erection. Then, a ratio is calculated based on the known
movements caused by initial losses (elastic shortening) and multiplied by half the predicted final shrinkage and
creep losses to determine the approximated movement caused by shrinkage and creep after the beam has
been erected.
Total Movement
S_expansion := Texp + CR CSandCREEP
S_expansion = 4.368mm
S_contraction := Tcont CR + CSandCREEP
S_contraction = 9.227mm
LRFD 14.7.6.3.4 Shear Deformation check

The shear deformation is checked to ensure that the bearing is capable of allowing the anticipated horizontal
bridge movement.
h rt 2 service
tu := 1.20
For service limit state
LRFD Table 3.4.1-1
service = tu s_expansion or contraction
treq := tu 2 max S_expansion , S_contraction
))
treq = 22.144mm
h rt := h i
Check1 := if ( treq h rt , "OKAY" , "Increase number of layers"
January, 2008
h rt = 24mm
Check1 = "OKAY"
12A-3
LRFD 14.7.6.2 Material Properties

All Elastomer shall be 50 Durometer hardness on the Shore A scale (BD-BG-R1)
Base Value of Shear Modulus of Elastomer
Assuming a Hardness of "50" ========>
LRFD Table 14.7.5.2-1
G := 0.66MPa
Gmax := 0.9MPa
LRFD 14.7.6.3.2 Compressive Stress

Compare allowable to applied compressive stress:
TL
TL :=
Lbrg W brg
Dia
TL = 0.999MPa
allow := 5.5MPa
LRFD 14.7.6.3.2-1
Check2 := if TL allow , "OKAY" , "FAILS"
Check2 = "OKAY"
LRFD 14.7.6.3.3 Compressive Deflection

Find Compressive Strain From AASHTO Fig. 14.6.5.3.3-1
Must comply with section 14.7.5.3.3 :

= ihri considered for both total and live loads, and
< or = 0.07hri for any layer
Refer to Figure3- C1 of Section C14.7.5.3.3 to obtain values of i & input below:
The compressive deflection of PEP should be taken as 3 times the deflection estimated for steel reinforced
bearing of the same shape factor.
LRFD 14.7.6.3.3
TL
TL :=
Lbrg W brg
Lbrg W brg
12A-4
Dia
DC1
DC1 :=
LL :=
LL
Lbrg W brg
Dia
==>
TL = 0.999MPa
==>
TL := 3 TL , S
==>
DC1 = 0.325MPa
==>
DC1 := 3 DC1 , S = DC1 = 0.022
==>
LL = 0.601MPa
LLandSDL := TL DC1
TL = 0.063
LLandSDL = 0.041
January, 2008
Compressive Deflection of the bearing due to total loading:

TL := TL h rt
TL = 1.51mm
Limiting instantaneous deflection is important to ensure that deck joints and seals are not damaged.
Furthermore, bearings that are too flexible in compression could cause a small step in the road surface at
deck joint when traffic passes from one girder to the other, giving rise to impact loading. A maximum relative
deflection across a joint of 3 mm is suggested
LRFD C14.7.5.3.3
LLandSDL := LLandSDL h rt
LLandSDL = 0.973mm
Check3 := if LLandSDL 3mm , "OKAY" , "Excessive deflection"
Check3 = "OKAY"
The initial compressive deflection of PEP or in any layer of steel-reinforced Elastomeric bearing at the service
limit without impact shall not exceed 0.07 h i
LRFD 14.7.6.3.3
TL.i := TL h i
Check4 := if TL.i > 0.07 h i , "Excessive deflection" , "OKAY"
Check4 = "OKAY"
LRFD 14.8.2 Determine if Grade at Center Line of Bearings

Rate of change of grade = r :=
STA PVC := STA PVI
G2 G1
Lvc
Lvc
1
mm
STA PVC = 0
Grade at C.L. of brgs. =
r =0
GCL := G1 + ( STA Brg STA PVC ) r
GCL = 1.0%
LRFD 14.7.6.3.5b Rotation

The bearing must be capable of resisting the induced rotation due to Final Camber (DL), Live Load
(LL) and construction inaccuracies to prevent an area of zero stress underneath the bearing. The first
step is to determine the maximum rotation that the bearing will experience.
where: DC1 = Induced rotation due to highway grade and beam camber
LL = Induced live load rotation
C = Estimated rotation due to construction inaccuracies
Grade :=
GCL if Location
GCL if Location
Grade = 0.010
0
1
0 otherwise
Camber := if Location
DC1 := Grade + Camber

LL :=
2 LL
0.5 Lspan
January, 2008
0,
2 final
0.5 Lspan
0.5 Lspan
2 final
Camber = 0.005
DC1 = 0.005
LL = 0.005
12A-5
C := 0.002 (assumed value based on strict NYSDOT testing and quality control procedures)
m := DC1 + LL + C
m = 0.002
Next, the induced rotation is converted into a stress and compared to the maximum compressive stress.
PEP and steel reinforced Elastomeric bearings are quite flexible in compressive loading, and as a
consequence very large strains are tolerated. PEP and steel reinforced Elastomeric bearings are checked for
uplift only. LRFD C14.7.6.3.5b
2
Lbrg
TL_rot := 0.5 Gmax S
m
hrt
TL_rot = 0.393MPa
LRFD 14.7.6.3.5b
As long as the compressive stress is more that the induced rotational stress, there will not be an area of zero
pressure under the bearing.
Check5 := if TL TL_rot , "OKAY" , "Thicker elastomer needed"
Check5 = "OKAY"
Check for Excessive Strain

Cd := 0.25
h rt := m
(Creep deflection)
Lbrg
h rt = 0.27mm
due_to_rotation :=
h rt
due_to_rotation = 0.011
h rt
total := due_to_rotation + ( 1 + Cd) DC1 + LLandSDL
Check6 := if total 10 % , "OKAY" , "Excessive Strain"
12A-6
total = 7.976%
Check6 = "OKAY"
January, 2008
LRFD 14.7.6.3.6 Stability

To ensure stability, the total thickness of the Elastomer pads and steel laminates is:
Tt := h rt
Tt = 24mm
shall not exceed the least of Lbrg/3 or Wbrg/3:
Lbrg W brg
,
, "OKAY" , "FAILS Stability"
3
3
Check7 := if Tt min
Check7 = "OKAY"
Connection of Beam to Substructure

Reinforcing bar used to connect the beam to the substructure in shear:
Anchor_rod := 25mm
(25mm Minimum Diameter)

2
A Anchor_rod :=
Anchor_rod
A Anchor_rod = 490.874mm
Fu_Anchor_rod := 620MPa
ASTM A615 GRADE 420
When Threads are excluded in the

shear plane,
Rn := 0.6A Anchor_rod Fu_Anchor_rod
LRFD 6.13.2.7
Rn = 182.605kN
Resistance Factor for reinforcing rod in shear may be conservatively estimated as,
s := 0.65
LRFD 6.5.4.2
Check8 := if max( 10 % Pstrength , Seismic) s Rn , "OKAY" , "Anchor Rod Too Small"
Check8 = "OKAY"
Compressive Stress on the Concrete Pedestal

The maximum allowable stress of an Elastomeric pad is less than the maximum allowed stress for
concrete. Therefore, it is never necessary to check for overstress of the pedestal in compression under the
pad or masonry plate.
January, 2008
12A-7
Output Required for "Bearing Table"

Loading
DC1 + DC2 + DW = 82.7kN
LL = 127.7kN
TL = 210.401kN
S = 3.722
Elastomer Layers
h i = 24mm
n =1
Lbrg = 250mm
W brg = 850mm
h rt = 24mm
Areas
Compressive_Area := ( Lbrg) ( W brg)
====>
Compressive_Area = 212500mm
Shear_Area := W brg Lbrg
====>
Shear_Area = 212500.00mm
Anchor Dowel Diameter

Anchor_rod = 25mm
CODE CHECKS
"LRFD S14.7.6.3.4 Shear Deformation Check

"LRFD S14.7.6.3.2 Compressive Stress Check
"LRFD C14.7.5.3.3 Joint System Deflection Check

"LRFD S14.7.6.3.3 Initial Compressive Deflection
Check =
"LRFD S14.7.6.3.5 Rotational Stress Check
"Total Excessive Strain Check
"LRFD S14.7.6.3.6 Stability Check
"Capacity of Connection of Beam to Substructure Check "
12A-8
""OKAY"
" "OKAY"
" "OKAY"
" "OKAY"
" "OKAY"
""OKAY"
"OKAY"
" "OKAY"
January, 2008
Appendix 12B
Design Example; Steel Laminated Elastomeric Bearing (Type EL)
concrete beams and skews below 30 degrees. Modification to accommodate alternate bearing designs is at the user's
Enter known data:

(Expansion/Span Length)
L span := 21 m
Bearing Data:
L brg := 200 mm
LL := 20mm
(LL Deflection,w/ Impact)
W brg := 850mm
LLhl93 := 143.233kN
(Unfactored LL, w/o Impact)
STABrg := 24018.1m
(Center line of bearing)
DC1 := 186.825kN
initial := 28mm
(Unfactored DL)
Location := 1
Section)
n := 3
Section)
h i := 12 mm
(Depth of Girder)
Dia := 50mm
(Initial Camber)
final := 18 mm
(Final Camber)
P := 7300kN
(Total Prestress Force)
E := 34474MPa
(Beam Concrete Modulus of Elasticity)
DC2 := 16.458kN
DW := 13.345kN
D := 840 mm

(Number of internal layers,do
not include exterior layers)
(Elastomer layer thickness)
(Hole diameter for anchor rod)
A := 485160mm
(Cross-Sectional Beam Area)
Seismic := 0 kN
ES := 13.931mm
(Beam Shortening, taken from CONSPAN)
CS := 48.48 MPa
(Final Concrete Shrinkage Losses, taken from CONSPAN)
creep := 91.71 MPa
(Final Concrete Creep Losses, taken from CONSPAN)
elastic_shortening := 99.73MPa
(Initial Total Prestress Losses, taken from CONSPAN)

G1 := 3.0 %
(Start Grade)
G2 := 3.0 %
(End Grade)
L vc := 30.4 m
(VC length)
STAPVI := 24018.2m
(PVI Station)
January 2008
12B-1
Thermal Conditions:
For concrete girder bridges with concrete decks.

Thigh := 27C
Temperature range
LRFD 3.12.2.1-1
Concrete coefficient of thermal expansion
LRFD 5.4.2.2
Tlow := 18C
6 1
:= 10.8 10
Total Loading:
LL := LLhl93
Max. live load
LL = 143.233kN
TL = 359.861kN
SDL := DC2 + DW
SDL = 29.803kN


(no impact)
Pstrength_I = 524.779kN
Pstrength = 524.779kN

Lbrg W brg
S :=
12B-2
LRFD 14.7.5.1-1
Dia
h i 2Lbrg + 2W brg + Dia
S = 6.20
January, 2008
Bearing Design Example (Type EL)

Expansion:
Texp := Lspan ( Thigh 20C)
Texp = 1.588mm
Contraction:
Tcont := Lspan ( 20C Tlow)
Tcont = 8.618mm
Movement Due to Camber Release, CR

Change in Camber = C := initial final
C = 10mm
Deflect := "One end is free to deflect"

CR :=
CR
CR
4 C D
Lspan
2 C D
Lspan
if Deflect
"One end is free to deflect"
if Deflect
"Both ends are free to deflect"
(expansion)
CR
Movement Due to Concrete Shrinkage, and Creep:

Assume % of Shrinkage, and Creep at Installation = %shrinkageAndCreep := 50 %
CSandCREEP :=
( CS + creep) %shrinkageAndCreep
elastic_shortening
ES
CSandCREEP = 9.791mm
In order to approximate bearing movements due to concrete shrinkage and creep combined, it is first
assumed that half of these losses have occurred prior to beam erection. Then, a ratio is calculated based on
the known movements caused by initial losses (elastic shortening) and multiplied by half the predicted final
shrinkage and creep losses to determine the approximated movement caused by shrinkage and creep after
the beam has been erected.
Total Movement
S_expansion := Texp + CR CSandCREEP
S_expansion = 6.604mm
S_contraction := Tcont CR + CSandCREEP
S_contraction = 16.81mm
LRFD 14.7.5.3.4 Shear Deformation

h rt 2 service
tu := 1.20
LRFD Table 3.4.1-1
service = tu s_expansion or contraction
treq := tu 2 max S_expansion , S_contraction
))
t req = 40.343mm
h rt := ( n + 1) h i
Check1 := if ( treq h rt , "OKAY" , "Increase number of layers"
January, 2008
h rt = 48mm
Check1 = "OKAY"
12B-3

All Elastomer shall be 50 Durometer hardness on the Shore A scale (BD-BG-R1)
G := 0.66MPa
Gmax := 0.9MPa

TL
TL :=
2
Lbrg W brg Dia
4
Check2 :=
TL = 2.142MPa
"OKAY" if TL 7MPa TL 1.0 G S

Check2 = "OKAY"
"FAILS" otherwise

Find Compressive Strain From AASHTO Fig. 14.6.5.3.3-1
TL
TL :=
Lbrg W brg
Dia
DC1
DC1 :=
Lbrg W brg
LL :=
Dia
==>
==>
==> DC1 = 1.112MPa
==> DC1 := ( DC1 , S) = DC1 = 9.199 10
LL
Lbrg W brg
TL := TL , S = TL = 0.018
==> TL = 2.142MPa
LL = 0.843MPa
LLandSDL := TL DC1
LLandSDL = 8.863 10
Compressive Deflection of the bearing due to total loading:

TL := TL h rt
TL = 0.87mm
Furthermore, bearings that are too flexible in compression could cause a small step in the road surface at deck
joint when traffic passes from one girder to the other, giving rise to impact loading. A maximum relative
LRFD C14.7.5.3.3
12B-4
January, 2008
LLandSDL = 0.425mm
Check3 = "OKAY"
The initial compressive deflection of PEP or in any layer of steel-reinforced Elastomeric bearing at the service
LRFD 14.7.6.3.3
TL.i := TL h i
Check4 = "OKAY"
LRFD 14.8.2 Tapered Plates (Determine if Internal Plate Must be Beveled) (function of grade and final
camber)
Rate of change of grade =

STA PVC := STA PVI
Lvc
2
January, 2008
r :=
G2 G1
Lvc
r =0
1
mm
STA PVC = 24003m

GCL = 3.0%
12B-5
Req'd thickness change due to grade = t% := GCL Lbrg
Camber := if Location
0,
2 final
0.5 Lspan
0.5 Lspan
2 final
Req'd thickness change due to camber = Scamber := Camber Lbrg
t% = 6 mm
Camber = 0.003
Scamber = 0.686mm
The top internal steel shim must be beveled if the grade at the bearing is greater than 1.0% from horizontal,
or the total thickness change is greater than or equal to 3 mm Due to machining limitations, the minimum
beveled laminate thickness = 6 mm. S2 below accounts for additional thickness required, if any, for vertical
curve and beam camber.
S1 := if ( GCL 1 % t% + Scamber 3mm, 6mm, 3mm)
S1 = 6 mm
S2 := if ( GCL 1 % t% + Scamber 3mm, Scamber + t% + S1 , S1)
S2 = 11.314mm
LRFD 14.7.6.3.5d Rotation
12B-6
January, 2008
The bearing must be capable of resisting the induced rotation due to Final Camber (DL), Live Load (LL)
and construction inaccuracies to prevent an area of zero stress underneath the bearing. The first step is to
determine the maximum rotation that the bearing will experience. The Final Camber rotation is zero if the
bearing has a beveled top internal laminate. Otherwise, the rotations due to Final Camber must be included.
DC1 = Induced rotation not accounted for by beveled internal laminate
where:
(if beveled internal shim is used, DC1 = 0)

DC1 :=
Camber +
GCL if Location
GCL if Location
0 if S1
DC1 = 0.000
S2
0 otherwise
0 otherwise
LL :=
2 LL
LL = 0.004
0.5 Lspan
C := 0.002
(assumed value based on strict NYSDOT testing and quality control procedures)
m := DC1 + LL + C
m = 0.006
TL_rot :=
Lbrg
m
n + 1 hi
0.5 Gmax S
LRFD 14.7.6.3.5d
TL_rot = 1.126MPa
Check5 := if TL TL_rot , "OKAY" , "More elastomer layers needed"
Check5 = "OKAY"

Cd := 0.25
h rt := m
(Creep deflection)
Lbrg
h rt = 0.581mm
due_to_rotation :=
h rt
h rt
total := due_to_rotation + ( 1 + Cd) DC1 + LLandSDL
total = 3.247%
Check6 = "OKAY"

To ensure stability, the total thickness of the elastomer pads and steel laminates is:
Tt := ( n + 1) h i + if S1
January, 2008
S2 , 3mm ( n + 1) , 3mm n +
S1 + S2
2
Tt = 65.657mm
12B-7
Shall not exceed the least of Lbrg/3 or Wbrg/3:
Lbrg W brg
,
3
3
Check7 := if Tt min
Check7 = "OKAY"
LRFD 14.7.6.3.7 Reinforcement

h max := h i
Fy_internal := 250MPa
ASTM A36A
For Service Limit State:

3 h max TL
h steel_req_str :=
h steel_req_str = 0.308mm
Fy_internal
Check8 := if ( h steel_req_str 3mm, "OKAY" , "Steel Reinforcement Too Thin" )
Check8 = "OKAY"
For Fatigue Limit State:

FTH := 165MPa
h steel_req_ftg :=
LRFD Table 6.6.1.2.5-3
2 h max LL
h steel_req_ftg = 0.123mm
FTH
Check9 := if ( h steel_req_ftg 3mm, "OKAY" , "Steel Reinforcement Too Thin" )
Check9 = "OKAY"
LRFD 14.8.3.1 Anchorage and Anchor Bolts - Masonry Plate Anchor Bolts
Reinforcing bar used to connect the beam to the substructure in shear:
Anchor_rod := 30mm
(24mm Minimum Diameter)

2
A Anchor_rod :=
Anchor_rod
A Anchor_rod = 706.858mm
Fu_Anchor_rod := 620MPa
ASTM A615 GRADE 420
When Threads are excluded in the shear plane,

Rn := 0.6A Anchor_rod Fu_Anchor_rod
LRFD 6.13.2.7
Rn = 59.114kip
Resistance Factor for reinforcing rod in shear may be conservatively estimated as,
s := 0.65
LRFD 6.5.4.2
Check10 := if max( 10 % Pstrength , Seismic) s Rn , "OKAY" , "Anchor Rod Too Small"
)
Check10 = "OKAY"
Compressive Stress on the Concrete Pedestal

The maximum allowable stress of an elastomeric pad is less than the maximum allowed stress for concrete.
Therefore, it is never necessary to check for overstress of the pedestal in compression under the pad or masonry
plate.
12B-8
January, 2008

Loading
DC1 + DC2 + DW = 216.6kN
LL = 143.2kN
TL = 359.861kN
S = 6.204
Elastomer Layers
n =3
h i = 12mm
Lbrg = 200mm
W brg = 850mm
h rt = 48mm
Areas
Compressive_Area := ( Lbrg 6mm) ( W brg 6mm)
====>
====>
Shear_Area = 170000.00mm
Beveled Steel Shim

S1 = 6 mm
S2 = 11mm
Anchor Dowel Diameter

Anchor_rod = 30mm
CODE CHECKS
"Shear Deformation Check"
"Compressive Stress Check"
"Joint System Deflection Check"
" Initial Compressive Deflection"
"Rotational Stress Check"

Check =
"Total Excessive Strain Check"
"Stability Check"
"Reinforcement for Strength limit State Check"
"Reinforcement for Fatique limit State Check"
"Capacity of Connection of Beam to Substructure Check"
January, 2008
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
12B-9
Appendix 12C
Design Example; Steel Laminated Elastomeric Bearing with Sole Plate Fixed (Type EB)
steel beams and skews below 30 degrees. Modification to accommodate alternate bearing designs is at the user's
responsible for the final design. Elastomeric bearings shall be designed using Method A. B.M 12.2.1
Enter known data:

Bearing Data:
Lspan := 25.900 m
(Expansion Length)
L brg := 350 mm (Parallel to Girder)
LL := 25.4 mm
(LL Deflection)
W brg := 450mm (Perpendicular to Girder)
LLhl93 := 333.617kN (HL93 Unfactored LL (no impact))
n :=
Location
DC1 := 280.238kN
(Unfactored DL)
DC2 := 35.586kN

Section)
DW := 35.586kN

Section)
w bf := 305 mm
(Bottom Flange Width

at CL Bearing)
Fu_girder := 450MPa
(Girder Ultimate Tensile Strength,

Steel Only)
Seismic := 0 kN
(number of elastomeric layers)
:= 0 (Location of bearing on span,

h s := 3mm
(Steel Laminate Thickness)
Fy := 345MPa
(For Steel Laminate)
STABrg := 63916.189m
h i := 12mm
(Individual elastomer
layer thickness)

G1 := 1.3%
(Start Grade)
G2 := 1.3%
(End Grade)
L vc := 0 m
(VC length)
STA PVI := 63916.189 m
January, 2008
12C-1
Total Loading:
LL := LLhl93
Max. live load
LL = 333.617kN
TL = 685.027kN
SDL := DC2 + DW
SDL = 71.172kN


no impact
Pstrength_I = 1032kN
Pstrength = 1032kN
S :=
Lbrg W brg
2 h i ( Lbrg + W brg)
S = 8.20
Note: The above method calculates the Shape Factor for elastomeric bearings without holes. Fixed
laminated elastomeric bearings with external load plates have a vertical steel pin tightly pressed into a hole
to prevent translation. The effect of the pin hole on the Shape Factor may be ignored since the area of the
pin is a small percentage of the pad area, and the elastomer cannot bulge in the hole due to the tight fit pin.

The amount of movement of the bearing due to camber release of the beams shall be ignored. The
specification requires that the Contractor reset the bearings to the neutral position prior to attaching the
bearings to the beams.
12C-2
January, 2008
Bearing Design Example (Type EB - Fixed)

All Elastomer shall be 50 durometer hardness on the Shore A scale BD-BG-R1
G := 0.66MPa
Gmax := 0.90MPa

TL :=
TL
TL = 4.349MPa
Lbrg W brg
Check1 :=

"FAILS" otherwise
Check1 = "OKAY"
Since this is a Type E.B. bearing, it is necessary to check the minimum compressive stress due to
dead load and superimposed dead loads only:
min :=
DC1 + SDL
min = 2.231MPa
Lbrg W brg
Check2 := if min 1.4MPa , "OKAY" , "Minimum compression not met"
Check2 = "OKAY"

Find Compressive Strain From LRFD Fig. C14.7.5.3.3-1

TL
TL :=
Lbrg W brg
DC1 :=
LL :=
DC1
Lbrg W brg
==>
TL = 4.349MPa
==>
TL := TL , S = TL = 0.032
==>
DC1 = 1.779MPa
==>
DC1 := DC1 , S = DC1 = 0.013
LL
Lbrg W brg
January, 2008
==>
LL = 2.118MPa
LLandSDL := TL DC1
LLandSDL = 0.018
12C-3
h rt := h i n
h rt = 60mm
Deflection of the bearing due to total loading:

TL := TL h rt
TL = 1.90mm
LRFD C14.7.5.3.3
LLandSDL = 1.087mm
Check3 = "OKAY"
The initial compressive deflection of PEP or in any layer of steel-reinforced elastomeric bearing at the
LRFD 14.7.6.3.3
service limit without impact shall not exceed 0.07 h i
TL.i := TL h i
TL.i = 0.38mm
Check4 = "OKAY"
Determine Sole Plate Dimensions
12C-4
January, 2008
Length => Ls := Ceil( Lbrg + 26mm) , 5mm

Width =>
Ls = 380mm
W s := Ceil( max( W brg , wbf) + 26mm) , 5mm
W s = 480mm
Minimum Thickness of Sole Plate

Assume the plate between the beam and the bearing is fully supported (i.e., no distortion allowed). The only
length free to bend is the length that is being loaded by the bearing and not supported by the beam.
b := 0.9
OH :=
Resistance Factor for Bending
wbf W brg
t smin := OH
OH = 72.5mm
2
2 Pstrength
b Fy Lbrg W brg
T1 := if ( tsmin < 40mm) , 40mm, t smin
January, 2008
AISC FACTOR
AISC LRFD Equation
t smin = 14.9mm
T1 = 40mm
12C-5
LRFD 14.8.2 Tapered Plates (Determine if Sole Plate Must be Beveled)

Rate of change of grade = r :=
STA PVC := STA PVI
G2 G1
Lvc
r =0
Lvc
STA PVC = 63916.189m
Req'd thickness change = t% := GCL Ls
GCL = 1.3%
t % = 4.94mm
The sole plate must be beveled if the rate of change at the bearing is greater than 1%, or the total thickness
change is greater than or equal to 3mm. T2, below is the indicated bevel treatment:
T2 := if ( GCL 1 % t % 3mm, T1 + t % , T1)
T1 = 40mm
T2 = 45mm

The bearing must be capable of resisting the induced rotation due to live load and construction
inaccuracies to prevent an area of zero stress underneath the bearing. The first step is to determine
the maximum rotation that the bearing will experience.
where: DC1 = Induced dead load rotation not accounted for by beveled sole
plate
Induced dead load rotation not accounted for by a beveled sole plate will reduce or increase
rotation towards the midspan depending on the bearing location and grade.
DC1 :=
if T1
T2
GCL if Location
GCL if Location
GCL if Location
GCL if Location
0 GCL < 0
DC1 = 0.000
1 GCL > 0
0 GCL > 0
1 GCL < 0
0 otherwise
0 otherwise
LL :=
2 LL
0.5 Lspan
LL = 0.004
C := 0.002 (assumed value based on strict NYSDOT testing and quality control procedures)
m := DC1 + LL + C
12C-6
m = 0.006
January, 2008
TL_rot.transverse :=
0.5 Gmax S
n
Lbrg
m
hi
TL_rot.transverse = 3.72MPa
The service rotation due to the total load about longitudinal axis is negligible compared to the service rotation
about the transverse axis. Therefore, the check about the longitudinal axis will be assumed to be negligible
and is not computed in this bearing design example.
Check5 := if TL TL_rot.transverse , "OKAY" , "More elastomer layers needed"
Check5 = "OKAY"

h rt := m
Lbrg
h rt = 1.036mm
due_to_rotation :=
h rt
h rt
total := due_to_rotation + ( 1 + 0.25) DC1 + LLandSDL
total = 5.226%
Check6 = "OKAY"
AASHTO 14.7.6.3.6 Stability

To ensure stability, the total thickness of the elastomer pads and steel laminates is
Tt := n h i + ( n 1) h s
Tt = 72mm
Shall not exceed the least of Lbrg/3 or Wbrg/3:
Lbrg W brg
,
3
3
Check7 := if Tt min
January, 2008
Check7 = "OKAY"
12C-7
AASHTO 14.7.6.3.7 Reinforcement

h max := h i

h steel_req_str :=
3 h max TL
Fy
Check8 := if ( h steel_req_str h s , "OKAY" , "Steel Reinforcement Too Thin" )
Check8 = "OKAY"

FTH := 165MPa
h steel_req_ftg :=
2 h max LL
FTH
Check9 := if ( h steel_req_ftg h s , "OKAY" , "Steel Reinforcement Too Thin" )
Check9 = "OKAY"
LRFD 6.13.3.2.4 Fillet Welded Connection of Beam to Sole Plate

e2 := 0.8
AWS E7018 weld type
AWS A5.1
Fexx := 480MPa
Weld := max8mm,
max( 10 % Pstrength , Seismic)
(2 Ls) 0.707 (0.6 e2 Fexx)
Weld = 8 mm
High Strength Bolts

Diabolt_sole := 20mm
A bolt_sole :=
Diabolt_sole
2
2
A bolt_sole = 314.2mm
Fu_bolt_sole := if ( Diabolt_sole 24mm) , 825MPa , 725MPa
When Threads are included in the shear plane,

s := 0.8
Rn := 0.38A bolt_sole Fu_bolt_sole
Resistance Factor for A325 bolts in shear,

, 4
R
s
n
Bolts := max
12C-8
Fu_bolt_sole = 825MPa
LRFD 6.5.4.2
Bolts = 4.0
January, 2008
Optional Cap Screws (ASTM F835M)

Diascrew_sole := 16mm
2
A screw_sole :=
Diascrew_sole
A screw_sole = 201.1mm
Fu_screw_sole := 1172MPa
Rn := 0.38A screw_sole Fu_screw_sole
LRFD 6.13.2.7
Resistance Factor for screws in shear,
s := 0.80
LRFD 6.5.4.2

, 4
s Rn
Cap_Screws := max
Cap_Screws = 4.0
LRFD 5.7.5 Bearing (Check Bearing Stress on Concrete Pedestal)

Therefore, it is never necessary to check for overstress of the pedestal in compression under the pad or
masonry plate.
AASHTO 14.8.3.1 Anchorage and Anchor Bolts - Masonry Plate Anchor Bolts
Masonry Anchor Bolts:
AnchBlt := 24mm
(24mm. Minimum Diameter)
bolts := 2
(2 Bolt Minimum, Typical)
A AnchBlt :=
AnchBlt
2
2
A AnchBlt = 452.4mm
Fu_AnchBlt := if AnchBlt 24mm, 825MPa , 725MPa

s := 0.8
Fu_AnchBlt = 825MPa
Rn := 0.38A AnchBlt Fu_AnchBlt
AnchBlt_req :=
LRFD 6.5.4.2

s Rn
Anchor_bolt := if ( bolts AnchBlt_req , bolts , "Anchor bolts FAIL" )

m := AnchBlt + 10mm
January, 2008
LRFD 6.13.2.7
AnchBlt_req = 0.91
Anchor_bolt = 2
m = 34mm
12C-9
Masonry Plate Dimensions referred to BM section 12

Longitudinal min. bolt cover =
Length -
El := 1.75 AnchBlt + 40mm
El = 82mm
Lm := Ceil( Lbrg + 50mm) , 5mm
Lm = 400mm
Width - Based on the sum of the sole plate width and the anchor bolt location.
Et := 1.75 AnchBlt + 5mm
EL :=
Et = 47mm
El Ceil 1.75 AnchBlt + 40mm , 5mm if bolts > 2

El
Lm
2
if bolts
El
EL = 200mm
Ez := AnchBlt + 10mm
Ez = 34mm
-For Anchor Bolts Located Outside of Sole Plate:

W mout := CeilW s + 2 ( Ez + Et ) , 5mm
W mout = 645mm
-For Anchor Bolts Located Inside of Sole Plate:

W mIn := CeilW brg + 2 ( Ez + Et ) , 5mm
W mIn = 615mm
The masonry plate width will be controlled by whether or not enough room is provided to fasten the bolt
(Note that 0.7 is a conservative ratio of anchor nut thickness to anchor bolt diameter.):
W m := Ceilif W mIn > W mout , W mIn , if Tt > 2 0.7 AnchBlt + 25mm , W mIn , W mout , 5mm
W m = 615mm
Thickness - Masonry Plate is standard at Tm := 25mm
12C-10
January, 2008
Design Anchor Pin for Fix Bearing
For the controlling girder

Pstrength = 1032kN
The maximum transverse horizontal earthquake load per bearing is then:

HEQ := 0.1Pstrength
HEQ = 103.2kN
The factored shear resistance of the anchor pin per bearing is then
LRFD 14.8.3.1
LRFD 6.13.2.7
Assume anchor_pin := 38mm diameter Anchor pin with min tensile strength
A588 Minimum tensile strength of 480MPa
ASTM
Fub := 480MPa
Ns := 1
anchor_pin := 38mm
2
A anchor_pin :=
anchor_pin
4
Rn_Anchor_pin := 0.6A anchor_pin Fub Ns
LRFD 6.13.2.7
s := 0.65
LRFD 6.5.4.2
resistance factor pin in shear
Rr_Anchor_pin := s Rn_Anchor_pin
Rtotal := G Lbrg W brg + Rn_Anchor_pin
Rr_Anchor_pin = 212.3kN
Check10 := if ( Rtotal max( HEQ , Seismic) , "OKAY" , "Anchor Pin Too Small" )
Check10 = "OKAY"
Final determination of total bearing height: Hbearing= nhri + ( n- 1)hs + Tm +( T1 + T2) / 2
Hbearing := n h i + ( n 1) h s +
January, 2008
T1 + T2
2
+ Tm
Hbearing = 139mm
12C-11

Loading
DC1 + SDL = 351.4kN
LL = 333.6kN
TL = 685.0kN
S = 8.203
Elastomer Layers
n =5
h i = 12mm
Lbrg = 350mm
W brg = 450mm
h rt = 60mm
Areas
Compressive_Area := ( Lbrg 6 mm) ( W brg 6 mm)
anchor_pin
====>
====>
Shear_Area = 156366mm
anchor_pin
4
Masonry Plate
Tm = 25mm
W m = 615mm
Lm = 400mm
Et = 47mm
EL = 200mm
Ez = 34mm
m = 34mm
Anchor Bolts
AnchBlt = 24mm
bolts = 2

Weld Size =
Weld = 8 mm
Number bolts necessary for bolt option =
Bolts = 4
Number of cap screws necessary with D.C.E.S. approval =
Cap_Screws = 4
Sole Plate (it is the designer's responsibility to verify if T2 is upstation of T1)

W s = 480mm
Ls = 380mm
T1 = 40mm
Fixed Anchor Pin
Bearing Height
anchor_pin = 38mm
Hbearing = 139mm
T2 = 45mm
CODE CHECKS
"Minimum Compression Check"


Check =
"Stability Check"
"Service Limite State Check"

"Fatigue Limite State Check"
"Anchor Pin Resistance Check"

12C-12
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
January, 2008
Appendix 12D
Design Example; Steel Laminated Elastomeric Bearing with Sole Plate Expansion (Type EB)
responsible for the final design. Elastomeric bearings shall be designed using Method A. B .M 12.2.1
Enter known data:

Lspan := 25.900m
(Expansion Length)
Bearing Data:
Lbrg := 350mm
LL := 25.4 mm
(UnfactoredLL Deflection)
W brg := 450mm
LLhl93 := 333.617kN
(Unfactored LL (no impact))
n := 5
(number of elastomeric layers)
DC1 := 280.238kN
(Unfactored DL)
DC2 := 35.586kN

Section)
DW := 35.586kN
(Unfactored FWS Load on

Composite Section)
at CL Bearing)
Steel Only)
(Maximum Horizontal Load from
Seismic Analysis - LRFD 14.8.3.2)
wbf := 305mm
Fu_girder := 450MPa
Seismic := 0 kN
Location := 0
h s := 3mm

(Steel Laminate Thickness)
Fy := 345MPa
STABrg := 63916.189m
h i := 12mm
(Individual elastomer
layer thickness)

G1 := 1.3%
(Start Grade)
G2 := 1.3%
(End Grade)
Lvc := 0 m
(VC length)
STAPVI := 63916.189m
Thermal Conditions:
For steel girder bridges with concrete decks.

Thigh := 50 C
Temperature range
LRFD 3.12.2.1-1
steel coefficient of thermal expansion
LRFD 6.4.1
Tlow := 35 C
6 1
:= 11.7 10
January 2008
12D-1
Total Loading:
LL := LLhl93
Max. live load
LL = 333.617kN
TL = 685.027kN
SDL := DC2 + DW
SDL = 71.172kN

no impact
Pstrength_I = 1032kN
Pstrength = 1032kN

th
For rectangular bearing without holes, the shape factor for i layer is:
S :=
Lbrg W brg
2 h i ( Lbrg + W brg)
S = 8.20

Expansion: Texp := Thigh 20C
Texp = 30 C
Contraction: Tcont := 20C Tlow
Tcont = 55 C
s := if Tcont > Texp , Tcont Lspan , Texp Lspan
s = 16.7mm
12D-2
January, 2008
LRFD 14.7.6.3.4 Shear Deformation check

The shear deformation is checked to ensure that the bearing is capable of allowing the anticipated horizontal
bridge movement. Also, the shear deformation is limited in order to avoid rollover at the edges and
delamination due to fatigue caused by cyclic expansion and contraction deformations.
h rt 2 service
tu := 1.20
LRFD 3.4.1-1
service := tu s
t req := 2 service
t req = 40mm
h rt := n h i
h rt = 60mm
Check1 := if ( t req h rt , "OKAY" , "Increase number of layers"
Check1 = "OKAY"
All Elastomer shall be 50 durometer hardness on the shore a scale BD-BG-R1
G := 0.66MPa
Gmax := 0.90MPa

TL :=
TL
TL = 4.349MPa
Lbrg W brg
Check1.1 :=
Check1.1 = "OKAY"
"FAILS" otherwise
Since this is a Type E.B. bearing, it is necessary to check the minimum compressive stress due to dead
load and superimposed dead loads only:
min :=
DC1 + SDL
min = 2.231MPa
Lbrg W brg
Check2 := if min 1.4MPa , "OKAY" , "Minimum compression not met"
January, 2008
Check2 = "OKAY"
12D-3

Find Compressive Strain From LRFD Fig. C14.7.5.3.3-1

TL
TL :=
Lbrg W brg
DC1 :=
LL :=
DC1
Lbrg W brg
==>
TL = 4.349MPa
==>
TL := TL , S = TL = 0.032
==>
DC1 = 1.779MPa
==>
DC1 := DC1 , S = DC1 = 0.013
LL
Lbrg W brg
==>
LL = 2.118MPa
LLandSDL := TL DC1
LLandSDL = 0.018
Deflection of the bearing due to total loading:

TL := TL h rt
TL = 1.90mm
deflection across a joint of 3 mm. is suggested
LRFD C14.7.5.3.3
LLandSDL = 1.087mm
Check3 = "OKAY"
The initial compressive deflection of PEP or in any layer of steel-reinforced elastomeric bearing at the service
LRFD 14.7.6.3.3
TL.i := TL h i
Check3.1 := if TL.i > 0.07 h i , "Excessive initial compressive deflection" , "OKAY"
12D-4
TL.i = 0.38mm
Check3.1 = "OKAY"
January, 2008
Length => Ls := Ceil( Lbrg + 26mm) , 5mm
Ls = 380mm
Width =>
W s = 480mm
W s := Ceil( max( W brg , wbf) + 26 mm) , 5 mm

Assume the plate between the beam and the bearing is fully supported (i.e., no distortion allowed). The
only length free to bend is the length that is being loaded by the bearing and not supported by the beam.
January, 2008
12D-5
b := 0.9
OH :=

wbf W brg
OH = 72.5mm
t smin := OH
AISC FACTOR
2 Pstrength
AISC LRFD Equation
b Fy Lbrg W brg
T1 := if ( tsmin < 40mm) , 40mm, tsmin
t smin = 14.9mm
T1 = 40mm

STA PVC := STA PVI
r :=
G2 G1
Lvc
Lvc
r =0
STAPVC = 63916.189m
Grade at C. L. of brgs. =
Req'd thickness change =
t % := GCL Ls
GCL = 1.3%
t % = 4.94mm
The sole plate must be beveled if the grade at the bearing is greater than 1.0% from horizontal, or the total
thickness change is greater than or equal 3 mm. T2, below is the indicated bevel treatment: BD-BG3-R1
T2 := if ( GCL 1 % t % 3mm, T1 + t % , T1)
T1 = 40mm
T2 = 45mm
The bearing must be capable of resisting the induced rotation due to live load and construction
inaccuracies to prevent an area of zero stress underneath the bearing. The first step is to determine the
maximum rotation that the bearing will experience.
where: DC1 = Induced dead load rotation not accounted for by beveled sole
plate
Induced dead load rotation not accounted for by a beveled sole plate will reduce or increase
rotation towards the midspan depending on the bearing location and grade.
DC1 :=
if T1
DC1 = 0.000
T2
GCL if Location
GCL if Location
0
1
0 otherwise
0 otherwise
12D-6
January, 2008
LL :=
2 LL
LL = 0.004
0.5 Lspan
C := 0.002
(Assumed value based on strict NYSDOT testing and quality control procedures)
m := DC1 + LL + C
m = 0.006
0.5 Gmax S
TL_rot.transverse :=
Lbrg
m
hi
TL_rot.transverse = 3.72MPa
The service rotation due to the total load about longitudinal axis is negligible compared to the service
rotation about the transverse axis. Therefore, the check about the longitudinal axis will be assumed to
be negligible and is not computed in this bearing design example.
Check4 := if TL TL_rot.transverse , "OKAY" , "More elastomer layers needed"
Check4 = "OKAY"

h rt := m
Lbrg
h rt = 1.036mm
due_to_rotation :=
h rt
h rt
total := due_to_rotation + ( 1 + 0.25) DC1 + LLandSDL
total = 5.226%
Check5 = "OKAY"

To ensure stability, the total thickness of the elastomer pads and steel laminates is:
Tt := n h i + ( n 1) h s
Tt = 72mm
shall not exceed the least of Lbrg/3 or Wbrg/3:
Lbrg W brg
,
3
3
Check6 := if Tt min
January, 2008
Check6 = "OKAY"
12D-7
LRFD 14.7.6.3.7 Reinforcement

h max := h i
Fy_internal := 345MPa

h steel_req_str :=
3 h max TL
Fy_internal
Check7 := if ( h steel_req_str h s , "OKAY" , "Steel Reinforcement Too Thin" )

Check7 = "OKAY"

FTH := 165MPa
h steel_req_ftg :=
2 h max LL
FTH
Check8 := if ( h steel_req_ftg h s , "OKAY" , "Steel Reinforcement Too Thin"
)
Check8 = "OKAY"

e2 := 0.8
AWS E7018 weld type
AWS A5.1
Fexx := 480MPa
Weld := max8mm,
(2 Ls) 0.707 (0.6 e2 Fexx)
Weld = 8 mm
High Strength Bolts

A bolt_sole :=
Diabolt_sole
2
2
Fu_bolt_sole := if ( Diabolt_sole 24mm, 825MPa , 725MPa )

s := 0.8

, 4
s Rn
Bolts := max
12D-8
LRFD 6.13.2.7
LRFD 6.5.4.2
Bolts = 4.0
January, 2008
Optional Cap Screws (ASTM F835M)

ASTM F835
2
A screw_sole :=
Diascrew_sole

s := 0.80

, 4
s Rn
Cap_Screws := max
LRFD 6.13.2.7
LRFD 6.5.4.2
Cap_Screws = 4.0

Therefore, it is never necessary to check for overstress of the pedestal in compression under the pad or
masonry plate.
AnchBlt := 24mm
(24mm. Minimum Diameter)
bolts := 2
A AnchBlt :=
AnchBlt
A AnchBlt = 452.4mm

s := 0.8
AnchBlt_req :=
Fu_AnchBlt = 825MPa

s Rn
January, 2008
LRFD 6.13.2.7
LRFD 6.5.4.2
AnchBlt_req = 0.91
Anchor_bolt = 2
12D-9
Washer Plate Details ( refer to BD- BG5 For typical slotted hole detail.) :
where
Am = AB + 40mm
Bm = AB + 10mm
Awp = Am + 26mm
Bwp = Bm + 26mm
Determine "Slotted Hole" details for masonry plate:

A m := AnchBlt + 40mm
A m = 64mm
A wp := A m + 26mm
A wp = 90mm
Bm := AnchBlt + 10mm
Bm = 34mm
Bwp := Bm + 26mm
Bwp = 60mm
Masonry Plate Dimensions referred to BM section 12

Length -
Lm := Ceil( Lbrg + 50mm) , 5mm
Lm = 400mm
EL :=
Et = 47mm
El Ceil 1.75 AnchBlt + 40mm , 5mm if bolts > 2

El
Lm
2
if bolts
El
EL = 200mm
EL.min := 1.75 AnchBlt + 40mm
Ez = 34mm

W mout = 645mm

W mIn := CeilW brg + 2 ( Ez + Et ) , 5mm
12D-10
W mIn = 615mm
January, 2008
The masonry plate width will be controlled by whether or not enough room is provided to fasten
the bolt (Note: Assume the anchor nut thickness is equal to the anchor bolt diameter.):
W m := Ceilif W mIn > W mout , W mIn , if Tt > 2 AnchBlt + 25mm , W mIn , W mout , 5mm
Tm := 25mm
Thickness - Masonry Plate is standard at
W m = 645mm
Final determination of total bearing height:

Hbearing= nhri + ( n- 1)hs + Tm +( T1 + T2) / 2
Hbearing := n h i + ( n 1) h s +
January, 2008
T1 + T2
2
+ Tm
Hbearing = 139mm
12D-11

Loading
DC1 + DC2 + DW = 351.4kN
LL = 333.6kN
TL = 685.027kN
S = 8.203
Elastomer Layers
n =5
h i = 12mm
Lbrg = 350mm
W brg = 450mm
h rt = 60mm
Areas
Compressive_Area := ( Lbrg 6mm) ( W brg 6mm)
====>
====>
Shear_Area = 157500mm
Masonry Plate
Tm = 25mm W m = 645mm
Lm = 400mm
Et = 47mm
EL = 200mm
Ez = 34mm
Anchor Bolts
AnchBlt = 24mm
bolts = 2

Weld Size =
Weld = 8 mm
Bolts = 4
Cap_Screws = 4
Washer Plate
A wp = 90mm
Bwp = 60mm
Sole Plate (it is the designer's responsibility to verify if T2 is up station of T1)

W s = 480mm
Ls = 380mm
T1 = 40mm
T2 = 45mm
Bearing Height
Hbearing = 139mm
CODE CHECKS
12D-12
"Shear Deformation Check"

"Minimum Compression Check"

Check =
"Stability Check"
"Service Limite State Check"
"Fatigue Limite State Check"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
"OKAY"
January, 2008
Appendix 12E
Design Example; Multi-Rotational Bearing Fixed (Type MR)
discretion. Enclosed information based on the 2007 AASHTO LRFD Bridge Design Specification. The designer is
Enter known data:

Bearing Data (See BD-BG5, R1)
Lspan := 129.54m
(Expansion Length)
LL := 50mm
(LL Deflection)
LLhl93 := 578.269kN
(HL93 Unfactored LL w/ impact)
Horizontal_Load := 338 kN
LLmin.hl93 := 0kN
(HL93 Minimum LL w/impact, including uplift)
A := 560 mm
DC1 := 971.047kN
(Unfactored DL)
B := 480mm
DC2 := 46.706kN

Section)
DW := 44.482kN

Section)
wbf := 600mm

at CL Bearing)
Fu_girder := 450MPa

Steel Only)
W out := 9559 mm
(Distance Between Fascia Beams)
Seismic := 0kN
(Maximum Horizontal Load from Seismic Analysis

- LRFD 14.8.3.2)
Vertical_Load := 1779 kN
OD := 435mm
D := 175mm
STABrg := 1520 m
Masonry:
f'c := 21MPa (Pedestal Concrete
28 Day Strength)
Fy := 345MPa

G1 := 5.9%
(Start Grade)
G2 := 0.199%
(End Grade)
Lvc := 886 m
(VC length)
STAPVI := 1469 m
January 2008
12E-1
Total Loading:
LLmin := LLmin.hl93
LLmin = 0
LL := LLhl93
Max. live load
LL = 578.269kN
TL = 1.641 10 kN
SDL := DC2 + DW
SDL = 91.188kN

with impact
Pstrength_I = 2.351 10 kN
3
Pstrength = 2.351 10 kN
LRFD 3.12.2.2.1 Temperature Range for Procedure A

specification requires that the Contractor reset the bearings to the neutral position prior to attaching
the bearings to the beams.
Top Plate Length
The (B) dimension in the bearing tables includes 25 mm for design movement and an additional 25 mm for
construction tolerance each way. The following calculation is only used for expansion bearings where the
calculated movement exceeds 25 mm of built in design movement.
NYSDOT BD-BG4-R1
12E-2
January, 2008
Length =>
Ls := Ceil[ [ 2 ( 0.5 B + 25mm) ] , 5mm]
Ls = 530.0mm
Width =>
W s := Ceil( if ( wbf > A , wbf + 50mm, A + 50mm) ) , 5mm
W s = 650.0mm

Assume the plate between the beam and the bearing is fully supported (i.e., no distortion allowed).The
only length free to bend is the length that is being loaded by the bearing and not supported by the beam.
b := 0.9
t min := 20mm
OH :=
Minimum thickness of Sole Plate 20 mm.
wbf A
t smin := OH
b Fy Ls W s
T1 := if ( tsmin < t min ) , t min , t smin
January, 2008
NYSDOT BD-BG5-R1
OH = 20mm
2
2 Pstrength
AISC FACTOR
AISC LRFD Equation
t smin = 4.193mm
T1 = 20mm
12E-3

r :=
STA PVC := STA PVI
G2 G1
8 1
r = 6.884 10
Lvc
Lvc
mm
STA PVC = 1026000mm
t% := GCL Ls
GCL = 2.499%
t% = 13.247mm
thickness change is greater than or equal to 3 mm. T2, below is the indicated bevel treatment:
T2 := if ( GCL 1 % t% 3mm, t% + T1 , T1)
T2 = 33.247mm

NYSDOT BD-BG4-R1
Top and bottom bearing plates shall be welded to the sole plate and masonry plate, respectively. The size of
weld shall not be less than 8 mm
Note: NYSDOT Bridge Manual 8.6.3 specifies 8 mm as the minimum fillet weld size for a base material
thickness greater than 40 mm However, an 8 mm fillet weld is the largest that can be deposited in a single
pass by manual process. Thus, in cases that an 8 mm fillet weld provides sufficient strength and the proper
preheat procedures are utilized (a requirement for all field welds) and 8 mm weld is to be used.
e2 := 0.8
Fexx := 480MPa
AWS E7018 weld type
W 1 := max8mm,
AWS A5.1
W 2 := max8mm,
(2 Ls) 0.707 (0.6 e2 Fexx)
W 1 = 8 mm
max10 %( Pstrength) , Seismic

( 2 B) 0.707 ( 0.27 420MPa )
W 2 = 8 ( mm)
High Strength Bolts

A bolt_sole :=
Diabolt_sole
12E-4
January, 2008
s := 0.8
When Threads are included in

the shear plane,

, 4
s Rn
Bolts := max
LRFD 6.13.2.7
LRFD 6.5.4.2
Bolts = 4.0
Optional Cap Screws (ASTM F835M):

2
Diascrew_sole
A screw_sole :=
s := 0.80

the shear plane,

, 4
s Rn
Cap_Screws := max
LRFD 6.13.2.7
LRFD 6.5.4.2
Cap_Screws = 4.0
AnchBlt := 24mm
(24 mm Minimum Diameter)
bolts := 4
A AnchBlt :=
AnchBlt
A AnchBlt = 452.389mm

s := 0.8

the shear plane,
AnchBlt_req :=

s Rn
Fu_AnchBlt = 825MPa
LRFD 6.13.2.7
LRFD 6.5.4.2
AnchBlt_req = 2.072
Anchor_bolt = 4
m := AnchBlt + 10mm
m = 34mm
January, 2008
12E-5
Determine "Slotted Hole" details for masonry plate:

A m = 64mm
A wp := A m + 26mm
A wp = 90mm
Bm = 34mm
Bwp := Bm + 26mm
Bwp = 60mm
Masonry Plate Dimensions

El = 82.00mm
Et = 47mm
Ez = 34mm

W mout = 815mm

W mIn := CeilOD + 2 ( Ez + Et ) , 5mm
W mIn = 600mm
The masonry plate width will be controlled by whether or not enough room is provided to fasten the bolt (Note:
Assume the anchor nut thickness is equal to the anchor bolt diameter.):
W m := Ceilif W mIn > W mout , W mIn , if D > 2 AnchBlt + 25mm , W mIn , W mout , 5mm
W m = 600mm
Length - Based on the greater of either the anchor bolt placement or 2in. plus the base plate (O.D.).
Lm := CeilmaxOD + 50mm, ( bolts + 1) El , 5mm
12E-6
Lm = 485mm
January, 2008
Thickness - Masonry Plate is standard at Tm := 20mm NYSDOT BD-BG5-R1

Tmin.mp := 20mm
OHm :=
W m OD
OHm = 82.5mm
2 Pstrength
b Fy W m Lm
Tmin.masonryplate := if OHm
< Tmin.mp , Tmin.mp , OHm
b Fy W m Lm
2 Pstrength
Tmin.masonryplate = 20mm

Assume 75 mm of cover on the front and back edges of the masonry plate to the edge of pedestal and
200 mm from the anchor bolts.
A pedestal := ( W m 2 Et + 2 200mm) ( Lm + 2 75mm)
A pedestal = 5.753 10 mm
A masonry := Lm W m
A masonry = 291000mm
Check resistance of concrete pedestal, Pn
A pedestal
A masonry
Pn := 0.85 f'c A masonry min 2 ,
c := 0.70
LRFD 5.5.4.2.1
Check1 := if TL c Pn , "OKAY" , "Pedestal Overstressed"
Check1 = "OKAY"
The minimum vertical loading is 20% of SDL and DL (LRFD 14.6.1) plus any LL uplift.
min := 20 % Vertical_Load
TDC := SDL + DC1 + if ( LLmin < 0 kN, LLmin , 0)
Check2 := if min TDC , "OKAY" , "FAILS"
January, 2008
Check2 = "OKAY"
12E-7

Capacity
Vertical_Load = 1779kN
Horizontal_Load = 338kN
Masonry Plate
Lm = 485mm
W m = 600mm
A m = 64mm
Bm = 34mm
* Tm = 20mm
Et = 47mm
El = 82mm
(minimum)
*The designer shall determine the masonry plate thickness.
Washer Plate
A wp = 90mm
Bwp = 60mm

W s = 650mm
Ls = 530mm
T1 = 20mm
T2 = 33mm
Bearing Height
D = 175mm
Anchor Bolts
bolts = 4
AnchBlt = 24mm

Weld Sizes:
W 1 = 8 mm
W 2 = 8 mm
Bolts = 4.0
Cap_Screws = 4
Additional Information
Check1 = "OKAY"
Check2 = "OKAY"
Ez = 34mm
12E-8
January, 2008
Appendix 12F
Design Example; Multi-Rotational Bearing Expansion (Type MR)
Steel beams and skews below 30 degrees. Modification to accommodate alternate bearing designs is at the user's
Enter known data:

Bearing Data (See BD-BG5, R1)
Lspan := 129.54m
(Expansion Length)
LL := 50mm
(LL Deflection)
LLhl93 := 578.269kN
(HL93 Unfactored LL w/ impact)
Horizontal_Load := 338 kN
LLmin.hl93 := 0kN
(HL93 Minimum LL w/impact, including uplift)
A := 560 mm
DC1 := 971.047kN
wbf := 600mm
(Unfactored DL)
Section)
Section)
(Bottom Flange Width at CL Bearing)
Fu_girder := 450MPa
(Girder Ultimate Tensile Strength, Steel Only)
W out := 9559 mm
(Distance Between Fascia Beams)
Seismic := 0kN
(Maximum Horizontal Load from Seismic Analysis -f'Lc R:=FD

21MPa
14.8.3.2)
DC2 := 46.706kN
DW := 44.482kN
Fy := 345MPa
Vertical_Load := 1779 kN
B := 480mm
OD := 435mm
D := 175mm
STABrg := 1520 m
Masonry:
(Pedestal Concrete
28 Day Strength)

G1 := 5.9%
(Start Grade)
G2 := 0.199%
(End Grade)
Lvc := 886 m
(VC length)
STAPVI := 1469 m
Thermal Conditions:
For steel girder bridges with concrete decks.

Thigh := 50C
Temperature range
LRFD 3.12.2.1-1
Tlow := 35C
6 1
:= 11.7 10
January 2008
Steel coefficient of thermal expansion
LRFD 6.4.1
12F-1
Total Loading:
LLmin := LLmin.hl93
LLmin = 0
LL := LLhl93
Max. live load
LL = 578.269kN
TL = 1.641 10 kN
SDL := DC2 + DW
SDL = 91.188kN

with impact
Pstrength_I = 2.351 10 kN
3
Pstrength = 2.351 10 kN
LRFD 3.12.2.2.1 Temperature Range for Procedure A

Expansion:
Texp := Thigh 20C
Contraction:
Tcont := 20C Tlow
s := if Tcont > Texp , Tcont Lspan , Texp Lspan
Texp = 30 C
Tcont = 55C
s = 83.4mm
Top Plate Length
The (B) dimension in the bearing tables includes 25 mm for design movement and an additional 25 mm for
construction tolerance each way. The following calculation is only used for expansion bearings where the
calculated movement exceeds 25 mm of built in design movement.
NYSDOT BD-BG4-R1
B := Ceilif s > 25mm, B + 2 s 25mm , B , 5mm
12F-2
B = 600.0mm
January, 2008
Bearing Design Example (Type MR - Fixed)
Determine Sole Plate Dimensions (rounds up to nearest 6 mm in interval)
Length =>
Ls := Ceil[ [ 2 ( 0.5 B + 25mm) ] , 5mm]
Ls = 650mm
Width =>
W s := Ceil( if ( wbf > A , wbf + 50mm, A + 50mm) ) , 5mm
W s = 650mm
January, 2008
12F-3

Assume the plate between the beam and the bearing is fully supported (i.e., no distortion allowed). The only length
free to bend is the length that is being loaded by the bearing and not supported by the beam.
b := 0.9
tmin := 20mm
OH :=
AISC FACTOR
Minimum thickness of Sole Plate 20 mm NYSDOT BD-BG5-R1
wbf A
tsmin := OH
OH = 20mm
2
2 Pstrength
tsmin = 3.786mm
AISC LRFD Equation
b Fy Ls W s
T1 := if ( tsmin < tmin ) , tmin , tsmin
T1 = 20mm

r :=
STA PVC := STA PVI
G2 G1
8 1
r = 6.884 10
Lvc
Lvc
mm
STA PVC = 1026000mm
2
t% := GCL Ls
GCL = 2.499%
t% = 16.246mm
thickness change is greater than or equal to 3 mm. T2 below is the indicated bevel treatment:
T2 := if ( GCL 1 % t% 3mm, t% + T1 , T1)
T2 = 36.246mm
"Guide Clearance" Check and Design (See note 7 on BD-BG4, R1)

6 1
Coefficient of Expansion for Concrete = c := 10.8 10
Guide_Clearance := if ( W out > 12m, "Non-Standard" , "Standard"
Gmin.gap := if W out > 12m,
12F-4
c max Texp , Tcont W out

2
, 3mm
Guide_Clearance = "Standard"
Gmin.gap = 3 mm
January, 2008

NYSDOT BD-BG4-R1
Top and bottom bearing plates shall be welded to the sole plate and masonry plate, respectively. The size of
weld shall not be less than 8 mm
Note: NYSDOT Bridge Manual S8.6.3 specifies 8 mm as the minimum fillet weld size for a base material
thickness greater than 40 mm However, an 8 mm fillet weld is the largest that can be deposited in a single
pass by manual process. Thus, in cases that an 8 mm fillet weld provides sufficient strength and the proper
preheat procedures are utilized (a requirement for all field welds) and 8 mm weld is to be used.
e2 := 0.8
Fexx := 480MPa
AWS E7018 weld type
W 1 := max8mm,
W 2 := max8mm,
AWS A5.1
(2 Ls) 0.707 (0.6 e2 Fexx)
W 1 = 8 mm
max10 %( Pstrength) , Seismic

( 2 B) 0.707 ( 0.27 420MPa )
W 2 = 8 mm
High Strength Bolts

A bolt_sole :=
Diabolt_sole
2
2
LRFD 6.13.2.7
s := 0.8

the shear plane,

, 4
s Rn
Bolts := max
Rn = 98.489kN
LRFD 6.5.4.2
Bolts = 4.0
Optional Cap Screws (ASTM F835M):

2
A screw_sole :=
Diascrew_sole
4
January, 2008
12F-5

s := 0.80

the shear plane

, 4
s Rn
Cap_Screws := max
LRFD 6.13.2.7
LRFD 6.5.4.2
Cap_Screws = 4.0
AnchBlt := 24mm
(24 mm Minimum Diameter)
bolts := 4
A AnchBlt :=
AnchBlt
A AnchBlt = 452.389mm

s := 0.8
AnchBlt_req :=

the shear plane,

s Rn
Fu_AnchBlt = 825MPa
LRFD 6.13.2.7
LRFD 6.5.4.2
AnchBlt_req = 2.072
Anchor_bolt = 4
Washer Plate Details (refer to BD- BD5-R1) :

where
Am = AB + 40mm
Bm = AB + 10mm
Awp = Am + 26mm
Bwp = Bm + 26mm
Determine "Slotted Hole" details for masonry plate: NYSDOT BD-BG5-BR1

A m = 64mm
A wp := A m + 26mm
A wp = 90mm
Bm = 34mm
Bwp := Bm + 26mm
Bwp = 60mm
12F-6
January, 2008
Masonry Plate Dimensions

El = 82mm
Et = 47mm
Ez = 34mm

W mout = 815mm

W mIn := CeilOD + 2 ( Ez + Et ) , 5mm
W mIn = 600mm
The masonry plate width will be controlled by whether or not enough room is provided to fasten the bolt
(Note: Assume the anchor nut thickness is equal to the anchor bolt diameter.):
W m := Ceilif W mIn > W mout , W mIn , if D > 2 AnchBlt + 25mm , W mIn , W mout , 5mm
W m = 600mm
Length - Based on the greater of either the anchor bolt placement or 50 mm. plus the base plate (O.D.).
Lm := maxOD + 50mm, ( bolts + 1) El
Lm = 485mm
Thickness of Masonry Plate

Thickness - Masonry Plate is standard at Tm := 20mm NYSDOT SBD-BG5-R1
Tmin.mp := 20mm
OHm :=
W m OD
2 Pstrength
b Fy W m Lm
Tmin.masonryplate := if OHm
January, 2008
OHm = 82.5mm
< Tmin.mp , Tmin.mp , OHm
b Fy W m Lm
2 Pstrength
Tmin.masonryplate = 20mm
12F-7

Assume 75 mm of cover on the front and back edges of the masonry plate to the edge of pedestal and
200 mm from the anchor bolts.
A pedestal := ( W m 2 Et + 2 200mm) ( Lm + 2 75mm)
A pedestal = 5.753 10 mm
A masonry := Lm W m
A masonry = 291000mm
Check resistance of concrete pedestal, Pn
A pedestal
A masonry
Pn := 0.85 f'c A masonry min 2 ,
c := 0.70
LRFD 5.5.4.2.1
Check1 := if TL c Pn , "OKAY" , "Pedestal Overstressed"
Check1 = "OKAY"
The minimum vertical loading is 20% of SDL and DC1 (LRFD 14.6.1) plus any LL uplift.
min := 20 % Vertical_Load
TDC := SDL + DC1 + if ( LLmin < 0 kN, LLmin , 0)
Check2 := if min TDC , "OKAY" , "FAILS"
12F-8
TDC = 1062kN
Check2 = "OKAY"
January, 2008

Capacity
Vertical_Load = 1779kN
Horizontal_Load = 338kN
One Way Longitudinal Movement = s + 25mm = 108.359mm

Guide_Clearance = "Standard"
at a value of
Gmin.gap = 3 mm
Masonry Plate
Lm = 485mm
W m = 600mm
A m = 64mm
Bm = 34mm
* Tmin.masonryplate = 20mm
Et = 47mm
El = 82mm
*The designer shall determine the masonry plate thickness.
Washer Plate
A wp = 90mm
Bwp = 60mm

W s = 650mm
Ls = 650mm
T1 = 20mm
T2 = 36mm
Bearing Height
D = 175mm
Anchor Bolts
bolts = 4
AnchBlt = 24mm

Weld Sizes = W 1 = 8 mm
W 2 = 8 mm
Bolts = 4.0
Cap_Screws = 4
Additional Information
Check1 = "OKAY"
Check2 = "OKAY"
Ez = 34mm
January, 2008
12F-9
(minimum)
Section 13
Approach Details
13.1
Approach Slabs
13.1.1
Purpose
Approach slabs provide a smooth transition between the bridge deck and the highway
approach. The approach slab helps to reduce the "bump" that can be created when the
approach fill settles at the end of the structure.
New York State DOT requires approach slabs to be used on all State-owned bridges. On local
bridges the owner is given the option of requesting approach slabs. This resulted from a request
by many local authorities to reduce the cost of new bridge projects. Local bridges usually have
low volumes of high speed truck traffic, therefore, the need for approach slabs is reduced.
Unless specifically requested otherwise, approach slabs are not required on local bridge
projects unless the type of structure used demands them, such as integral or jointless.
13.1.2
Length Determination
Approach slab length is determined by taking 1.5 times the height of the abutment, measured
from the bottom of footing to top of pavement, and dividing it by the cosine of the skew angle of
the abutment. This length is taken along the station line and then rounded to the next higher
meter. The maximum approach slab length is limited to 8 m, while the minimum length is 3 m.
13.1.3
Width Determination
The width of approach slabs used with conventional abutments and joint systems shall be from
the edge of travel lane to edge of travel lane plus 300 mm on each side. However, if the bridge
is on a superelevated roadway where the crown line is at the edge of the travel lane, the
approach slab should not extend the 300 mm beyond the crown line. When the highway
approach has curbs, the approach slab shall be placed from curb to curb.
In the case of abutments with U-wingwalls, where the shoulder width is less than 1.5 m, carry
the approach slab to the face of the U-wingwall due to difficult placement and compaction of
shoulder material in the narrow space. A 25-mm gap filled with two sheets of an appropriate
bond breaker shall be placed between the approach slab and the face of the U-wingwall to allow
the approach slab to move vertically. Past experience shows that a single sheet of bond breaker
material is insufficient. Where the shoulder width is greater than 1.5 m, carry the approach slabs
from edge of travel lane to edge of travel lane plus 300 mm on each side.
April, 2006
13-1
Approach slab details for integral and jointless abutments with flared or in-line wingwalls, are
shown on the current BD sheets. Approach slabs shall extend under any sidewalk on integral
and jointless abutments.
U-wingwalls are undesirable on integral abutments and at the expansion end of jointless
abutments. If they are used, the minimum gap between the approach slab and the U-wingwall
shall be 50 mm and filled with joint filler and bond breaker. Past experience has shown that
binding has occurred with smaller gaps damaging both the wall and slab. See Section 5.2 for
additional criteria for jointless decks.
13.1.4
Skewed Approach Slabs
For conventional abutments with skews of 30 or less, the end of the approach slab shall be
parallel to the skew. For skews greater than 30, the end of the approach slab should be
squared off, and the length of the approach slab is measured along the shorter side at the edge
of travel lane.
In cases of wide bridges with large skews, the length of the long edge of the approach becomes
excessive. In these cases the end of the approach slab shall be parallel to the skew.
For integral and jointless abutments the end of the slab shall be parallel to the skew for all skew
angles.
On curved structures the end of the approach slabs are typically placed radially. To simplify
construction, the sides of the approach slabs should be on a chord, rather than on the curve.
If the strict interpretation of the above criteria creates excessively wide or long approach slabs,
consideration shall be given to alternative details.
13.1.5
End of Approach Slab Details
When an approach slab meets a concrete approach pavement, a pressure relief joint/sleeper
slab is required. When an approach slab with a conventional abutment meets a flexible highway
approach pavement, a pressure relief joint/sleeper slab is not required.
For span length requirements and details of sleeper slabs see the BD-SA sheets.
Pressure relief joint and sleeper slab lengths are in addition to the approach slab length
calculated in Section 13.1.2.
13-2
January, 2008
Approach Details
13.2
Approach Drainage Details
13.2.1
Purpose
Large volumes of water running along the highway approach pavement can result in
unacceptable spread of water on bridge superstructures. If the spread encroaches into the
travel lane, it can cause dangerous hydroplaning. It is important to redirect water that runs along
the highway approach pavement away from the structure and into a controlled channel to
prevent erosion. Also, it is important that water that collects on the bridge be redirected into a
controlled channel for erosion control. Proper handling of approach drainage will reduce or
eliminate the need for scuppers on the bridge. See Section 5.4 for design criteria for bridge
deck drainage.
13.2.2
Superstructures With Curbs or Barriers
On the upgrade end of bridges where curbs are used on the approaches a catch basin (CB)
located in front of the curb should be provided. It should be located approximately 3 m from the
end of the bridge wingwall or reinforced concrete approach slab, whichever is farther from the
bridge, to collect the highway drainage before it reaches the bridge. Stone curb shall be used
between this point and the bridge.
At the ends of all curbed bridges where curbs are not used on the approaches, a stone curb
transition section shall be installed as indicated on the appropriate BD sheet. Stone lined gutters
shall be provided where required to carry the drainage down the slope of the embankment.
13.2.3
Superstructures Without Curbs or Barriers
No special drainage details are required on the structure or highway approach sections.
January, 2008
13-3
Section 14
14.1
Overview
The responsibility of the bridge plan reviewer is to ensure that all of the information required to
construct the subject structure is included in the bridge plans. In order to do this job quickly and
efficiently, it is important that information be presented in the same manner and in the same
location within each set of bridge plans. Therefore, it is imperative that all bridge plans follow the
same basic detailing standards and organization.
14.2
Project Work File Initiation
A project shall begin with the creation of a work file. In this file (PIN#(a-z)l_wk3.dgn) the initial
layout and drafting of structural elements shall be done. For a detailed list of all elements
required for Preliminary Plans, see Chapter 3 (Appendix 3F) of this manual. After the Structures
preliminary approval process a new work file shall be created (PIN#(a-z)b_wk3.dgn) for final
design. These files may consist of, but are not limited to:
C
C
C
C
C
C
C
Three Dimensional Abutments

Three Dimensional Piers
Three Dimensional Earthwork sheets
Framing Plan
Superstructure Slab
Approach Slabs
Railing Layout
These bridge components shall be drawn in the work file in their coordinated location using the
State Plane Coordinate System. These files should then be referenced to create the final bridge
plans.
14.3
Detailing Standards
14.3.1
CADD Standards and Procedure Manual
The CADD Standards and Procedure Manual should be considered a companion document to
this chapter. Plans shall be prepared consistent with the CADD Standards and Procedure
Manual and Appendix 14 of the Project Development Manual to ensure a quality product,
legibility and standard electronic data. Plans shall be prepared to ensure legibility of ledger size
copies provided to reviewers during the project development process and to potential bidders at
the time of plan sales.
January 2008
14-1
14.3.2
Bridge Detail (BD) Sheets
Bridge Detail (BD) Sheets are provided to assist in bridge plan standardization. These sheets
serve as a guide in the preparation of the contract plans and may be accessed in CADD format
through Projectwise or in PDF format through the DOT website.
14.3.3
Title Blocks
Care should be taken to ensure consistency in the TITLE BLOCKS of all sheets within a set of
plans, including multiple bridge projects. Most Title Block information is filled out using the Plan
Sheet and/or Project Attributes in Projectwise. For detailed descriptions of these attributes refer
to Table 9-4 (Plan Sheet) and Table 9-5 (Project) in Chapter 9 of the CADD Standards and
Procedure Manual.
The bridge label featured in the LOWER TITLE BLOCK should be shown like this (format may be
varied because of space constraints):
FEATURE CARRIED
OVER
FEATURE CROSSED
14.3.4
Scales and Scale Bars
Refer to Chapter 5 of the CADD Standards and Procedure Manual for a discussion of scales.
Scale bars shall be provided for larger scale drawings that are site oriented such as the General
Plan and Elevation, General Subsurface Profile and earthwork and embankment plans. Scale
bars shall not be shown on roadway profiles.
All details that are drawn proportionally shall be fully dimensioned and shall not display a
numeric scale or scale bar. Any drawings intentionally drawn not to scale shall be labeled NOT
TO SCALE and shall be fully dimensioned. The following note shall be included on the General
Notes sheet:
Details on the drawings labeled as not to scale are intentionally drawn not to scale for visual
clarity. All other details for which no scale is shown are drawn proportionally and are fully
dimensioned.
14-2
April, 2006
The following are suggested scales (based on full D-sized sheets) to be used by detailers in the
preparation of contract plans:
Preliminary Plan
Abutments
Plan and Elevation
Reinforcement
Piers
Plan and Elevation
Reinforcement
Transverse Section
Railings
Bearings
Superstructure Slab
Excavation
Plans
Sections
Approach Slabs
Steel Framing Plan
Girder Elevations
Joints
14.3.5
1:250
1:25 (Ideal) No smaller than 1:40
1:25
1:10
1:10
1:75, 1:100
1:25, 1:40
1:75, 1:100
1:50, 1:75
1:40
1:75, 1:100
Not to scale
Not to scale
Dimension and Table Value Rounding
The following is presented as a guideline to rounding dimensions and table values on the
contract plans:
Concrete
Steel
Reinforcement Length
Stations
Elevations
Camber Table
Haunch Table
Design Load Table
Moment Table
Shear Table
April, 2006
Nearest 5 mm
Nearest 1 mm
Nearest 10 mm
Nearest 5 mm
Nearest 5 mm
Nearest 1 mm
Nearest 5 mm
Nearest .01 kN/M
Nearest 1 kN-M
Nearest 1 kN
14-3
14.4
Bridge Plan Organization
Bridge plans drawings are to be numbered ST-1, ST-2, ST-3, etc. If there is more than one
structure in a contract, use ST1-1, ST1-2; ST2-1, ST2-2; ST3-1, ST3-2, etc. The bridge plans
shall, as closely as possible, follow the order and content specified below. As a guide to the
reviewer, a specific checklist has been provided in Appendix 14A.
General Plan and Elevation
General Sections and Roadway Profile
Estimate of Quantities and Notes
Boring Location and General Subsurface Profile
Excavation and Embankment Details
Beginning Abutment Plan and Elevation
Beginning Abutment Pile Layout and Footing Reinforcement Plan
Beginning Abutment Reinforcement Plans
Beginning Abutment Sections and Details
Pier 1 Plan, Elevation and Sections
Pier 1 Pile Layout and Footing Reinforcement Plan
Pier 1 Reinforcement Plans, Sections, and Details
(Subsequent upstation piers shall be numbered sequentially and shall follow the same sheet
order as the first pier.)
Ending Abutment Plan and Elevation
Ending Abutment Pile Layout and Footing Reinforcement Plan
Ending Abutment Reinforcement Plans
Ending Abutment Sections and Details
Steel Superstructures:
Transverse Section
Framing Plan
Girder Elevation and Sections
Camber, Haunch, Moment and Shear and Load Tables
Miscellaneous Steel Details
Prestressed Concrete Bulb Tee and I-Beams:
Transverse Section
Framing Details
Girder Elevation and Sections
Beam Details and Tables
Miscellaneous Prestress Bulb Tees and I-Beam Details
14-4
April, 2006
Prestressed Concrete Box Beams and Slab Units:

Transverse Section
Beam Layout
Beam Details and Design Load Table
Miscellaneous Concrete Details
Superstructure Reinforcement Plan
Approach Slab Reinforcement
Railing Layout
Bearing Details
Joint System Plan and Sections
Miscellaneous Details
Railing / Barrier/Screening Details
Structural Slab Optional Forming Systems
Bar Bending Diagrams
Bar List(s)
GENERAL PLAN AND ELEVATION
This drawing shall include a general overview of the entire structure in plan and elevation. The
sheet shall include a LOAD RATING TABLE for the structure. If possible, an index of all sheets
included in the bridge plans should be placed on this sheet. If the index does not fit on this
sheet, it should be placed on the next sheet with space available. If the structure is over a
stream, a HYDRAULICS DATA TABLE is required. If the structure contains a curved alignment, a
HORIZONTAL CURVE DATA TABLE is required.
GENERAL SECTIONS AND ROADWAY PROFILE
This drawing shall include the TGL PROFILE of the project roadway. This drawing also includes a
TYPICAL BRIDGE SECTION that shows the superstructure type, cross-slopes and land and
shoulder width, typical sections at approach to the structure, and any additional profiles which
may affect the project. The typical highway section shown on the preliminary bridge plan may
be removed. Any details that do not fit on the GENERAL PLAN AND ELEVATION may be shown here.
For varying cross-slopes a BANKING TRANSITION DIAGRAM shall be shown.
ESTIMATE OF QUANTITIES AND NOTES
This drawing shall include the ESTIMATE OF QUANTITIES table. This table shall include an item
number, a description of that item, the units of measurement, the engineer's estimate and a
space for the actual quantity used in the field to be filled in by the EIC. It is not necessary to list
all the pay items contained in the bridge fiscal share in this table. Overhead items such as
mobilization, survey and stakeout, Maintenance and Protection of Traffic, construction signs,
etc. do not need to be included. This drawing shall include all standard notes that pertain to the
bridge in general. To eliminate confusion in the field, these standard notes must be checked to
insure that they pertain to the specific structure.
April, 2006
14-5
BORING LOCATION PLAN AND GENERAL SUBSURFACE PROFILE

This drawing shows the location of the boring holes and the GENERAL SUBSURFACE PROFILE
ELEVATION with sections at the borings and is provided by the Geotechnical Engineering Bureau.
EXCAVATION AND EMBANKMENT DETAILS
This drawing shows the limits for all earthwork items in plan and elevation. Include all sections
necessary to clarify complicated or overlapping payable earthwork item limits. A separate sheet
may be necessary to include all of these details.
ABUTMENT PLAN AND ELEVATION
This drawing shall show the plan and elevation of the abutment along with any notes required
from the Foundation Design Report (FDR). A CONCRETE TABLE of estimated concrete volumes,
broken down by placements, shall be shown here.
ABUTMENT PILE LAYOUT AND FOOTING REINFORCEMENT PLAN
If the abutment has a pile foundation, this drawing shall include a PILE LAYOUT showing the
spacing and batter requirements of the piles. Along with any notes required from the FDR. This
drawing shall also include a FOOTING REINFORCEMENT PLAN showing all reinforcement size and
spacing. Bridges on spread footings do not need this sheet.
ABUTMENT REINFORCEMENT PLANS
If the abutment has a pile foundation, this drawing shall include a STEM REINFORCEMENT PLAN, a
BACKWALL REINFORCEMENT PLAN and, in the case of bridges with expansion joints, a HEADER
REINFORCEMENT PLAN. Bridges on spread footings shall include the FOOTING REINFORCEMENT
PLAN on this sheet.
ABUTMENT SECTIONS AND DETAILS
This drawing shall include enough sections through the abutment and wingwalls to clearly
define where the reinforcement is located. This drawing could also include the PEDESTAL PLAN,
PEDESTAL ELEVATION, ANCHOR BOLT LAYOUT and PEDESTAL HOOP TABLE. The WINGWALL
ELEVATION details could be shown here, or on any previous abutment sheet with room. For
overly long or tall wingwalls, a separate sheet may be necessary to detail them completely.
PIER PLAN AND ELEVATION
If the bridge contains a pier, this drawing shall show the plan and elevation of the pier at as
large a scale as possible, along with any notes required in the FDR. A section through the pier
is usually shown on this sheet to show the general reinforcement in the pier. A CONCRETE TABLE
of estimated concrete volumes, broken down by placements, shall be shown here.
14-6
April, 2006
PIER PILE LAYOUT AND FOOTING REINFORCEMENT PLAN

If the pier has a pile foundation, this drawing shall include a PILE LAYOUT showing the spacing
and batter requirements of the piles along with any notes required in the FDR. This drawing
shall also include a FOOTING REINFORCEMENT PLAN showing all reinforcement size and spacing.
Piers on spread footings do not need this sheet.
PIER REINFORCEMENT PLANS, SECTIONS, AND DETAILS
If the pier is on a spread footing, this drawing shall include a FOOTING REINFORCEMENT PLAN.
Plinth and crash wall details, if required, should be shown here. This drawing should include
sections through the columns and capbeam at enough locations to clearly define where the
reinforcement is located. This drawing could also include the PEDESTAL PLAN, PEDESTAL
ELEVATION, ANCHOR BOLT LAYOUT and PEDESTAL HOOP TABLE.
TRANSVERSE SECTION
This drawing shall include the TRANSVERSE SECTION which includes details of the types of
diaphragms used, superstructure reinforcement, transverse limits of sawcut grooving and the
structural slab. A FASCIA DETAIL showing the interaction between the fascia reinforcement and
the railing or barrier anchorage should be shown.
Any details required to clarify the diaphragms, lateral bracing or connection details should be
shown on this sheet.
FRAMING PLAN
This drawing shall show the centerline of bearings station, centerline of each beam, the beam
azimuths, the location and spacing of each type of diaphragm and, if required, lateral bracing.
GIRDER ELEVATION AND SECTIONS
For steel superstructures, the GIRDER ELEVATION shall include beam size or plate size call outs,
shear stud connectors, bearing stiffeners and connection plate details. This drawing shall also
include GIRDER SECTIONS through the beam showing all of the connected plates and their
connection details.
For prestressed I-beam superstructures, this sheet shall include the BEAM SECTION showing the
cross sectional dimensions of the beam, prestress strand layout, PLAN VIEW showing the span
lengths, overhang of the beam over the centerline of bearings and an overall length dimension.
Also shown is a BEAM ELEVATION showing placement of reinforcement and an I-BEAM
REINFORCEMENT TABLE.
CAMBER, HAUNCH, MOMENT AND SHEAR AND DESIGN LOAD TABLES
For steel and prestressed I-beam superstructures, this drawing should include the CAMBER
TABLE, HAUNCH TABLE, MOMENT AND SHEAR TABLE and the DESIGN LOAD TABLE. A separate sheet
may be necessary to include all of these tables.
April, 2006
14-7
MISCELLANEOUS STEEL/PRESTRESS I-BEAM DETAILS

This drawing should include any standard detail that pertains to the superstructure chosen. For
steel beams these may include, but are not limited to, the following: SAFETY HANDRAIL, DRIP BAR
DETAIL, DRIP GROOVE DETAIL, GIRDER HAUNCH DETAIL, FLANGE THICKNESS TAPER, STUD SHEAR
CONNECTOR DETAIL and FLANGE WIDTH TAPER AT ABUTMENTS. For prestressed I-beams these
may include, but are not limited to the following: ANCHOR DOWEL DETAIL and PRECAST DIAPHRAGM
FORMS.
BEAM LAYOUT (Prestressed box beams and slab units only)
This drawing shall show the centerline of bearings, beam numbers and their layout, the beam
azimuths, transverse tendon location, the location and spacing of the diaphragms.
BEAM DETAILS AND DESIGN LOAD TABLE (Prestressed box beams and slab units only)
This drawing should include a BEAM PLAN showing the voids, diaphragms and transverse tendon
location. A BEAM REINFORCEMENT PLAN shows the plan of the reinforcement in the beam. A BEAM
REINFORCEMENT ELEVATION shows the side view of the reinforcement in the beam. A table
showing the bar types and size used in the beam should be shown here. Sections through the
beam should be shown at enough locations to properly show the reinforcement and voids in the
beam. A DESIGN LOAD TABLE shall be shown here.
MISCELLANEOUS CONCRETE DETAILS (Prestressed box beams and slab units only)
This drawing should include any standard detail that pertains to the superstructure chosen.
These may include, but are not limited to, the following: TRANSVERSE TENDON SECTION AND
ELEVATION, SLAB UNIT SHEAR KEY DETAIL, DRIP GROOVE DETAIL, DAP DETAIL, BLANKETING STRANDS
DETAIL, and BARRIER BAR LOCATION PLAN AND SECTION.
SUPERSTRUCTURE REINFORCEMENT PLAN
This drawing shall include the SLAB REINFORCEMENT PLAN and, in the case of continuous
superstructures, the appropriate CONTINUOUS DECK SLAB PLACEMENT DETAIL showing the
sequence and lengths of concrete placements for the deck. A CONCRETE TABLE should also be
included that shows the estimated square footage of the deck slab and sawcut grooving.
APPROACH SLAB
This drawing shall include the APPROACH SLAB REINFORCEMENT PLAN. A CONCRETE TABLE that
gives the estimated square area (sq. m) of the approach slabs and sawcut grooving should also
be shown. Slab details shall be labeled BEGINNING APPROACH SLAB or END APPROACH SLAB.
RAILING LAYOUT
The RAILING LAYOUT PLAN shall be shown here or on any previous sheet with room.
14-8
April, 2006
BEARINGS
This drawing should include all of the details required for the bearing manufacturer to produce
acceptable bearings to be used on the project. If the bearings consist of plain rubber pads or
elastomeric bearings without masonry plates, as used with prestressed box beams and slab
units, then they can be detailed on the MISCELLANEOUS CONCRETE DETAILS SHEET.
JOINT SYSTEM
This drawing should show all of the details required for the joint manufacturer to produce an
acceptable expansion joint to be used on the project.
MISCELLANEOUS DETAILS
This drawing should include any standard detail that applies to the project that have not
previously been included in the contract plans. These details may include, but are not limited to,
the following: SAFETY HANDRAIL, DRIP BAR DETAIL, DRIP GROOVE DETAIL, WATERSTOP DETAIL and
KEYWAY DETAIL.
RAILING / BARRIER DETAILS
This drawing shall include enough detail so that the contractor for the project can install the
railing/barrier. These details are usually standard sheets but may include details that require
modification by the designer.
STRUCTURAL SLAB OPTIONAL FORMING SYSTEMS
This drawing provides the contractor with the option of using a precast forming system instead
of removable or permanent corrugated metal forms. This drawing is not used if isotropic deck
slab reinforcement is used.
BAR BENDING DIAGRAMS
This drawing depicts all standard bar bending shapes.
BAR LIST(S)
These drawings show the number, size, shape and mass of the reinforcing bars used in the
project.
April, 2006
14-9
14.5
Amendment and Field Change Sheets
Occasionally after the Contract Plans have been prepared, it is necessary to supersede or
supplement the information given on a particular sheet. Amendment or Field Change sheets are
required when a major change in the contract dictates that an original contract sheet be
significantly altered or an additional sheet must be added.
Amendment sheets are required when changes occur after the PS&E date and before the
Letting. At this phase a new work file shall be created (PIN#(a-z)m_wk3.dgn) and any design
changes made in this file. Amendment sheets should then be referenced to the new work file.
Subsequently, these sheets should be incorporated into the Contract prior to the Letting by an
amendment to the Contract.
Field Change sheets are required when changes occur after the Letting. Field Change sheets
are prepared by the designer, field staff, or the Contractors engineer and are submitted for
approval along with the reason for the changes.
Information and requirements for Amendment sheets are found in Section 21 of the Highway
Design Manual. Information and requirements for Field Change Sheets are found in the Manual
of Uniform Record Keeping (MURK), Section 109-05.
14.6
Quality Assurance and Electronic Data Transfer
Throughout the structure design and prior to PS&E submittal, it is the responsibility of the
Project Engineer/Squad Boss to ensure that all electronic data correspond to the printed plans
and meet the standards set in this manual as well as the CADD Standards and Procedure
Manual. Subsequent to this review, access to all electronic data associated with a project shall
be provided to the Regional Construction Group. Refer to Chapter 2 of the CADD Standards
and Procedure Manual.
14-10
April, 2006
Appendix 14A
The following is a checklist of items that are, at a minimum, to be shown on the contract
plans for new structures, if applicable. Special situations may require details in addition to
those listed. It is the responsibility of the designer to provide the details that will allow the
contractor to complete the project as intended. Superstructure replacement projects should
use this checklist, which may need to be modified on a specific project basis.
GENERAL PLAN AND ELEVATION
PLAN
Oriented with over road upstation to the right and centerline at horizontal, if possible
North arrow
Baseline
Station line and Horizontal Control Line (HCL) with azimuths of tangents
PC, PT, TS, ST, SC and CS for station lines on curved alignment within the scope of
the plan
Table of horizontal curve data if necessary
Location of the Theoretical Grade Line (TGL)
Equality stations for intersection of over road and under road, stream or tracks below
Existing substructure and superstructure from existing plans or field survey
Traffic direction on track or highway (i.e., to Syracuse )
Skew angle structure makes with station line for tangent structures; azimuth of
substructures for curved alignments
Centerline of bearing stations and azimuths
Centerline of pier station(s) and azimuths
Location of point of minimum vertical clearance
Actual minimum horizontal clearances
Span lengths and out-to-out bridge width
Lane, shoulder and mall widths for approaches
Limits and type of slope protection
Approach drainage details (gutters/catch basins)
Location of utilities on and off the structure
Location of lighting appurtenance
Sign location if supported on structure
Guide rail/traffic barrier/screening location and type
Section marks for Elevation View
Temporary detour details (if in vicinity of structure) including centerline of alignment
and width
Direction of river/stream flow
Stations of stone filling parallel to stream and roadway
January, 2008
14A-1
Bridge begins and ends stations

Length of reinforced concrete approach slab
Approach pavement begins and ends stations
Scupper location and type
Limits of all toe of slopes
Berm location and width
Wingwall angles
Proposed and existing ROW lines
ELEVATION
Approximate existing ground line

Datum elevation line
Slopes of embankments and type of slope protection
Bottom of footing elevations on spread on earth or pile footings
Top of footing elevations and minimum depth of footing if founded on rock
Aesthetic treatments
Guide rail/traffic barrier/screening
Existing and/or proposed utilities
Section under roadway
, station line, HCL, TGL and point of rotation of under roadway
Cross slopes of under roadway
Actual minimum horizontal clearance
Actual minimum vertical clearance over travel lane, usable shoulder, or railroad track
Type and thickness of slope protection
Berm location and width
Stream section; bottom angle width and elevations or reconstruction section
Design High Water (DHW) elevation at structure
Actual minimum freeboard over DHW
Navigation lights
Track dimensions if railroad is involved
Label expansion and fixed bearings at piers and abutments
Pile type and location
Finished ground line
MISCELLANEOUS
14A-2
Load Rating Table (LRFR and LFD or ASD)

Hydraulic Data Table
Curve Data Table
Electrical Safety Note
Temporary Structure Design Live Load Note
January, 2008
GENERAL SECTIONS AND ROADWAY PROFILE

BRIDGE SECTION
Oriented looking upstation

Widths and cross slopes of pavement
Width and cross slope of sidewalk
Median width
station line, HCL, TGL and point of rotation
Slab thickness, wearing surface type and thickness
Railing/barrier/screening
Curb type
If steel composite superstructure, show steel studs
If steel superstructure, show girders and spacing
If prestress superstructure, show box beams, slab units, bulb tees or I-beams
If steel or prestress I-beam superstructure, dimension from centerline of fascia
stringer to edge of slab
If prestress box beam or slab unit superstructure, dimension from edge of fascia
beam to edge of wearing surface.
Utilities
Configuration of top of pier
APPROACH SECTIONS
Pavement, curb, sidewalk and shoulder widths

Cross slopes
Transitions (If required)
Median widths and railing/barrier
Transition guide rail and dimensions
, station line, HCL, TGL and point of rotation
Appropriate ditch details
Embankment and/or cut slopes
U-walls
STAGE CONSTRUCTION SECTION
Existing and proposed sections for each stage

Identify removal (dashed) and new construction
Temporary (dashed) and permanent railing or barriers
Temporary lane widths, sidewalks and shoulders/offsets
Cross slopes may be omitted due to space constraints
Closure pour location and width
Horizontal relationship of cut and build lines to or HCL
Vertical relationship between existing and proposed must be shown accurately
Stage Construction Notes that describe the work done during each stage
April, 2006
14A-3
Curb type and height

or HCL, station line, TGL, and point of rotation
Any required temporary support
A Staging Plan View may be needed to convey staging strategy
LONGITUDINAL SECTION FOR CULVERTS/THREE SIDED STRUCTURES
, station line, HCL, TGL and point of rotation

Curb types, guide rail and dimensions
Widths and cross slopes of pavement and sidewalk
Pavement and shoulder types
Earth cover
Waterproof membrane details
Stationing of culvert
Slope of invert and top of culvert
Clear height of culvert
Direction of flow
Utilities
Cutoff wall
Invert and headwall elevations
Apron type, depth and length
Foundation details
Additional requirements may be found in Section 19.6.1 of the Highway Design
Manual
PROFILES
PVI station, elevation, middle ordinate and sight distance

Show grade lines and percentage grade
Length of vertical curves
Station ordinate line
Show ordinate for centerline of improvement and intersecting station
Banking diagram (expanded diagram if significant variance in cross slopes)
EXPANDED BANKING DIAGRAM
14A-4
See Figure 2.12

Stations should increase from bottom to top
Show lanes and shoulders
Stations at normal crown, high side level, reverse crown and full bank
Stations at bearings and end of approach slabs
or HCL, TGL and point of rotation
April, 2006
ESTIMATE OF QUANTITIES AND NOTES
Index of contract plans

Estimate of quantities table
Item number
Description of item
Units of measurement
Engineers estimate
Space for actual quantity
Applicable general notes
Applicable substructure notes
Applicable superstructure notes
Prestressed concrete notes
Conservation notes
Foundation notes
Special requirement notes
Railroad maintenance notes
Construction procedure for unusual conditions
Notes for removing existing substructure and superstructure
Maintenance table or description of maintenance responsibility (Important on EGC
and RR Law projects)
April, 2006
14A-5
EXCAVATION AND EMBANKMENT DETAILS
Legend of earthwork symbols used on the drawing

Embankment notes
PLAN
North arrow
Centerline bearing stations
Centerline pier station(s) (If required)
Station line
Outline of new and existing substructures
Limits of removal items
Limits of earthwork items
Limits of cofferdams (if required)
Limits of sheeting (if required) showing embedment depth
Location of underground utilities
ELEVATION
14A-6
Outline of new and existing abutments

Bottom of footing elevations, or if spread footings on rock, top of footing elevations
Limits of removal items
Limits of earthwork items
Any sections required to clarify any complicated or overlapping removal or earthwork
limits
Detail of underdrain filter shown on this sheet
January, 2008
ABUTMENT PLAN AND ELEVATION
Concrete Table of placement numbers and volume estimates

Allowable soil bearing pressure for spread footings
PLAN
North arrow
Plan outline of the abutment and wingwalls
Station line
Tangent azimuth of station line at the centerline of bearings
Centerline of bearing station, and Bridge Begins or Ends station
Azimuth of centerline of bearings
Skew angle
Azimuth of stringers or angle stringers make with centerline of bearings
Center to center spacing of the centerline of the beams measured perpendicular to
the beam azimuth
Center to center spacing of the centerline of the beams measured along the
centerline of bearings azimuth and tied to a working line
Girders numbered
Pedestal widths and anchor bolt layout
Waterstops labeled
Keyway between wingwalls and abutment stem
All dimensions and angles required to construct the abutment and wingwalls tied to
the centerline of bearings and station line
Expansion, construction or contraction joints labeled and tied down to working line
Anchor bolt location, description, dimensions, size and length of embedment
High point on backwall dimension tied to working line
Wash requirements of bridgeseat
ELEVATION
Pours labeled
Weep holes (if required)
Sleeve openings for utilities (if required)
High point on backwall elevation
All elevations required to construct the abutment and wingwalls
Wash requirements of bridgeseat
April, 2006
14A-7
ABUTMENT PILE LAYOUT AND FOOTING REINFORCEMENT PLAN
North arrow
Any notes required from the FDR
PILE LAYOUT
Outline of footing plan

Station of intersection of the centerline of bearings and station line
Tie the pile spacing to the intersection of the centerline of bearings and station line
Show pile batter and location of battered piles
Splice detail
Reinforced tip for steel piles detail
Reinforcement details for concrete piles
Allowable load on piles
Estimated pile length
Pile cut off elevation
Number all piles and include table for actual driven length
FOOTING REINFORCEMENT PLAN
14A-8
Outline of footing
All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid
stainless steel (S)) of all bars totally contained in or originating in the footing
Cover to exposed faces
Laps to other bars
Indicate if a bar is lapped to a bar with a different bar mark
Spacing of reinforcement tied down to an exposed face
Seismic reinforcement details
April, 2006
ABUTMENT REINFORCEMENT PLANS

STEM REINFORCEMENT PLAN
Outline of stem
stainless steel (S)) of all bars totally contained in the stem except bars extending into
the pedestal
Lap lengths to other bars
Indicate if a bar is lapped to another bar with a different bar mark
#25 bars @ 150 mm or 200 mm at top of bridge seat
BACKWALL AND WINGWALL REINFORCEMENT PLAN
Outline of backwall and wingwalls

stainless steel (S)) of all bars totally contained in or originating in the backwall and
wingwall
Header blockout for bridges with joint systems (if required)
Approach slab blockout for bridges with jointless details (if required)
HEADER REINFORCEMENT PLAN
Outline of header
stainless steel (S)) of all bars totally contained in the header
April, 2006
14A-9
ABUTMENT SECTIONS AND DETAILS

DETAILS SHEET
Outline of abutment at section

Pour numbers
stainless steel (S))
Bottom and top of footing elevations (if footing shown)
Pile size and type (if on piles)
Pile cutoff elevation (if on piles)
Weep hole location
Filter fabric for weep hole (not required if prefabricated composite structural is used)
Wash requirements of bridge seat
Wingwall elevation details
PEDESTAL PLAN
Outline of pedestal
Pour numbers
Embedment length of bars
Wash requirements of bridge seat
Pedestal Elevation
Pedestal Hoop Table
ANCHOR BOLT LAYOUT
14A-10
Outline of pedestal
Outline of masonry plate
Anchor bolt size and embedment length
Centerline of bearings
Wash of pier top
Chamfer shown and dimensioned
Centerline of beam
All dimensions necessary to set the anchor bolts tied to the centerline of bearings
and the centerline of beam
April, 2006
PIER PLAN AND ELEVATION
North arrow
Concrete Table of pour numbers and volume estimates
Allowable soil bearing pressure for spread footings
PLAN
Plan outline of the pier

Station line
Tangent azimuth of station line at the centerline of bearings
Centerline of bearing station
Azimuth of centerline of bearings
Skew angle
Azimuth of stringers or angle stringers make with centerline of bearings
Center to center spacing of the centerline of the beams measured perpendicular to
the beam azimuth
Center to center spacing of the centerline of the beams measured along the
centerline of bearings azimuth and tied to a working line
Girders numbered
Pedestal widths
All dimensions required to construct the pier tied to the centerline of bearings and
station line
Expansion, construction or contraction joints labeled and tied down to working line
Anchor bolt location, description, dimensions, size and length of embedment
Wash requirements of pier cap
ELEVATION
Outline of the pier

Pours labeled
Column spacing
Seismic reinforcing details
All elevations required to construct the pier
April, 2006
14A-11
SECTION
14A-12
Outline of section
Seismic reinforcing details
All elevations required to construct the pier
Keyway between footing and column/plinth/pier stem
April, 2006
PIER PILE LAYOUT AND FOOTING REINFORCEMENT PLAN
North arrow
PILE LAYOUT
Outline of footing plan

Station of intersection of the centerline of bearings and station line
Tie the pile spacing to the intersection of the centerline of bearings and station line
Show pile batter and location of battered piles
Splice detail (if not shown on abutment sheets, otherwise reference where detail is
located)
Reinforced tip for steel piles detail (if not shown on abutment sheets, otherwise
reference where detail is located) (per FDR)
Reinforcement details for concrete piles (if not shown on abutment sheets,
otherwise reference where detail is located)
Allowable load on piles (per FDR)
Estimated pile length (per FDR)
Pile cut off elevation
Number all piles and include table for actual driven length (per FDR)
FOOTING REINFORCEMENT PLAN
Outline of footing
stainless steel (S)) of all bars totally contained in or originating in the footing
Laps to other bars
Indicate if a bar is lapped to a bar with a different bar mark
April, 2006
14A-13
PIER REINFORCEMENT PLANS AND DETAILS
North arrow
Welded reinforcing bar splice detail (If spiral reinforcement requires)
SOLID PIER
Outline of solid pier

stainless steel (S)) of all bars totally contained in or originating in the pier stem
except the bars extending into the pedestals
PLINTH
Outline of plinth
stainless steel (S)) of all bars totally contained in or originating in the plinth
CAP BEAM DETAILS
14A-14
Outline of cap beam in plan and elevation

stainless steel (S)) of all bars totally contained in or originating in the cap beam
except the bars extending into the pedestals
#25 @ 150 mm centers on top of cap beam
April, 2006
ANCHOR BOLT LAYOUT
Outline of pedestal
Outline of masonry plate
Anchor bolt size and embedment length
Wash of pier top
Chamfer shown and dimensioned
Centerline of beam
All dimensions necessary to set the anchor bolts tied to the centerline of bearings
and the centerline of beam
PEDESTAL PLAN
Outline of pedestal
Pour numbers
Cover to exposed face
Embedment length of bars
Pedestal elevation
Pedestal Hoop Table
April, 2006
14A-15
TRANSVERSE SECTION
(Steel Superstructures)
TRANSVERSE SECTION
Overall width of structure

TGL and Station line/HCL
Limits of structural slab item
Limits of sawcut grooving
Limits of protective sealing
Travel lane widths
Shoulder widths
Usable shoulder to fascia dimension
Cross slopes
Crown of roadway
Concrete structural slab thickness
stainless steel (S)) of all bars totally contained in the slab
Spacing of slab reinforcement tied down to an exposed face
Beams numbered
Beam spacing dimensioned
Typical diaphragms
Stud shear connectors (if required)
Overhang lengths dimensioned
Utilities
FASCIA DETAIL
14A-16
Railing/barrier/fencing shown but not dimensioned (to be shown on the Railing/

barrier/fencing sheets)
Careful indication of relationship between reinforcement and railing anchorage
Drip groove between the anchor bolts for railing
Slab depth dimensioned
Fascia depth dimensioned
Overhang dimensioned
January, 2008
DIAPHRAGMS
Each diaphragm type numbered sequentially with D1 being the end diaphragms.
Show all diaphragm types in the transverse section. If more detail is needed, show a
separate detail.
All angles labeled
All members labeled
Proper weld symbols
Weld length measured along the side of the angle that has the shortest lap length
Gusset plate thicknesses
Connections plate shown and labeled
Number and size of bolts
Place parallel to the skew angle for skews 20 and less
Place perpendicular to the girders for skews over 20
END DIAPHRAGM - Conventional Abutment
WT section used as top member and labeled

All angles labeled
Proper weld symbols
Bearing stiffener shown and labeled
Concrete slab haunched down on the top member
Bottom lateral gusset plate (verify clearance to bearing/sole plate)
END DIAPHRAGM - Integral Abutment
Small channel section used to connect the tops of the beams

Connection plate shown and labeled
FASCIA DIAPHRAGM
Outstanding leg of top strut shown away from the slab

Angles labeled
Proper weld symbols
Gusset plates thicknesses
Connection plates shown and labeled
Bottom lateral gusset plate (if required)
January, 2008
14A-17
INTERMEDIATE DIAPHRAGMS
Top strut not shown (except curved girders)

Angles labeled
Proper weld symbols
UTILITY DIAPHRAGM(S)
Show in bay where they will be located (extra details required shown to the side)
Members labeled
Proper weld symbols
Enough detail shown to properly construct the specialty diaphragm
CURVED GIRDER DIAPHRAGMS
14A-18
Place intermediate diaphragms radial to the girder in a single line

Do not place along the line of an interior skewed support
Bottom lateral system
January, 2008
FRAMING DETAILS
FRAMING PLAN
Centerline of bearing stations

Centerline of bearings azimuth
Centerline of each beam
Expansion and fixed bearings labeled
Span length(s)
Beam azimuths and numbers
Beam spacing dimensioned and tied to station line/HCL
Diaphragm spacing and type
Connection plates dimensioned and labeled
Bearing stiffeners dimensioned and labeled
Intermediate stiffeners dimensioned and labeled
Field splice location tied to centerline of bearing station and/or diaphragm connection
plate and lateral bracing gusset plates
Lateral bracing size and spacing
Curved girder diaphragm spacing table
Curved bridge-straight girder schematic layout
January, 2008
14A-19
GIRDER ELEVATION AND SECTIONS

GIRDER ELEVATION
Overall beam length

Span length(s)
Beam overhang over centerline bearing
Rolled beam size or Plate sizes labeled in Width x Thickness x Length
Butt splices labeled as CPGW welds
Web to flange welds
Centerline expansion and fixed bearings labeled
Bearing stiffeners dimensioned and labeled
Connection plate dimensioned and labeled
Intermediate stiffeners labeled (if required)
Centerline of safety handrail labeled
Stud shear connectors spacing shown
Tension zones for top and bottom flanges (continuous girders only)
Field splice location tied to centerline of bearing station, flange transition and/or
diaphragm connection plate
Indicate serialized steel item number (multi-bridge projects)
GIRDER SECTIONS
14A-20
Sections cut through the girder showing:

The bearing stiffener at abutment
The interior girder connection plate
Fascia girder connection plate
Bearing stiffener at pier
Transverse stiffener
At point of deadload contraflexure
Each detail showing the correct weld symbols
Each detail showing the proper connection plate/bearing stiffener label and
dimensioning
The proper connection of vertical plate to compression/tension flange
January, 2008
CAMBER, HAUNCH, MOMENT AND SHEAR AND DESIGN LOAD TABLES

CAMBER TABLE
Separate groups of the following rows for each beam:
Steel dead load (I)

Concrete dead load (II)
Superimposed dead load (III)
Vertical curve correction (IV) (NOTE: no negative vertical curve correction is allowed)
Total of (I+II+III+IV)
CAMBER DIAGRAM
Camber diagram plotted along each span to represent the actual beam showing the
actual deflected shape of the fully cambered beam and a straight line between the
top corners of the beam.
HAUNCH TABLE
Separate groups of the following rows for each beam:
Required bottom of slab elevation

Top of steel elevation (Field measure)
Difference between bottom of slab and top of steel elevation
Concrete + Superimposed dead load deflection
Depth of haunch required equal to the sum of the concrete and superimposed dead
load deflections and the difference between the bottom of slab and top of steel
elevations
MOMENT AND SHEAR TABLES

One table for HLXX and NYSDOT Design Permit Vehicle
Dead load moment and shear

Superimposed dead load moment and shear
Live load positive moment and shear
Live load negative moment and shear
January, 2008
14A-21
DESIGN LOAD TABLE

Dead loads listed in units of kN/m for each beam (If different):
Slab
Haunch
Girder
SIP/FSIP forms
Diaphragms
Utilities
Superimposed dead loads listed in units of kN/m for each beam (If different):
Railing or barrier
Future wearing surface
Sidewalk
Live load listed in HLXX truck notation and NYSDOT Design Permit Vehicle:
14A-22
Live load denoted below table
January, 2008
MISCELLANEOUS STEEL DETAIL SHEET

MISCELLANEOUS
Drip bar detail - when weathering steel is used

Drip groove detail
Flange thickness taper
Flange width taper
Flange width taper at abutments (width of taper 26 mm less than sole plate of
bearing)
Stud shear connector detail
Safety handrail - when depth of girder is more than 1.5 m
GIRDER HAUNCH DETAIL
Actual dimension measured from top of web to bottom of slab at the centerline of
bearings
Haunch reinforcement detail
FIELD SPLICE DETAILS (LRFD - straight girders)
Splice location
All plate sizes and thicknesses
Size, number, spacing and edge distance of bolts
Appropriate notes
April, 2006
14A-23
TRANSVERSE SECTION
(Concrete Bulb Tee and I-Beam Superstructures)
TRANSVERSE SECTION

TGL
Station line/HCL
Travel lane widths
Shoulder widths
Cross slopes
Crown of roadway
Concrete slab thickness
Applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid
Beams numbered
Beam spacing dimensioned
Composite shear bars
Utilities
DIAPHRAGMS
14A-24
Each diaphragm type numbered sequentially with D1 being the end diaphragms.
Diaphragms should be shown in the transverse section, if possible. Otherwise, they
should be shown in separate details to the side of the Transverse Section.
Diaphragm type; precast, cast-in-place or steel
Connection detail
Utility diaphragm details
Reinforcement details of diaphragms
Section of precast or cast-in-place diaphragms
January, 2008
FRAMING DETAILS
FRAMING PLAN

Centerline of each beam
Span length(s)
Beam azimuths and numbers
Beam spacing dimensioned and tied to station line
Diaphragm spacing, type and number
Connections dimensioned and labeled
Splice location (post-tensioned)
Segment numbers (post-tensioned)
April, 2006
14A-25
GIRDER ELEVATIONS AND SECTIONS

GIRDER ELEVATION
Overall beam length

Span length(s)
Beam overhang over centerline bearing
Continuous connection details
GIRDER SECTIONS
14A-26
Reinforcement details
Strand pattern
Dimensioned
Cover
Composite shear bars
Transverse tendon location
April, 2006
BEAM DETAILS AND TABLES

BEAM PLAN
Diaphragm lengths
Beam overhang over the centerline of bearings
Overall beam length
Flange clipping detail (skews over 15)
BEAM REINFORCEMENT PLAN
Outline of beam
BEAM REINFORCEMENT ELEVATION
Outline of beam
Indicate if a bar is lapped to another bar with a different mark
Enough sections taken to clearly define the beam and its reinforcement
END ZONE REINFORCEMENT DETAIL
Outline of beam end

April, 2006
14A-27
DESIGN LOAD TABLE

Dead loads (kN/m), max. shear (kN) at support and moment (kN-m) at midspan:
Beam
Slab
Diaphragms
Haunch
SIP/FSIP forms
Superimposed dead loads (kN/m), max. shear (kN) at support and moment (kN-m) at
midspan:
Sidewalk
Railing
Utilities
Live load in MSXX or HLXXtruck notation, maximum shear (kN) at support and moment (kNm) at midspan:
Live load information denoted below table

BEAM REINFORCEMENT TABLE AND BAR BENDING DIAGRAMS
All bar marks and bar bending diagrams required to construct the beam
CAMBER TABLE
Prestressed force and beam dead load at transfer

Deflection due to slab dead load
Deflection due to superimposed deal load
Total camber
THEORETICAL SLAB THICKNESS TABLE
Edge of left fascia beam

Station line
Crown line
Edge of right fascia beam
TOP OF SLAB ELEVATION TABLE
14A-28
Unit
Beginning bearings
point
Midspan
point
End bearings
April, 2006
MISCELLANEOUS PRESTRESSED BULB TEE AND I-BEAM DETAILS

ANCHOR DOWEL DETAIL
Hole opening diameter

Anchor dowel diameter
Hole filler placed in top of hole opening
DEBONDING OR DRAPED STRANDS DETAIL
Number of debonded strands

Length of debonded strands
Draped tendon profile
Sections showing draped strands at midpoint and end
POST-TENSIONED DETAILS
Duct location
Post-tensioning notes
End block recess detail
End zone reinforcement (Elevation and Sections)
Clearance requirements for ducts at anchorage and midspan
Post-tensioning duct profile
Assumed construction sequence
Grout tube schematic and vent details
Splice detail end view
Splice detail section
Shear key details
Threaded insert details

Embedded bearing plate details
Fascia details
Anchor stud clearance detail
Haunch details
April, 2006
14A-29
TRANSVERSE SECTION
(Prestressed Box Beams and Slab Units)
TRANSVERSE SECTION

TGL
Station line/HCL
Travel lane widths
Shoulder widths
Cross slopes
Crown of roadway
Beams numbered
Joint widths dimensioned
Transverse tendon
Utilities
FASCIA DETAIL
14A-30
Railing/barrier/screening shown but not dimensioned (to be shown on the Railing/

barrier/screening sheets)
stainless steel (S))of all bars pertaining to the barrier
Slab depth dimensioned
Fascia depth dimensioned
Indication of relationship between reinforcement and railing anchorage
January, 2008
BEAM LAYOUT
Beam numbers
Span length(s)
Beam azimuths
Centerline of transverse tendon and centerline of diaphragms
Beam spacing dimensioned and tied to station line
April, 2006
14A-31
BEAM DETAILS AND DESIGN LOAD TABLE

BEAM PLAN
Void lengths
Diaphragm lengths
End block lengths
Beam overhang over the centerline of bearings
Transverse tendon location
Overall beam lengths
Drain dimensions and locations
Anchor dowel location
BEAM REINFORCEMENT PLAN
Outline of beam
Outline of voids
All applicable bar marks
BEAM REINFORCEMENT ELEVATION
Outline of beam
Outline of voids
Enough sections taken to clearly define the beam and its reinforcement
END BLOCK REINFORCEMENT DETAIL
14A-32
Outline of beam end

Outline of voids
April, 2006
DESIGN LOAD/REACTION TABLE

Dead loads (kN/m), maximum shear (kN) at support and moment (kN-m) at midspan:
Beam
Slab
Haunch
Girder
SIP/FSIP forms
Superimposed dead loads (kN/m), maximum shear (kN) at support and moment (kN-m) at
midspan:
Sidewalk
Railing
Utilities
Live load in MSXX or HLXX truck notation, maximum shear (kN) at support and moment
(kN-m) at midspan:
Live load information denoted below table
BEAM REINFORCEMENT TABLE AND BAR BENDING DIAGRAMS
All bar marks and bar bending diagrams required to construct the beam
CAMBER TABLE
Prestressed force and beam dead load at transfer

Deflection due to slab dead load
Deflection due to superimposed dead load
Total camber
THEORETICAL SLAB THICKNESS TABLE
Edge of left fascia beam

Station line
Crown line
Edge of right fascia beam
TOP OF SLAB ELEVATION TABLE
Unit
Beginning bearings
point
Midspan
point
End bearings
April, 2006
14A-33
MISCELLANEOUS CONCRETE DETAILS

Transverse tendon plan, section and elevation

Continuity reinforcement and diaphragm details at piers
Shear key detail
Debonding strands detail
Drip groove detail
Barrier reinforcement location; plan and section
Fascia detail
Bearing placement
Railing anchorage
STAGE CONSTRUCTION DETAILS
Plan
Tendon details
Closure pour detail
ANCHOR DOWEL DETAIL
Hole opening diameter

Anchor dowel diameter
Hole filler placed in top of hole opening
DIAPHRAGM DETAILS
14A-34
Outline of beam end

Outline of voids
April, 2006
SUPERSTRUCTURE REINFORCEMENT PLAN

SLAB REINFORCEMENT PLAN
Overall length of structure

TGL
Station line
Section A-A taken transversely through the end of the slab
SECTION A-A
Outline of the slab, top of the abutment and the beginning of the approach slab
Gap between the slab and the backwall (conventional abutment only)
MISCELLANEOUS
Continuous deck slab placement detail

Concrete table of area of superstructure slab, area of sawcut grooving and the
correct item numbers
Do not haunch slab down to end diaphragm at jointless abutments
Indicate direction of pour if true grade exceeds 3%
January, 2008
14A-35
APPROACH SLAB REINFORCEMENT

APPROACH SLAB REINFORCEMENT PLAN
Length and width of approach slabs and sleeper slabs (if required)
TGL
Station line
Limits of approach slab item
stainless steel (S)) of all bars totally contained in the approach slabs and sleeper
slabs
Spacing of approach slab reinforcement tied down to an exposed face
Section A-A taken transversely through the end of the approach slabs and sleeper
slabs
SECTION A-A
Outline of the slab and sleeper slabs from the abutment to the beginning of the
approach roadway
Thickness of approach slab
stainless steel (S)) of all bars
14A-36
Provide table of area of approach slab and sleeper slabs, area of sawcut grooving
and the appropriate item numbers
Corner plan details
Connection detail to abutment for integral and jointless details
Joint recess/sealing detail
April, 2006
RAILING LAYOUT
RAILING LAYOUT
Outline of superstructure slab and abutments

TGL
Station line
Centerline of end posts tied down to the front face of the backwall
Even spacing between the posts
Pay limits of the railing item
Centerline of railing anchorage
Station and offset distance to post from HCL
BEARING DETAILS
Bearing table
Bearing plan and elevation
Bearing section (s)
Anchor bolt details
Sole and masonry plate details
Elastomeric internal plate size and number of elastomer layers
Indicate each bearing location
Provide enough room below the sole plate to get the nut on the anchor bolt
JOINT SYSTEMS
Plan view(s)
Sections; longitudinal and transverse
Fascia, barrier and sidewalk details
Joint table
Indicate each joint location
Waterstop and keyway details

Scupper details
Curb details
Lighting details
Miscellaneous pile details
Any other details not previously shown on the previous sheets
April, 2006
14A-37
RAILING/BARRIER/SCREENING DETAILS - Insert sheets

STRUCTURAL SLAB OPTIONAL FORMING SYSTEMS - Insert sheet
BAR BENDING DIAGRAMS - Insert sheet
BAR LISTS(S)
14A-38
Inventory Forms Completed

Load Rating Forms Completed
Level 1 Load Rating Calculations
April, 2006
Appendix 14B
PIN _________________
D#__________________
Designer____________________________
Projected Letting Date _________________
Date Review Started __________________
Date Review Completed _______________
Reviewer(s) _________________________
__________________________
The following is a checklist of project items (if applicable to the project) that need to be
reviewed to assure constructability of the project:
Description
Yes
No
N/A
More Info
Needed
I. BIDDABILITY
The clarity of the final plan and proposal to the
bidders so that they may submit a fair and
accurate bid.
1
Are bidders unnecessarily restricted in their bids,

or has appropriate degree of flexibility been
included in the bidding documents?
Information sufficient to avoid major field

changes?
Permits identified and sufficient time allowed to

secure?
MP&T plans adequate?
MP&T plans too restrictive?
Items appropriate?
Items omitted?
Cross referencing between various contract

documents consistent?
April, 2006
14B-1
Description
Yes
No
N/A
More Info
Needed
II. BUILDABILITY
The accuracy and completeness of the contract
plans so that the design as shown on the final
plans can be built.
A.
Site Investigation
Sufficient field investigation been done to

ascertain that contract work can be performed as
shown on plans?
Subsurface exploration?
Utility investigation?
Current traffic counts?
Structural inspection?
Emergency/interim structural repairs been

considered?
B.
Right of Way
Equipment, material and hazardous waste

storage?
Staging?
Access to work areas?
C.
Construction Staging
Phased to provide minimum number of stages

and reasonable work areas and access?
Are there areas with restricted access?
Does staging cause special conditions (i.e.,

structural adequacy/stability)?
14B-2
April, 2006
Description
4
Proposed adjacent contracts, restrictions,

constraints identified and accounted for?
Can the details as shown on the plans be

constructed using standard industry practices,
operations and equipment?
D.
M&PT / Traffic Control
M&PT requirements realistic for site conditions?
Are lane closures reasonable for traffic volumes?
Can construction operations be carried out safely

under M&PT and staging?
Design adequate for averting delays/congestion?
Is a detour necessary for averting delays/

congestion?
E.
Schedule
Is sequence of construction reasonable?
Seasonal limits on construction operations?
Utility relocation schedule reasonable?
Regulatory permit restrictions?
Materials ordering, fabrication and delivery

requirements
All necessary construction operations identified?
Impact of additional work ?
Time related specs - completion/milestone

realistic?
April, 2006
Yes
No
N/A
More Info
Needed
14B-3
Description
F.
Special Materials / Conditions
Pertinent provisions and restrictions clearly

indicated?
Any special (unique / proprietary) materials,

methods of technologies required for contract?
Special coordination required, RR, Permits,

Regulatory
Presence of asbestos, hazardous waste or toxic

materials?
Safety requirements, fall protection, electric lines,

and other utilities, RR requirements
Winter concreting and the schedule for delivery

of concrete?
Yes
No
N/A
More Info
Needed
Additional Comments:
____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
14B-4
April, 2006
Section 15
15.1
Introduction
This section is intended to aid the bridge designer and detailer in the area of concrete reinforced
design and detailing. The tables in this section simplify the design and detailing of concrete
reinforcement splices and required covers. Also included are suggested details intended to
ease the construction process and provide seismic resistance.
15.2
Spacing
The minimum spacing shall meet NYSDOT LRFD Bridge Design Specification Section 5.10.3.1
requirements. The maximum clear spacing between parallel bars shall not be more than
450 mm. The clear space between bars shall also apply to the clear distances between the
contact splices and adjacent splices of bars. Bar spacings as indicated are always between the
center of the bars unless otherwise noted as a clear distance. When reinforcement in beams or
girders is placed in two or more layers, the bars in the upper layers shall be placed directly
above those in the bottom layer.
15.3
Cover
The following list pertains to the minimum cover for plain, epoxy and galvanized reinforcing
bars. Refer to Section 5 for cover of monolithic decks.
Top of sidewalk slabs............................................................................................... 40 mm
Beams and Columns................................................................................................ 50 mm
Pedestal (Top).......................................................................................................... 50 mm
Pedestal (Sides)....................................................................................................... 75 mm
Walls and Piers above footing (Including those adjacent to water).......................... 50 mm*
Footings (Including unformed bottom) ..................................................................... 75 mm**
Approach slab (Top)................................................................................................. 75 mm
Approach slab (Bottom and Sides) .......................................................................... 75 mm
Bottom of bottom slab of cast-in-place culvert ......................................................... 75 mm
Bottom of top slab of cast-in-place culverts and rigid frames................................... 50 mm
All other cast-in-place culvert faces ......................................................................... 50 mm
Top of top slab of precast culverts (Fill <600 mm) ................................................... 50 mm
Top of top slab of precast culverts (Fill 600 mm) ................................................... 25 mm
All other precast box culvert faces ........................................................................... 25 mm
Exposed faces of precast three-sided culverts ........................................................ 38 mm
All other faces of precast three-sided culverts ......................................................... 50 mm
Arches (Intrados and extrados)................................................................................ 50 mm
Precast and cast-in-place piles ................................................................................ 50 mm
January, 2008
15-1
Precast piles exposed to sea water ......................................................................... 75 mm

Post-tensioned cylindrical piles (Centrifugally cast, no slump concrete
exposed to sea water).............................................................................................. 40 mm
All other surfaces exposed to sea water ................................................................ 100 mm
* When aesthetic treatment (formliner) is used, the maximum relief of the treatment
shall be added to the minimum cover.
** May be increased to accommodate piles when necessary.
15.4
Reinforcing Bar Guidelines
Grade 420 is the standard strength reinforcing bar to be used on Department projects.
Grade 520 reinforcing bar is available, though in limited quantities and at greater cost. Use of
Grade 520 reinforcing bars should be limited to areas of high tensile stresses where the number
of Grade 420 reinforcing bars results in insufficient spacing between the bars for concrete
placement.
TABLE A
STANDARD REINFORCING BAR PROPERTIES
Size
#13
#16
#19
#22
#25
#29
#32
#36
Area (mm2)
129
199
284
387
510
645
819
1006
Dia. (mm)
12.7
15.9
19.1
22.2
25.4
28.7
32.3
35.8
15.4.1
Maximum Bar Lengths
Most reinforcing bar plants in the United States produce bars in a standard length of 18.29 m
(60 ft.). Therefore, plans should not include any straight bars or bent bars with a length in
excess of 18.29 m. Due to handling concerns, the maximum length of a bar that requires a hook
on both ends should be limited to 9 m.
15.4.1.1 Deck Slab Bars

Refer to Section 5.1.5.4 Deck Overhangs for guidance on deck slab bars.
15.4.1.2 Abutment and Pier Bars

When designing abutments and piers, it is important to envision how the contractor may build
the structure and to provide details that make construction easier.
15-2
January, 2008
Vertical bars should not extend more than 5 m out of the placement that they originate in due to
handling concerns. Instead, two bars with a lap splice should be used. This is suggested as a
guide, and a designers judgment must be used. Obviously, if a bar has a length of 5.3 m, a lap
should not be introduced for the small amount of extra length required.
15.4.2
Reinforcement Splicing
15.4.2.1 General Splicing Guidelines

For #36 bars or smaller, splices can be made by lap splices with wire ties, mechanical
connectors (from the Materials Bureau approved list), or by welding provided it is in accordance
with the New York State Steel Construction Manual (SCM), Section 7, Part D. Tack welding is
not permitted.
Splices for bars larger than #36 shall use either mechanical connectors from the Materials
Bureau Approved List or welds in accordance with the proper welding procedure.
No additional payment is made for reinforcement splices. However, if the situation mandates the
use of mechanical connectors or welded splices, this shall be noted on the Contract Plans.
15.4.2.2 Splicing Vertical Reinforcement in Walls

For #16, #19, and #22 bars, the splicing of the main vertical reinforcement to the reinforcement
emerging from the footing may be made directly over the footing. In some cases, it may be
practical to eliminate splices by extending the bars emerging from the footing to the top of the
wall. Number 25 and larger bars emerging from the footing shall be extended to a distance
above the footing where bars of a smaller diameter may be spliced to them. The lap length for
such splices shall be based on the smaller bar.
15.5
Minimum Anchorage, Lap and Embedment
The following notes apply to the tables in this article:

1. All tables are based on formulas found in Section 5 Concrete Structures of the
NYSDOT LRFD Bridge Design Specification.
2. Lengths are based on: fy = 420 MPa and fc = 21 MPa.
3. When an area of steel provided is more than that required to develop the ultimate
moment capacity of the section, the basic development length indicated may be reduced
by the ratio: As(required) As(provided).
4. Galvanized, stainless steel clad and solid stainless steel bars are treated as uncoated
bars for splice and embedment lengths.
5. Top bars are defined as horizontal reinforcement located where there is more than
300 mm of fresh concrete cast below the development length or splice.
January, 2008
15-3
15.5.1
Basic Development Length for Bars (mm)
TABLE B
BASIC DEVELOPMENT LENGTH FOR COMPRESSION BARS
Size
#13
#16
#19
#22
#25
#29
#32
#36
Ld
280
350
420
490
560
630
710
790
TABLE C
BASIC DEVELOPMENT LENGTH OF HOOKED DOWELS IN TENSION
Size
#13
#16
#19
#22
#25
#29
#32
#36
Uncoated - Ldh
300
[300]
350
[300]
420
[300]
490
[340]
560
[390]
630
[440]
710
[500]
780
[550]
Epoxy-Coated
Ldh
340
[300]
420
[300]
500
[350]
580
[410]
670
[470]
750
[530]
850
[600]
940
[660]
Table C Criteria
(Length in Brackets requires following criteria to be met)
#36 bar or smaller
Side Cover 65 mm
90 Hook: cover 50 mm
See Article 5.11.2.4.2 of the NYSDOT LRFD Bridge Design Specification
FIGURE 15.1
Hooked Dowel
15-4
January, 2008
TABLE D
BASIC DEVELOPMENT LENGTH FOR STRAIGHT UNCOATED DOWELS & TENSION
BARS (NOT TOP BARS)
Size
#13
#16
#19
#22
#25
#29
#32
#36
Spacing
150 mm
300
320
420
570
750
950
1200
1480
Spacing <
150 mm
320
400
520
710
940
1180
1500
1850
TABLE E
BASIC DEVELOPMENT LENGTH FOR STRAIGHT UNCOATED DOWELS & TENSION
BARS (TOP BARS)
Size
#13
#16
#19
#22
#25
#29
#32
#36
Spacing
150 mm
360
450
590
800
1050
1330
1680
2070
Spacing <
150 mm
450
560
730
1000
1310
1660
2100
2580
TABLE F
DEVELOPMENT LENGTH FOR STRAIGHT EPOXY-COATED DOWELS & TENSION
BARS (NOT TOP BARS)
Size
#13
#16
#19
#22
#25
#29
#32
#36
Spacing
150 mm
390
(310)
480
(390)
630
(500)
850
(680)
1120
(900)
1420
(1140)
1800
(1440)
2220
(1770)
Spacing <
150 mm
480
(390)
600
(480)
780
(630)
1070
(N/A)
1400
(N/A)
1780
(N/A)
2250
(N/A)
2770
N/A)
The lengths in parentheses can only be used as described in TABLE H.
January, 2008
15-5
TABLE G
DEVELOPMENT LENGTH FOR STRAIGHT EPOXY-COATED DOWELS & TENSION
BARS (TOP BARS)
Size
#13
#16
#19
#22
#25
#29
#32
#36
Spacing
150 mm
440
(310)
550
(540)
710
(700)
970
(960)
1270
(1260)
1610
(1590)
2040
(2020)
2510
(2480)
Spacing <
150 mm
500
(540)
680
(680)
890
(880)
1210
(N/A)
1590
(N/A)
2102
(N/A)
2550
(N/A)
3140
(N/A)
TABLE H
THE LENGTHS IN PARENTHESES CAN ONLY BE USED IF BOTH OF THE FOLLOWING
CIRCUMSTANCES ARE TRUE
Size
#13
#16
#19
#22
#25
#29
#32
#36
Cover
38
48
57
67
76
86
97
107
Bar Spacing
89
111
134
155
178
201
226
251
15-6
January, 2008
15.5.2
Length of Splices for Tension Bars (mm)
Modification of Basic Development Length

TABLE I
Max (%) of As Spliced within Required Lap Length
As (Provided) As (Required)
50%
75%
100%
2.0
Class A
Class A
Class B
< 2.0
Class B
Class C
Class C
The minimum lap length for a tension splice shall be as required for Class A, B, or C splice, but
not less than 300 mm:
Class A Splice = 1.0 x Ld
Class B Splice = 1.3 x Ld
Class C Splice = 1.7 x Ld
The following Lap Splice Selection Guidelines table is only a recommendation. The designer
assumes final responsibility for selecting a splice length for a given location.
January, 2008
15-7
Superstructure Slab
Splice Type
Table
Longitudinal Bars (Top of Slab)
Class C (Not Top Bars)
Longitudinal Bars (Bottom of Slab)
Transverse Bars (Top of Slab)
Class B (Not Top Bars)
Transverse Bars (Bottom of Slab)
Longitudinal and Transverse Bars (Adj. Prestress Units)
Compression Splice
Concrete Barrier (Longitudinal)
L, P
Hammerhead and Multi-Column Pier Cap Beam
Splice Type
Longitudinal Bars (Top Primary Reinforcement)
Class B (Top Bars)
Longitudinal Bars (Bottom Primary Reinforcement and

Distribution Reinforcement)
J, N
Pier Column
L, P
Footing (Steel Pile Foundation)
Splice Type
Longitudinal Bars (Top of Footing)
Class C (Top Bars)
Longitudinal Bars (Bottom of Footing)
Class C (Top Bars)
Footing (Concrete Piles or Spread Footing)
Splice Type
Longitudinal Bars (Top of Footing)
Class C (Top Bars)
Longitudinal Bars (Bottom of Footing)
Conventional Abutment Stem and Retaining Walls
Splice Type
Rear Face of Wall (Horizontal)
J, N
Rear Face of Wall (Vertical)
L, P
Front Face of Wall (Horizontal)
J, N
Front Face of Wall (Vertical - Conventional Abutment)
J, N
Front Face of Wall (Vertical - Jointless Abutment)
L, P
Bridge Seat/Top of Solid Pier (Longitudinal)
Compression Splice
LAP SPLICE SELECTION GUIDELINES

Table 15-1
15-8
January, 2008
TABLE J
CLASS B SPLICE-UNCOATED (NOT TOP BARS)
Size
#13
#16
#19
#22
#25
#29
#32
#36
Spacing
150 mm
340
420
540
740
970
1230
1560
1920
Spacing <
150 mm
420
520
680
920
1220
1540
1950
2400
TABLE K
CLASS B SPLICE-UNCOATED (TOP BARS)
Size
#13
#16
#19
#22
#25
#29
#32
#36
Spacing
150 mm
470
590
760
1040
1360
1720
2190
2690
Spacing <
150 mm
580
730
950
1290
1700
2150
2730
3360
TABLE L
CLASS C SPLICE-UNCOATED (NOT TOP BARS)
Size
#13
#16
#19
#22
#25
#29
#32
#36
Spacing
150 mm
440
550
710
970
1270
1610
2040
2510
Spacing <
150 mm
550
680
890
1210
1590
2010
2550
3140
January, 2008
15-9
TABLE M
CLASS C SPLICE-UNCOATED (TOP BARS)
Size
#13
#16
#19
#22
#25
#29
#32
#36
Spacing
150 mm
610
770
990
1350
1780
2250
2860
3510
Spacing <
150 mm
760
960
1240
1690
2230
2820
3580
4390
TABLE N
CLASS B SPLICE-EPOXY COATED (NOT TOP BARS)
Size
#13
#16
#19
#22
#25
#29
#32
#36
Spacing
150 mm
500
(400)
630
(500)
810
(650)
1110
(890)
1460
(1170)
1850
(1480)
2340
(1880)
2880
(2300)
Spacing <
150 mm
630
(500)
780
(630)
`1020
(810)
1390
(N/A)
1830
(N/A)
2310
(N/A)
2930
(N/A)
3600
(N/A)
TABLE O
CLASS B SPLICE-EPOXY COATED (TOP BARS)
Size
#13
#16
#19
#22
#25
#29
#32
#36
Spacing
150 mm
570
(560)
710
(700)
920
(910)
1260
(1240)
1660
(1640)
2090
(2070)
2660
(2630)
3260
(2330)
Spacing <
150 mm
710
(700)
890
(880)
1150
(1140)
1570
(N/A)
2070
(N/A)
2620
(N/A)
3320
(N/A)
4080
(N/A)
15-10
January, 2008
TABLE P
CLASS C SPLICE-EPOXY COATED (NOT TOP BARS)
Size
#13
#16
#19
#22
#25
#29
#32
#36
Spacing
150 mm
660
(520)
820
(660)
1060
(850)
1450
(1160)
1910
(1530)
2410
(1930)
3070
(2450)
3760
(3010)
Spacing <
150 mm
820
(660)
1020
(820)
1330
(1060)
1810
(N/A)
2390
(N/A)
3020
(N/A)
3830
(N/A)
4700
(N/A)
TABLE Q
CLASS C SPLICE-EPOXY COATED (TOP BARS)
Size
#13
#16
#19
#22
#25
#29
#32
#36
Spacing
150 mm
740
(730)
930
(920)
1210
(1190)
1640
(1620)
2160
(2140)
2740
(2700)
3470
(3430)
4270
(4220)
Spacing <
150 mm
930
(920)
1160
(1150)
1510
(1490)
2050
(N/A)
2700
(N/A)
3420
(N/A)
4340
(N/A)
5330
(N/A)
15.5.3
Length of Splices for Compression Bars
TABLE R
Size
#13
#16
#19
#22
#25
#29
#32
#36
Beams
390
490
590
680
780
880
990
1100
Tied Columns
330
410
490
570
650
730
820
910
Spiral Columns
300
370
440
10
590
660
750
830
January, 2008
15-11
15.6
Marking of Bars for Bar Lists
Bars shall be marked consecutively, beginning with the number one (1), through each structural
unit. A structural unit, such as an abutment, includes all concrete subdivisions (abutment
footing, abutment stem, wingwall footing, wingwall stem, etc.) which together comprise the
entire unit. In the bar list, structural units are to be identified by a general heading (e.g.,
Beginning Abutment). Appropriate subheadings shall also precede the listing of bars in each
subdivision (e.g., Wingwall 1, Beginning Abutment Stem). When a subdivision is still further
divided into more than one pour, the listing of bars in each pour shall also be preceded by
appropriate identification (e.g., Beginning Abutment Stem, Pour 1).
Typical bar marks shall specify the bar size, structural unit the bar originates in, whether the bar
is plain, epoxy coated (E), galvanized (G), stainless steel clad (C) or solid stainless steel (S),
and the bar number.
Exception: The dowels between all types of Permanent Concrete Traffic Barrier and Parapet
for Structures and the structural slab or U-wingwall shall not be listed in the structural slab or
wall bar list even though the bars originate in the slab or wall. These bars are to be paid for in
the traffic barrier item and placed in a separate table. These bars shall not appear in the
superstructure slab bar list. The reason for this policy is that the bars associated with all types of
Permanent Concrete Traffic Barrier and Parapet will change if the contractor chooses the
precast option for the barrier. See Notes 67 and 68 in Section 17.3.
In applying the bar marks where two or more structure units are involved, such as two or more
similar abutments, piers, spans, etc., it is desirable that the same bar marks be applied to bars
in similar locations in the structure unit. The fact that two bars lying in different structure units
may have the same bar mark but have different lengths, or they may have the same length but
have different sizes, or any combination of these factors will not be confusing to the fabricator
due to the practice of providing a separate bar list, properly titled, for each structure unit.
For varying length bars, give minimum, maximum and average lengths of bars. Give number of
sets of bars, even if the number of sets is one.
Any deviation from the above system of marking bars must have the approval of the D.C.E.S.
See Section 15.13 for guidance on projects without bar lists.
15-12
January, 2008
15.7
Footing Reinforcement
Footing reinforcement shall be designed for the applied loads, but the following minimum
requirements shall be provided to maintain the integrity of the footing in the event of seismic
loading:
1. Top and bottom reinforcement in footings in both the transverse and longitudinal directions
shall be provided with hooks (180 or 90) at both ends.
2. Vertical stirrups using #13 bars with alternated 135 hooks at one end and 90 hooks at the
other, shall be used in all footings to connect the top and bottom reinforcement mats.
Spacing shall be a maximum of 1.2 m in both directions.
3. The bottom reinforcement mat in footings with piles shall be placed 50 mm clear above the
tops of the piles. In special cases, where design requirements dictate and the pile pattern
permits, the bars may be located between piles. In this case, a minimum clear distance of
75 mm shall be maintained between the reinforcing bars and the piles.
4. The vertical compression reinforcement of all abutment stems and walls shall be doweled
into the footing with #16 bars. These dowels should have 180 hooks on both ends. See
Table C of Section 15.5.1 for required embedment length. If the vertical compression
reinforcement is not lapped to dowels and is instead embedded directly into the footing, and
extends up more than 1.0 m, then only the bottom of the bar requires a 180 hook. Minimum
reinforcement shall be #16 bars at 450 mm.
5. The minimum top reinforcement for a continuous pier footing shall be #19 bars at 300 m in
both the transverse and longitudinal directions.
6. The minimum top reinforcement for an individual pier footing shall not be less than 50% of
the area of the designed bottom reinforcement or #19 bars at 300 mm in both the transverse
and longitudinal directions.
15.8
Abutment Reinforcement
The top layer of bridge seat reinforcement for steel girder, prestressed concrete I-beams, and
spread prestressed concrete box beams shall be #25 bars at 150 mm. For adjacent prestressed
concrete box and slab unit structures, the top layer of bridge seat reinforcement shall be #25
bars at 200 mm.
Dowels on the compression side of the abutment stem shall meet the requirements of Note 4 of
Section 15.7.
The minimum vertical reinforcement shall be #16 bars at 450 mm. The entire capacity of these
bars shall be developed by embedment or lapping the bar.
January, 2008
15-13
15.9
Column Reinforcement
All lap splices shall be located within the middle of the column height. Dowels shall extend at
least of the column height or 3.0 m, whichever is greater. Splices in the vertical design
reinforcement shall be staggered. Vertical reinforcement shall be extended into the pier cap for
the full embedment length.
Continuous ties shall surround the vertical reinforcement. Ties shall be not less than #13 bars.
Spacing of lateral ties in the interior length of pier columns shall not exceed the least plan
dimension of the compression member or 300 mm, whichever is less. In addition to AASHTO
requirements, additional lateral ties shall be provided to make the vertical spacing between the
ties 150 mm on centers at the top and bottom of the column. This occurs over either one-sixth
the column height or 450 mm, whichever is greater. All stirrups and lateral ties shall be provided
with 135 hooks. When spirals are provided in lieu of lateral ties, the pitch is as AASHTO
specifies. Spirals should stop at the level of the footing or the capbeam and circular ties shall be
used for a distance equal to the greater column plan dimension, but not less than 375 mm
into the footing or cap beam. In lightly reinforced footings, where there would be minimal
interference between the spiral and the footing reinforcement, spirals may continue in lieu of the
circular ties into the footing and the cap beam. Lateral ties in solid piers may have a 90 hook at
one end with the 35 and 90 hooks alternated.
For seismic reasons, when a plinth is provided at the base of a column, the design vertical
reinforcement of the columns shall extend into the footing. Additional reinforcement in the plinth
may be required due to other design forces.
15.10
Pier Cap Reinforcement
The splices of top bars in the cap beam shall be staggered so no more than 50% of the bars are
spliced at one location. The splices shall be located in areas of low negative moment. The
splices of bottom bars in the cap beam shall be staggered so no more than 50% of the bars are
spliced at any one location. The splices shall be located in areas of low positive moment.
When pier cap bars are spliced, the lap splices of the bars shall be in a vertical plane so the
bars will be in the proper position for attachment to stirrups. To accommodate this type of splice,
where more than one layer of reinforcement is required, it may be necessary to increase the
distance between the layers of reinforcement.
Capbeams with overhangs require special attention. Two cases need to be investigated based
on the geometry of the applied loads on the overhang region of the capbeam. First, AASHTO
requires that shear due to concentrated loads within a distance "d" (d = capbeam depth) from
the column face be included in the flexural design shear.
15-14
January, 2008
For capbeam cantilever ends where the fascia beam load falls within a distance "d" from the
column face, the actual behavior of the cantilever end may not be compatible with beam theory
and must be checked against the requirements of AASHTO 8.15.5.8 and AASHTO 8.16.6.8,
Special Provisions for Brackets and Corbels. An alternative method to analyze such cantilever
ends is the strut and tie method described in the NYSDOT LRFD Bridge Design Specifications.
Both the Bracket and Corbel and the Strut and Tie methods recognize that direct shear is the
primary behavioral mode instead of flexure, and is resisted by tension reinforcement across the
shear plane. As a result of these methods, more reinforcement may be required in the top of the
overhang than would be required if a normal cantilevered beam is assumed.
15.11
Temperature and Shrinkage Reinforcement
Temperature and shrinkage reinforcement design shall be in accordance with NYSDOT LRFD
Bridge Design Specifications with the following additions.
Exposed faces of abutments, walls, and solid piers shall be provided with a minimum
reinforcement of #16 bars at 450 mm placed vertically and #16 bars at 300 mm placed
horizontally to resist temperature and shrinkage stresses.
The rear faces of abutments and walls shall be provided with a minimum reinforcement of #16
bars at 450 mm in both directions.
15.12
Protecting Reinforcement from Corrosion
Corrosion of reinforcing steel is a major concern for an aging infrastructure. Repairing and
replacing damaged concrete caused by rusting reinforcing steel requires time, money and an
imposition on the traveling public. There are technologies that slow or prevent this corrosion but
this protection comes at a price. A balance must be struck between the higher initial cost of
these technologies and the long term benefits of enhanced performance. As such, use of these
technologies should not be indiscriminately included where the costs obviously outweigh the
perceived benefit. However, the designer is encouraged to investigate the applicability of these
technologies and recommend their use where appropriate.
The designer has three choices available for protecting reinforcement: corrosion inhibitors,
coating the reinforcement (epoxy, galvanized) and corrosion resistant metal (stainless). The
decision of which protection(s) to specify is dependent on a variety of factors including location
within a structural element, cost, durability, ease of placement, expected service life, and
importance of the structure. See the Prestressed Concrete Construction Manual (PCCM) for
details on corrosion inhibitors.
In general, uncoated (plain) steel is the most economical choice when the concrete members
provide adequate cover, and the reinforcement is not exposed to chlorides or other severe
environments. For most other applications, epoxy or galvanized reinforcement is the proper
choice.
January, 2008
15-15
Solid stainless steel and stainless steel clad reinforcement are appropriate when the added
durability reduces cost, either long-term or during construction. This can occur when
environmental conditions are particularly severe, when the cost of repairs is unusually high, due
to heavy traffic or construction conditions, when design of concrete sections as uncracked
under service load is not feasible and when cover is less than standard. In these situations solid
stainless steel and stainless steel clad reinforcement will continue to be effective because it will
not detrimentally corrode.
Examples of situations where other than plain, epoxy-coated or galvanized bars might be used
include:
C
C
C
Work on a signature structure where construction work is difficult and detracts from the
image that the structure conveys about the surrounding community.
High-volume roadways where the additional cost for more durable reinforcement is
outweighed by the costs associated with traffic delays, safety of the workers and
traveling public and costs to businesses served by that roadway.
Extreme environments such as in a cap beam beneath an expansion joint or a
substructure located in or near a body of salt water.
Although there are situations where use of a more durable reinforcing steel may be justified, the
engineer must remember that the situations where epoxy-coated, galvanized and plain bars are
the better choice are far more common. Use of solid stainless steel and stainless steel clad
reinforcement is unnecessary in concrete members that have adequate cover, no exposure to
chlorides, and corrosion protection methods are used such as low-permeability concrete or
corrosion inhibitors.
Table 15-2 compares approximate current cost ratio estimates for reinforcing bars at the time of
publication using plain reinforcing bars as a base. Please note that prices change over time and
vary by geographic location. Designers should check current prices when cost is a
consideration.
Bar Protection Type
In-Place Cost Ratio
Solid Stainless Steel
2.0
1.6
Galvanized
1.1
Epoxy Coated
1.1
Plain
1.0
Table 15-2
Approximate Reinforcement Cost Comparison
15-16
January, 2008
A review of the average bid prices (in place costs) indicates that the cost to fabricate, ship, and
place plain reinforcing bars is $1.23/kg over the material cost. The cost to fabricate, ship, and
place epoxy-coated bars is an additional $0.30/kg ($1.53/kg over the material cost) due to the
extra care required during placement and repair to the epoxy coating after placement. In the
above table, it was estimated that the cost to fabricate, ship, and place solid stainless steel bars
is similar to the cost for plain bars and that the cost for stainless steel clad bars falls between
the costs for plain and epoxy-coated bars.
Table 15-3 illustrates the expected service life for the different types of reinforcing bars in
conventional concrete with standard cover exposed to a corrosive environment:
Bar Protection Type
Expected Service Life
Solid Stainless Steel
100+
75
Galvanized
30
Epoxy Coated
30
Plain
10
Table 15-3
Expected Service Life
These values are approximate and are based on information obtained from industry sources,
university research studies, and professional journals.
15.12.1
Epoxy-Coated Reinforcement
Epoxy-coated reinforcement is the most frequently used type of corrosion protected

reinforcement. Extra care is required during placement of epoxy coated reinforcement. Repair is
required of epoxy coating that is damaged before or during placement. If there is a mix of
uncoated and coated reinforcements in the same structural element epoxy coated
reinforcement is the preferred alternative.
15.12.2
Galvanized Reinforcement
Galvanized reinforcement may be used anywhere corrosion protected reinforcement is required

as long as it is not mixed with uncoated bars in the same structural element. When uncoated
bars are used in the same element with galvanized bars, the zinc on the galvanized bar
sacrifices itself to protect the uncoated bar. This results in a reduced service life after the zinc is
consumed and corrosion and spalling can develop.
January, 2008
15-17
Galvanized bars shall not be used in prestressed beams. The current standard is to use calcium
nitrite corrosion inhibitor in prestressed elements, which negates the need for other corrosion
protection measures.
The standards for reinforcing bars are given in ASTM A615 and A996. These documents
include the minimum dimensions for bending the various diameters and grades of bars.
Unfortunately, some of these dimensions are not suitable for galvanized reinforcing bars. The
bends sometimes have microcracking that is exacerbated by the galvanizing process, resulting
in reinforcing that can be broken by hand.
The standard bends for galvanized reinforcing bars are given in ASTM A767. To make matters
confusing for the designers, some of the bends in A767 are larger and some are smaller than
the comparable bends in A615.
To avoid problems, the minimum bend diameters in both standards need to be met.
Table 15-4 gives the minimum bend diameters that should be used for detailing reinforcing
when galvanized reinforcing is specified. The bar list program (Barlist.EXE) will account for
these changes when the bar is coded as galvanized.
For galvanized bar sizes up to and including #19 (") the bend diameter for end hooks is the
same. Because of this, no change will be required for most bridge deck applications of
galvanized reinforcing.
15-18
January, 2008
End Hook
180E
Bar
Size
10
Bar
Diameter
9.5
13
A or G
Stirrup or Tie Hooks

90E
135E
Seismic Stirrup
or Tie Hooks
90E
135E
A or G
A or G
A or G
A or G
125
80
150
105
65
105
115
80
12.7
150
105
200
130
80
130
130
80
16
15.9
175
130
250
165
95
160
165
95
19
19.1
200
155
300
205
115
305
205
115
22
22.2
275
220
380
260
140
380
260
140
25
25.4
330
250
430
295
165
430
295
165
29
28.7
375
300
475
32
32.3
425
335
550
36
35.8
475
375
600
43
43
675
550
815
57
57.3
925
725
1050
Table 15-4
HOOKS FOR GALVANIZED BARS
15.12.3
Stainless Steel Clad Reinforcement
The use of stainless steel clad reinforcement requires approval by the D.C.E.S. due to limited
field experience and will be considered on a case by case basis. Bends, development length,
and lap splice requirements are similar to plain bars.
The primary difference between stainless steel clad and solid stainless steel is that stainless
steel clad has a plain core that must be protected after cutting, leading to increased time and
effort in the field. If this operation is not performed well, there is some risk that the inner core
could corrode.
Stainless steel clad reinforcement may be applicable in extreme environments such as in a cap
beam beneath an expansion joint or a substructure unit located near or in a body of salt water.
Stainless steel clad reinforcement is also applicable in superstructure deck slabs. When used in
a superstructure deck slabs, both reinforcement mats shall be stainless steel clad
reinforcement.
January, 2008
15-19
15.12.4
Solid Stainless Steel Reinforcement
The use of solid stainless steel reinforcement requires approval by the D.C.E.S. due to its
substantial cost and will be considered on a case by case basis. Bends, development length,
and lap splice requirements are similar to plain bars.
Solid stainless steel reinforcement is applicable to every situation where galvanized or stainless
steel clad would be used. The extremely high cost for this added protection should be a strong
consideration when contemplating using solid stainless steel reinforcement.
15.12.5
Protection of Reinforcement in Substructures
Corrosion-resistant reinforcement shall be used for the faces of substructure components that
are exposed to chlorides. It is typically not necessary to use corrosion-resistant reinforcement in
the rear faces of retaining walls and abutments. A substructure face is considered to be
exposed to chlorides as described below.
1. Footings immersed in seawater are considered to be exposed to chlorides on all faces. All
other footings are not considered to be exposed to chlorides.
2. Reinforcement extending from the footing into substructure components shall be considered
exposed to chlorides if that substructure face is also considered exposed to chlorides.
3. A substructure face is considered exposed to chlorides from water containing de-icing salts
if the substructure is located under:
an open steel grating deck.

any bridge deck joint system.
a bridge deck with an open railing.
Exception: The primary longitudinal reinforcement in cap beams of piers shall not have an
epoxy coating. This exception is made to improve the bond between the reinforcement and
concrete for better crack control. Shear and vertical reinforcement shall follow the normal
criteria.
4. A substructure is considered to be exposed to chlorides from splash or spray of water
containing de-icing salts from the roadway below if the substructure is located within 9 m
horizontally of the edge of the under roadway pavement. Exception: If the substructure is
tall, reinforcing bars beginning with the first splice at 5 m or higher above the pavement are
not considered to be exposed.
5. A substructure is considered to be exposed to chlorides from splash or spray of seawater if
the substructure is located within 9 m horizontally of the edge of seawater at mean high
water or, within 30 m horizontally of the edge of seawater if large waves frequently exceed
the mean high water level. Exception: If the substructure is tall, reinforcing bars beginning
with the first splice at 5 m or higher above mean high water are not considered to be
exposed. The height shall be increased to 15 m above mean high water where large waves
frequently exceed the mean high water level.
15-20
January, 2008
6. All substructure components immersed in seawater are considered to be exposed to

chlorides on all faces.
15.13
Reinforcing Bar Lists
Contract Plans shall include reinforcing bar lists. Contract Plans without reinforcing bar lists are
no longer allowed.
15.14
Drilling and Grouting
Two specifications are currently available for use when drilling and grouting of anchor rods
(bolts or reinforcing bars) is required. The specifications are 586.01 Drilling and Grouting Bolts
or Reinforcing Bars and 586.20xxyy__16 Drilling and Grouting Anchor Bars in Concrete, where:
xx = 01 for fully threaded anchor bolts
xx = 02 for a reinforcing bar
yy = diameter in millimeters
Specification 586.20xxyy__16 shall be used when it is determined that proof testing of the
installation will be required, and where there are not sustained tensile loads and/or overhead
applications. Proof testing is defined as random pullout testing of installed anchor rods. Some
examples of where proof load testing is required for this specification include the following:
1. Attaching replacement bridge railing.
2. Inserting anchor rods into an existing footing and splicing to vertical reinforcing bars
for a new column.
3. Anchoring bearings that could be subjected to uplift.
4. Attaching signs to fascias of bridges.
Specification 586.20xxyy__16 is in the process of being incorporated into the Standard
Specifications.
Specification 586.01 shall be used when it is determined that proof load testing is not required.
Some examples of where proof load testing of anchor rods is not required include:
1. Rods are in compression under all load cases.
2. Anchorage of temperature and shrinkage steel
3. Resisting shear forces only
4. Used to tie an existing wall to a new one.
January, 2008
15-21
A third specification is currently under development that shall be used for sustained tensile load
and/or overhead applications including any vertical applications where failure would result in risk
or injury to the public. This specification will eliminate the option of using 70107 Anchoring
Materials Chemically Curing in these situations. Contact the Bridge Standards Unit for
additional guidance when requiring this specification.
Several factors play a role in determining embedment depths including edge distances and bar
spacing. Due to the complexity of determining these depths, it is recommended that designers
consult the Bridge Standards Unit when drilling and grouting is required.
15-22
January, 2008
Section 16
16.1
General
The Engineers Estimate is the Departments estimate of the construction cost of the project.
The bridge estimate is an important component of that estimate and the contract plans for many
reasons. Besides providing a list of quantities to the contractor, the estimate also provides some
very important internal information to the Department. By breaking down the materials and tasks
required for a bridge into measurable standard units and then dividing the bid price by the
number of units, it is possible to establish a per-unit cost for each item bid for that particular
project. These per unit costs are averaged with the per-unit costs from other similar projects.
These averages can then applied to future projects to estimate the bid price.
Once these averages are well established, they can be used to determine the most cost
efficient design between competing alternates. As an example, a determination could be made
whether two continuous shorter spans with a pier are more economical than a single longer
span bridge.
Since there is usually some highway approach work associated with a bridge project, the bridge
estimate in most cases is only a part of the larger project estimate. The total project estimate is
usually coordinated by the functional area having overall project management responsibility or
responsibility for the highway portion of the project estimate.
All estimate calculations, and any sketches associated with them, shall be verified and
preserved as part of the design computations. Estimate work up sheets are usually requested
by the E.I.C. and should be provided before construction begins. Further information on
estimates can be found in Chapter 21 of the Highway Design Manual.
16.2
Precision Versus Practicality
It is important to consider the items being estimated and the relative amount of precision
required for that item. For example, it may be necessary to estimate a certain item, such as a
concrete pour, to the nearest tenth cubic meter in a concrete pour table, while it may be
unnecessary to apply this level of accuracy to a less precise item such as earthwork items. The
following is a sample list of the desired level of precision for the Estimate of Quantities Table:
April, 2006
16-1
ITEM
UNITS
Level of Accuracy
Select Structure Fill
Cubic Meter
Round to the nearest 5 cubic meters
Steel Bearing Piles
Meter
Round to the nearest meter
Perm. Steel Sheet Piling
Square Meter
Round to nearest square meter
Concrete for Structures
Cubic Meter
Round to nearest cubic meter (to nearest

tenth in a placement table)
Structural Steel
Kilogram
Round to the nearest 50 kilograms
Armored Joint System
Meter
Round to nearest meter
Perm. Conc. Traffic Barrier
Meter
Round to the nearest meter
Type E.B. Bearings
Each
Give exact number required
Reinforcing Steel
Kilogram
Round to nearest kilogram
Stone Bridge Curb
Meter
Round to nearest meter
16.3
Utility Share of Bridge Estimate
It is common for bridges to carry utility lines (water or natural gas pipes, telephone or electrical
lines, etc.) in addition to vehicular and pedestrian traffic. These projects may have separate
utility shares in the Engineers Estimate. See Section 7.5 for more information on utility shares.
16.4
Lump Sum Price Analysis
For items designated as Lump Sum items, there is no per-unit cost. In this case, a logical
procedure for determining the estimated cost must be included in the design folder and kept for
future reference.
Although structural steel is estimated on a lump sum basis, the amount of steel shall be stated
on the plans in kilograms. The total mass of beams, diaphragms, angles, and gusset plates are
accounted for by totaling the volume of these components and then multiplying by 7,850
kg/cubic meter (unit mass of steel). Additionally, the total mass shall be increased by 3% to
account for the mass of welds and bolts and then rounded to the nearest 50 kilograms.
16-2
January 2008
16.5
Alternate Bid Procedure
Periodically, a major structure may require that two competing design alternates be prepared
(e.g., prestressed concrete vs. steel superstructures). Since the designs may be quite
dissimilar, separate estimates for each design shall be prepared for bid. Further information on
alternate bid procedures is available in Chapter 21 of the Highway Design Manual.
April, 2006
16-3
Section 17
Standard Notes
17.1
Introduction
Standard notes are an important element of a complete PS&E package since they provide
necessary additional information for a project that cannot easily be included in a detail drawing.
Standard notes are included in the contract proposal or included in the contract plans. This
section presents a compilation of standard notes and serves as a guide for their use.
The use of standard notes is intended to further explain or provide information in the contract
plans. While the use of standard notes is necessary and appropriate, designers are cautioned
against overuse. Instead of presenting an excessive list of every possible standard note
because they might apply on a particular project, designers need to carefully evaluate each of
the standard notes compiled in this section for its need and applicability. The goal is to present
a list of notes on the plans that is no less and no more than what is needed. When notes are
used in profusion, important items can be lost in a sea of notes that may not be applicable.
Further information on the use of notes can be found in Chapter 21 of the Highway Design
Manual.
17.2
Standard Proposal Notes
Standard notes to be placed in the proposal and included with the PS&E submission include the
special bridge foundation notes.
Bridges over navigable waterways also require notes to be placed in the proposal. The following
sections contain a compilation of the standard proposal notes.
April, 2006
17-1
This Page Intentionally Left Blank
17-2
April, 2006
Standard Notes
PROTECTION AND OVERLAYING OF MEMBRANE WATERPROOFING SYSTEM FOR

STRUCTURAL SLABS
The bituminous concrete overlay shall be placed on the structural slab preferably within 24
hours but not later than seven (7) days after the placement of the membrane waterproofing
system.
For the Bituthene and Protecto-Wrap Preformed Sheet Membrane Systems, the temperature of
the first course of bituminous paving material, at the time of placement, shall be not less than
135C nor greater than 154C. For the Royston Preformed Sheet Membrane System, the
temperature of the first course of bituminous paving material, at the time of placement, shall be
not less than 143C nor greater than 163C.
On grades, bituminous paving equipment shall be operated in the downhill direction to
minimize damage to the membrane.
Only that equipment necessary for transporting, placing, and compacting the overlay shall be
allowed on the completed membrane system. Bituminous concrete pavers shall be rubber-tired.
Vehicles transporting the overlay material shall be rubber-tired and operated at slow speeds
(not to exceed 8 km/h). All vehicles shall avoid making sharp turns, sudden stops and starts, or
other movements on the membrane that may cause breaks, lifting, or other damage. If vehicle
tires cause pick-up of the membrane, small quantities of talc, cement, or powdered limestone
may be used to dust the tires.
Any damage to the membrane waterproofing system during the overlay operation shall be
repaired immediately and prior to the placement of bituminous concrete. A quantity of repair
material shall be kept on hand for any such repairs. No additional payment will be made for any
areas that require repairs.
Blisters that may raise during the overlay operation shall be vented to insure adhesion of the
membrane system and overlay to the deck. Blistered areas will be most noticeable during the
rolling operation. Venting shall be done by inserting an ice pick or other suitable instrument into
the affected area. These vent holes need not be repaired.
Compaction of Asphalt Overlays on Bridge Decks
Compaction of asphalt overlays within the 1.8 m width immediately adjacent to the headers or
joints shall be obtained using a vibratory roller only in static mode and having a maximum width
of 0.9 m. The vibratory roller shall appear on the Department's current Approved List for
Bituminous Concrete Vibratory Compaction Equipment - Small Vibratory Rollers. Compaction in
accordance with 402-3.07 Compaction shall overlap this area and proceed as near as
practical to headers or joints.
April, 2006
17-3
NOTES FOR USE WITH PROJECTS INVOLVING NAVIGABLE WATERS AND OTHER
WATERWAYS
The following five Special Proposal Notes have been written for use on projects involving
Navigable Waters and other Waterways. The Designer is urged to contact the Office of
Structures Hydraulic Engineering Unit for guidance in the choice of which set of Special Notes
to choose for a particular project, as well as needed modifications for the particular project.
The five Special Notes are as follows:
New and Replacement Bridge Project - Non-Canal Area, U.S.C.G. Permit Required, In-Stream
Work
New and Replacement Bridge Project - Canal Area, U.S.C.G. Permit Required, In-Stream Work
Rehab Project - Non-Canal Area, No Formal U.S.C.G. Permit
Minor Rehab Project - Canal Area, Painting Contracts Etc., No In-Stream Work
Minor Rehab Project - Non-Canal Area, Painting Contracts Etc., No In-Stream Work
17-4
April, 2006
Standard Notes
USE FOR NEW & REPLACEMENT BRIDGE PROJECT

NON-CANAL AREA, U.S.C.G. PERMIT REQUIRED, IN-STREAM WORK
SPECIAL NOTES
Work in Navigable Waters and Other Waterways
1.
Responsibilities:
and the navigation

The Contractor's attention is directed to
(Waterway Name)
channel therein. It shall be the sole responsibility of the Contractor to conduct operations to
comply with all the regulations and requirements of the U.S. Coast Guard, the Corps of
Engineers, The New York State Department of Transportation, the New York State Department
of State and the New York State Department of Environmental Conservation, in connection with
but not limited to, the maintenance of navigation and water pollution control.
The Contractor shall submit six (6) copies of the plan and schedule of operations to the
New York State Department of Transportation, Region # , (Address) for approval at least
35 days prior to commencing any work in or over the navigable waterway. Two copies of the
Contractor's plan and schedule of operations approved by the NYSDOT shall then be submitted
by the Contractor to the U.S. Coast Guard for their approval at least 21 days prior to
commencement of work.
The plan and schedule or sequence of operation shall include: A sketch of the waterway,
the location of any restrictions that will be placed in the waterway, such as barges, anchors and
anchor lines, the location and height above mean high water of any scaffolding or netting, the
placement, type and dimensions of cofferdams, dolphins, spars, etc., if used, method of
screening silt from dewatering operations and a projected set of dates and length of time each
operation will take. The schedule shall also include the hours of operation and whether or not
equipment will be removed at night.
2.
Laws and Regulations:
The State has applied for a permit for the construction of this project from the U.S. Coast
Guard. It is anticipated that the U.S. Coast Guard Bridge Permit will be available for
examination at the Office of the Regional Director, Region # . The Contractor shall comply
with the requirements and provisions of this permit which are applicable to the construction work
of this contract and shall pay all costs in connection therewith including but not necessarily
limited to, the cost of any Notice to Mariners, the cost of relocating existing navigation aids and
the cost of services performed by the U.S. Coast Guard, as required, such as special surveys in
connection with misplaced material in waterways or making dumping inspections. The cost to
the Contractor for compliance as aforesaid shall be included in the prices bid for the various
items scheduled in the Proposal.
The Contractor should be familiar with the regulations of Sections 301, 302, 306, and
307 of the Federal Water Pollution Control Act of 1972, Public Law 92-500, 86 Stat. 816; The
General Bridge Act of 1946-(33 USC 525), Sections 9 & 10 of the Rivers and Harbors Act of
March 3, 1899 (33 U.S.C. 403); Section 404, Stat. 816, Public Law 92-500; Section 103 of the
Marine Protection Research and Sanctuaries Act of 1972, 86 Stat. 1052, Public Law 92-532 as
they relate to the proposed construction activities. Proposed activities in the waterway which
April, 2006
17-5
extend beyond the purview of the State's Permits as granted by the Coast Guard and/or the
Corps of Engineers may be affected or restricted by these regulations. All costs and delays
incurred in securing authorization for extraneous work activities not included in the Permits
granted as stated herein, shall be borne by the Contractor and reflected in the prices bid for the
various contract items.
The Contractor shall obtain all other permits and licenses and pay all charges and fees
incurred. The Contractor shall give all notices necessary and incident to the due and lawful
prosecution of the work, and shall comply with all laws, ordinances, rules and regulations of the
Federal Government, the State, the City (Cities) and other bodies having jurisdiction over the
work and encompassed by their Contract.
3.
Maintenance and Protection of Navigation:
a.
All work shall be so conducted that the free navigation of the waterway is not
unreasonably interfered with and the present navigable depths are not impaired. The
construction of falsework, pilings or other obstructions, if required, shall be accomplished in
accordance with plans submitted to and approved by the NYSDOT (E.I.C.), and the U.S. Coast
Guard prior to work being performed. At no time during construction, shall restrictions be placed
upon navigation without first receiving approval of the E.I.C. and the U.S. Coast Guard. The
Contractor shall contact both Offices at least (15) fifteen days prior to the proposed restriction
periods.
All dredged material taken from the waterway beds shall be removed in accordance with
the conditions as stated and/or required by the U.S. Coast Guard, the Corps of Engineers, the
New York State Department of State and the Certification of Compliance with Water Quality
Standards issued in accordance with Section 401(a)(1) Public Law 92-500, by the New York
State Department of Environmental Conservation for this project.
b.
Signal Lights and Markers:
Permanent navigation lights shall be installed in accordance with Title 33, Code of
Federal Regulations, Part 118.70. The Contractor shall display signal lights, including any other
aids to navigation whether permanent or temporary, and conduct operations in accordance with
the General Regulations of the U.S. Coast Guard. The Contractor will be required to comply
with all the provisions of the Coast Guard's Inland Rules of the Road governing all aspects of
this project as they relate to navigable waters.
The Contractor shall service and maintain all Aids to Navigation (lights, fog horn,
buoys, etc.) from the time they are installed until all work of the contract has been completed, at
which time they shall be left in place and their maintenance taken over by others or removed as
ordered by the State of New York and/or the Coast Guard.
Specific approval of the lights proposed to be furnished shall be obtained in writing from
the State of New York and the Coast Guard by the Contractor. The Contractor shall submit for
approval by the State, drawings and catalogue cuts of the lights, relays and batteries proposed
to be furnished, including details for mounting and securing same, in accordance with New York
Standard Specifications, Item 16665.9710 M in effect at the time.
17-6
April, 2006
Standard Notes
The Contractor shall also furnish and install warning signs along the banks of the
waterway as specified by the Contract Plans and/or the E.I.C. where they may be readily seen
by mariners approaching the bridge. These signs shall warn mariners that they are approaching
a bridge construction area and that caution should be observed. Size, construction and lettering
of the signs shall conform to the N.Y.S. Manual of Uniform Traffic Control Devices. All costs
incurred in connection with these signs shall be included in the lump sum price bid for Item
619.02 M-Construction Signs, or subsequent Item in effect at that time.
c.
Notice to Mariners:
The Contractor shall notify the Coast Guard and the E.I.C. thirty (30) days in advance of
work completion so that the appropriate notice can be given to mariners. The Contractor shall
keep all offices apprised of conditions existing at the site, which relate to navigation, so that
marine traffic may be notified accordingly, on a timely basis.
d.
Temporary Removal of Navigation Aids:
The temporary removal or changes in location of channel markers may be required to

facilitate navigation. The Contractor shall notify the Engineer and the U.S. Coast Guard at least
10 days prior to the desired removal of any channel marker in order that appropriate permission
may be obtained and navigation interests fully informed in advance of the proposed change in
location.
e.
Preservation of the Existing Waterway:
It shall be the responsibility of the Contractor to insure that the waterway and channel
depths are not affected by the work. Should it be suspected that the waterway or channel
depths may have been impaired or that an obstruction may exist from the work,
the Contractor shall upon the request of the Coast Guard, Corps of Engineers or the E.I.C.,
provide the necessary equipment and personnel to undertake a survey to determine the
presence of any obstructions, objects or silting that may have occurred during construction.
Before commencement of work in or near the waterway, the Contractor shall conduct a
fathometric survey (soundings) of the waterway bottom based on U.S.G.S. Datum for the full
width of the waterway and for a distance 46 meters upstream and downstream of the work site
(new structure, bridge being replaced). Soundings shall be taken on a 3.0-meter grid. A copy of
the soundings shall be submitted to the E.I.C.
Upon completion of the contract, an inspection of the waterway shall be performed again
to insure that all construction wastes have been completely removed from the waterway. This
inspection shall consist of both a fathometric (soundings) survey and a wire drag. The survey
shall be taken on a 3.0-meter grid and cover the area previously surveyed. The wire drag shall
be performed after a review and comparison of the soundings have been made by the
Engineer-In-Charge.
f.
Misplaced Materials:
Should the Contractor, during the progress of the work, lose, dump, throw overboard,
sink or misplace any material, plant, machinery or appliance, which may be dangerous or
April, 2006
17-7
obstruct navigation, the Contractor shall promptly recover and remove the same. The
Contractor shall give immediate notice of such obstruction to the Coast Guard and the E.I.C.
The Notice shall give a description and location of any such object and action taken or being
taken to protect navigation. Until removal can be effected, the object(s) shall be properly
marked in order to protect navigation. Should the Contractor neglect to remove, or refuse to
promptly remove any such obstruction, the E.I.C. shall have the same removed and charge the
costs against monies due to the Contractor or recover under his Bond.
g.
Obstruction of Channel and Waterway:
Should the Contractor's plant obstruct the channel and waterway so as to endanger the
passage of vessels, as defined in the River and Harbor Act, it shall be promptly moved to the
extent necessary to afford a practicable passage. Upon completion of the work, the Contractor
shall promptly remove the plant, including ranges, buoys, piles, anchors and other markers
placed by the Contractor under the Contract, either on shore or off shore.
4.
Payment
Payment for all of the aforesaid items contained in these SPECIAL NOTES - Work
in Navigable Waters and Other Waterways shall be included and reflected in the prices bid
for the various contract items. No separate payment will be made for compliance with the
conditions stated herein.
17-8
April, 2006
Standard Notes
USE FOR NEW & REPLACEMENT BRIDGE PROJECT

CANAL AREA, U.S.C.G. PERMIT REQUIRED, IN-STREAM WORK
SPECIAL NOTES
1.
Responsibilities:
The contractor's attention is directed to the Erie Canal and the navigation channel
therein. It shall be the sole responsibility of the Contractor to conduct operations to comply with
all the regulations and requirements of the U.S. Coast Guard, the Corps of Engineers, the New
York State Department of Transportation, the New York State Department of Environmental
Conservation and the New York State Canal Corporation in connection with, but not limited to,
the maintenance of navigation and water pollution control.
The State has applied for a permit for the construction of this project from the U.S. Coast
Guard. It is anticipated that the permit will be available for examination at the Office of the
Regional Director, Region # ,
(Address)
. The contractor shall comply with the
requirements of all permits (USCG, Corps of Engineers, NYSDEC 401/Wetlands,) which are
applicable to the construction work of this contract. This shall include the payment of all costs in
connection therewith including, but not necessarily limited to, the cost of any Notice to
Mariners, the cost of relocating existing navigation aids and establishing additional navigation
aids during the course of construction and the cost of services performed by the U.S. Coast
Guard, and the New York State Canal Corporation as required, such as special surveys in
connection with misplaced materials in waterways.
The Contractor shall submit a **** plan and schedule of operations to the following
governmental agencies for approval before work may commence in or over the waterway. The
NYSDOT must approve the plan before submission to other agencies having jurisdiction.
Please note minimum review times required:
a)
NYSDOT - Three copies, 45 days prior to commencement of work. Send to Regional
Director, Region #___,_________(Address)_________
b)
U.S. Coast Guard- One copy, 30 days before work is commenced. Send to Commander
(obr),_____Coast Guard District,_________(Address)__________.
c)
Division Canal Maintenance Engineer - One copy, 21 days prior to commencement of
work. Send to New York State Canal Corporation, ________(Address)________ requesting (a)
plan approval, (b) a Work Permit for project construction over Canal property, (c) permission to
temporarily occupy Canal Corporation property for the length of time needed to complete
construction (including sufficient area for storage of equipment and supplies).
d)
Director, New York State Canal Corporation - One copy, 21 days prior to
commencement of work. Send to 200 Southern Boulevard, P.O. Box 189, Albany, N.Y. 122010189.
The Contractor should consider sending the plan and schedule of operations to all
agencies simultaneously after receiving NYSDOT approval to provide ample time for
April, 2006
17-9
coordination of comments before actual work is begun. The NYSDOT is not responsible for
delays attributable to any Office of the Canal Corporation or the Coast Guard.
****The plan and schedule or sequence of operation shall include where applicable: A
sketch of the waterway, the location of any restrictions that will be placed in the waterway, such
as barges, anchors and anchor lines, the location and height above mean high water of any
scaffolding or netting, the placement, type and dimensions of falsework, pilings, temporary
access fills, cofferdams, dolphins, spars, etc., if used, method of screening silt from dewatering
operations and a projected set of dates and length of time each operation will take. The
schedule shall also include the hours of operation and whether or not equipment will be
removed at night.
The Contractor is hereby informed that in the remainder of these Special Notes, all
references to the New York State Canal Corporation shall be understood to mean the Division
Canal Maintenance Engineer (DCME).
2.
The Contractor should be familiar with the regulations of Sections 301, 302, 306, 307,
401 and 404 of the Federal Water Pollution Control Act of 1972, Public Law 92-500, 86 Stat.
816; the General Bridge Act of 1946 (33 USC 525), Sections 9 and 10 of the Rivers and
Harbors Appropriations Act of March 3, 1899 (33 USC 403); Section 103 of the Marine
Protection and Sanctuaries Act of 1972, Public Law 92-532 as they relate to proposed
construction activities. Proposed activities in the waterway which extend beyond the purview of
permits and/or certifications granted to the NYSDOT by the Coast Guard, Corps of Engineers,
New York State Department of State and New
York State Department of Environmental Conservation may be affected or restricted by these
regulations. All costs and delays incurred in securing authorization for extraneous work activities
not included in the permits granted as stated herein, shall be borne by the Contractor and
reflected in the prices bid for the various contract items.
3.
a.
The Contractor is hereby advised that the navigation season on the Canal extends from
approximately April 10th to December 1st. The operations of the Contractor may be restricted
during this period. All work shall be so conducted that the free navigation of the waterway is not
interfered with and the present navigable depths are not impaired. At no time during
construction shall restrictions be placed upon navigation, or channel markers be moved without
first receiving approval of the E.I.C., the New York State Canal Corporation and the U.S. Coast
Guard. The Contractor shall contact all Offices at least 21 days prior to the proposed restriction.
b.
Permanent navigation lights shall be installed in accordance with Title 33, Code of
Federal Regulations, Part 118. The Contractor shall display signal lights, including any other
aids to navigation whether permanent or temporary, in accordance with the General
Regulations of the U.S. Coast Guard. Specific lighting requirements are indicated on the
Contract Plans and the U.S.C.G. Lighting Authorization. The Contractor will also be required to
17-10
April, 2006
Standard Notes
comply with all the provisions of the Coast Guard's Inland Rules of the Road governing all
aspects of the construction of this project as they relate to navigable waters.
Specific approval of the lights proposed to be furnished shall be obtained in writing from
the NYSDOT by the Contractor. All permanent navigation lights shall be of sufficient
candlepower as to be visible against background lighting at a distance of at least 1830 meters
on 90% of the nights of the year.
The Contractor shall also furnish and install warning signs along the banks of the
waterway at locations specified by the NYSDOT where they may be readily seen by
approaching mariners. These signs shall warn mariners that they are approaching a bridge
construction area and that caution should be observed. Wording of the signs shall be approved
by the Engineer-In-Charge. Size, construction and lettering shall conform to the N.Y.S. Manual
of Uniform Traffic Control Devices. All cost incurred in connection with these signs shall be
included in the lump sum price bid for Item 619.02M - Construction Signs or subsequent Item in
effect at that time.
The Contractor shall service and maintain all Aids to Navigation (lights, fog horn,
buoys, etc.) from the time they are installed until all work on the contract has been completed, at
which time they shall be left in place and their maintenance taken over by others or removed as
ordered by the NYSDOT and/or the Coast Guard.
c.
Notice to Mariners:
The Contractor shall notify the Coast Guard, E.I.C. and the New York State Canal
Corporation thirty days in advance of work completion so that the appropriate notice can be
given to mariners. The Contractor shall keep all offices apprised of conditions existing at the site
which concern navigation, so that marine traffic may be notified accordingly and on a timely
basis.
d.
fathometric survey (soundings) of the waterway bottom based on U.S.G.S. datum for the full
width of the waterway and for a distance of 46 m upstream and downstream of the work site
(understood to mean the new bridge and/or bridge being replaced or rehabilitated including any
detour structure (structures) that may be required as part of this contract). Soundings shall be
taken on a 3.0-m grid.
depths may have been impaired or that an obstruction may exist from the work, the Contractor
shall, upon request of the Coast Guard, Corps of Engineers or the E.I.C., provide the necessary
equipment and personnel to undertake a survey to determine the presence of any obstructions,
objects or silting that may have occurred during construction. The Contractor shall give
immediate notice of such obstruction to the E.I.C. and the Coast Guard. Notices shall give a
description and location of the objects and action being taken to protect navigation. Until
removal can be effected, the object(s) shall be properly marked in order to protect navigation.
Should the Contractor neglect to remove or refuse to promptly remove any such obstruction, the
April, 2006
17-11
E.I.C. shall have the same removed and charge the costs against monies due to the Contractor
or recover under his Bond.
Upon completion of this Contract, an inspection of the waterway bottom shall be
performed again to insure that all bridge construction wastes have been completely removed
from the waterway. This inspection shall consist of both a fathometric survey
(soundings) and a wire drag. The survey shall be taken on a 3.0 meter grid and cover the area
previously surveyed. The wire drag shall be performed after a review and comparison of the
soundings have been made by the Engineer-In-Charge.
4.
Payment
Payment for all of the aforesaid Items contained in these Special Notes shall be
included and reflected in the prices bid for various Contract Items. No separate payment will be
made for compliance with the conditions stated herein.
17-12
April, 2006
Standard Notes
REHABILITATION PROJECT
NON-CANAL AREA, NO FORMAL U.S.C.G. PERMIT
SPECIAL NOTES
1.
Responsibilities:
and the
The Contractor's attention is directed to
(Waterway Name)
navigation channel therein. It shall be the sole responsibility of the Contractor to conduct
operations to comply with all the regulations and requirements of the U.S. Coast Guard, the
Corps of Engineers, the New York State Department of Transportation, the New York State
Department of State, and the New York State Department of Environmental Conservation in
connection with, but not limited to, the maintenance of navigation and water pollution control.
The Contractor shall submit four (4) copies of the plan and schedule of operations to the
New York State Department of Transportation, Region #
,
(Address)
for approval at least 35 days prior to commencing any
work in or over the navigable waterway. Two copies of the Contractor's plan and schedule of
operations approved by the NYSDOT shall then be submitted by the Contractor to the U.S.
Coast Guard for their information at least 21 days prior to commencement of any work in the
waterway.
anchor lines, the location and height above mean high water/maximum navigable water of any
scaffolding or netting, the placement, type and dimensions of cofferdams, dolphins, spars etc., if
used, method of screening silt from dewatering operations and a projected set of dates and
length of time each operation will take. The schedule shall also include the hours of operation
and whether or not equipment will be removed at night.
2.
The Contractor shall comply with the requirements and provisions of all U.S. Coast
Guard regulations that are applicable to the construction work of this contract and shall pay all
costs in connection therewith including, but not necessarily limited to, the cost of any Notice to
Mariners, the cost of relocating existing navigation aids and the cost of services performed by
the U.S. Coast Guard, as required, such as special surveys in connection with misplaced
material in waterways or making dumping inspections. The cost to the Contractor for
compliance as aforesaid shall be included in the prices bid for the various items scheduled in
the Proposal.
The Contractor should be familiar with the regulations of Sections 301, 302, 306, 307
and 401 of the Federal Water Pollution Control Act of 1972, Public Law 92-500, 86 Stat. 816;
The General Bridge Act of 1946-(33 USC 525), Sections 9 & 10 of the Rivers and Harbors Act
of March 3, 1899 (33 U.S.C. 403); Section 103 of the Marine Protection Research and
Sanctuaries Act of 1972, 86 Stat. 1052, Public Law 92-532 as they relate to his proposed
construction activities.
April, 2006
17-13
To the best of our knowledge, this project does not require a formal U.S. Coast Guard
bridge permit. Work in the waterway is being progressed under a Corps of Engineers
Nationwide Permit in accordance with 33 CFR 330.5(A)#__. The Contractor should note that
while a formal permit requirement is not anticipated, this waterway is a navigable waterway of
the U.S. under jurisdiction of the U.S. Coast Guard and Corps of Engineers. Any cost and
delays incurred in securing authorization for work activities not previously approved shall be
borne by the Contractor and reflected in the prices bid for various contract items.
Federal Government, the State, the City (Cities) and other bodies having jurisdiction over the
work and encompassed by their Contract.
3.
a.
unreasonably interfered with and the present navigable depths are not impaired. The
construction of false work, pilings or other obstructions, if required, shall be accomplished in
accordance with plans submitted to and approved by the NYSDOT E.I.C. and the U.S. Coast
Guard prior to construction. At no time during construction shall restrictions be placed upon
navigation without first receiving approval of the E.I.C. and the U.S. Coast Guard. The
Contractor shall contact all Offices at least (21) twenty one days prior to the proposed restriction
periods.
All dredged material taken from the waterway beds shall be removed in accordance with
the conditions as stated and/or required by the U.S. Coast Guard, the Corps of Engineers and
the Certification of Compliance with Water Quality Standards issued in accordance with Section
401(a)(1) Public Law 92-500, by the New York State Department of Environmental
Conservation for this project.
b.
The Contractor shall display signal lights, including any other aids to navigation whether
permanent or temporary, and conduct operations in accordance with the General Regulations of
the U. S. Coast Guard. Specific lighting requirements are indicated on the contract plans and
the U.S.C.G. Lighting Authorization. The Contractor will be required to comply with all the
provisions of the Coast Guard's Inland Rules of the Road governing all aspects of this project
as they relate to navigable waters. The Contractor shall also furnish and install warning signs
along the banks of the waterway at locations specified by the NYSDOT where they may be
readily seen by approaching mariners. These signs shall warn mariners that they are
approaching a bridge construction area and that caution should be observed. Wording of the
signs shall be approved by the Engineer-In-Charge. Size, construction and lettering shall
conform to the N.Y.S. Manual of Uniform Traffic Control Devices. All cost incurred in connection
with these signs shall be included in the lump sum price bid for Item 619.02M - Construction
Signs or subsequent Item in effect at that time.
17-14
April, 2006
Standard Notes
c.
Notice to Mariners:
work completion so that the appropriate notice can be given to mariners. The Contractor shall
keep all offices apprized of conditions existing at the site, which relate to navigation, so that
marine traffic may be notified accordingly, on a timely basis.
d.

facilitate navigation. The Contractor shall notify the Engineer and the U.S. Coast Guard at least
21 days prior to the desired removal of any channel marker in order that appropriate permission
may be obtained and navigation interests fully informed in advance of the proposed change in
location.
e.
depths may have been impaired or that an obstruction may exist from the work, the Contractor
shall, upon the request of the Coast Guard, Corps of Engineers, or the E.I.C., provide the
necessary equipment and personnel to undertake a survey to determine the presence of any
obstructions, objects or silting that may have occurred during construction.
fathometric survey (soundings) of the waterway bottom based on U.S.G.S. Datum for the full
width of the waterway and for a distance 46 m upstream and downstream of the work site (new
structure, bridge being replaced). Soundings shall be taken on a 3.0-m grid.
Upon completion of the contract, an inspection of the waterway shall be performed again
to insure that all construction wastes have been completely removed from the waterway. This
inspection shall consist of both a fathometric (soundings) survey and a wire drag. The survey
shall be taken on a 3.0-meter grid and cover the area previously surveyed. The wire drag shall
be performed after a review and comparison of the soundings have been made by the E.I.C.
f.
Contractor shall give immediate notice of such obstruction to the Coast Guard and the
Engineer. The Notice shall give a description and location of any such object and action taken
or being taken to protect navigation. Until removal can be effected, the object(s) shall be
properly marked in order to protect navigation. Should the Contractor neglect to remove, or
refuse to promptly remove any such obstruction, the Engineer shall have the same removed
and charge the costs against monies due to the Contractor or recover under his Bond.
April, 2006
17-15
g.
Obstruction of Channel and Waterway:
Should the Contractor's plant obstruct the channel and waterway so as to endanger the
passage of vessels, as defined in the River and Harbor Act of 1899, it shall be promptly moved
to the extent necessary to afford a practicable passage. Upon completion of the work, the
Contractor shall promptly remove the plant, including ranges, buoys, piles, anchors and other
markers placed by him under the Contract, either on shore or off shore.
4.
Payment:
Payment for all of the aforesaid items contained in these SPECIAL NOTES - Work in
Navigable Waters and Other Waterways shall be included and reflected in the prices bid for the
various contract items. No separate payment will be made for compliance with the conditions
stated herein.
17-16
April, 2006
Standard Notes
MINOR REHABILITATION PROJECT - CANAL AREA

USE FOR PAINTING CONTRACTS ETC., NO IN-STREAM WORK
SPECIAL NOTES
1.
Responsibilities:
and the
The Contractor's attention is directed to the
(Waterway Name)
operations as to comply with all the regulations and requirements of the U.S. Coast Guard, the
Corps of Engineers and the New York State Department of Environmental Conservation in
connection with, but not limited to, the maintenance of navigation and water pollution control.
bridge permit. However, this waterway is a navigable waterway of the U.S. and as such, is
under the jurisdiction of the U.S. Coast Guard, Corps of Engineers and the New York State
Canal Corporation.
The Contractor shall notify the U.S. Coast Guard 30 days in advance of commencing
work over the waterway so that a Notice to Mariners may be published in a timely manner.
Coast Guard approval of the plan and schedule of operations is not necessary for this type of
bridge work.
The Contractor is required to submit a plan and schedule of operations***to the following
governmental agencies for their review 30 days before work may commence.
a)
NYSDOT: Four copies. Send to Regional Director, Region #
, New York State
Department of Transportation,
(Address)
for approval at least 35 days prior
to commencing any work.
b)
Division Canal Maintenance Engineer: One Copy. At least 21 days prior to
commencement of work. Send to New York State Canal Corporation,
(Address)
requesting (a) plan approval, (b) a Work Permit, (c) permission to
temporarily occupy Canal Corporation property for the length of time needed to complete
construction (including sufficient area for storage of equipment and supplies).
c)
Director, New York State Canal Corporation: One copy for information. Send to 200
Southern Boulevard, P.O. Box 189, Albany, N.Y. 12201-0189.
***The plan and schedule or sequence of operation shall include: A sketch of the
waterway, the location of any restrictions that will be placed in the waterway, such as barges,
anchors and anchor lines, the location and height above mean high water/maximum navigable
water of any scaffolding or netting, the placement, type and dimensions of dolphins, spars etc.,
if used, and a projected set of dates and length of time each operation will take. The schedule
shall also include the hours of operation and whether or not equipment will be removed at night.
April, 2006
17-17
2.
The Contractor should be familiar with the regulations of Sections 301, 302, 306 and 307
of the Federal Water Pollution Control Act of 1972, Public Law 92-500, 86 Stat. 816; The
General Bridge Act of 1946-(33 USC 525), Sections 9 & 10 of the Rivers and Harbors Act of
March 3, 1899 (33 U.S.C. 403); Section 404, Stat. 816, Public Law 92-500; Section 103 of the
they relate to his proposed construction activities. Proposed activities which extend beyond the
purview of permits, certifications and/or approvals previously granted to the NYSDOT for this
project by the Coast Guard, Corps of Engineers and/or the New York State Department of
Environmental Conservation may be affected or restricted by these regulations. All cost and
delays in securing authorization for extraneous work activities not included in the
aforementioned approvals shall be borne by the Contractor and reflected in the prices bid for
the various contract items.
3.
a.
unreasonably interfered with and the present navigable depths are not impaired. At no time
during construction shall restrictions be placed upon navigation without first receiving approval
of the E.I.C., the Canal Corporation and the U.S. Coast Guard. The Contractor shall contact all
Offices at least 21 days prior to the proposed restriction periods.
b.
The Contractor shall display signal lights, including any other aids to navigation whether
permanent or temporary, in accordance with the General Regulations of the
U.S. Coast Guard. The Contractor will be required to comply with all the provisions of the Coast
Guard's Inland Rules of the Road governing all aspects of this project as they relate to
navigable waters.
c.
Notice to Mariners:
The Contractor shall notify the Coast Guard, the Canal Corporation and the E.I.C. thirty
(30) days in advance of work completion so that the appropriate notice can be given to
mariners. The Contractor shall keep both Offices apprized of conditions existing at the site,
which relate to navigation, so that marine traffic may be notified accordingly, on a timely basis.
d.

facilitate navigation. The Contractor shall notify the Engineer at least 21 days prior to the
desired removal of any channel marker in order that U.S. Coast Guard/Canal Corporation
permission may be obtained and navigation interests fully informed in advance of the proposed
change in location.
17-18
April, 2006
Standard Notes
e.
depths are not affected by the work. Should it be suspected that river or channel depths may
have been impaired or that an obstruction may exist from the work, the Contractor shall, upon
request of the E.I.C. or the U.S. Coast Guard, provide the necessary equipment and personnel
to undertake a survey to determine the presence of any obstructions, objects, or silting that may
have occurred during construction.
f.
Contractor shall give immediate notice of such obstruction to the Coast Guard, the Canal
Corporation and the Engineer. Notices shall give a description and location of any such object
and action taken or being taken to protect navigation. Until removal can be effected, the
object(s) shall be properly marked in order to protect navigation. Should the Contractor neglect
to remove, or refuse to promptly remove any such obstruction, the Engineer shall have the
same removed and charge the costs against monies due to the Contractor or recover under his
Bond. Upon completion of the work, the Contractor shall promptly remove the plant, including
ranges, buoys, piles, anchors and other markers placed by the Contractor, either on shore or off
shore.
4.
Payment
Payment for all of the aforesaid items contained in these SPECIAL NOTES shall be
included and reflected in the prices bid for the various contract items. No separate payment will
be made for compliance with the conditions stated herein.
April, 2006
17-19
MINOR REHABILITATION PROJECT - NON-CANAL AREA

USE FOR PAINTING CONTRACTS ETC., NO IN-STREAM WORK
SPECIAL NOTES
No In-Stream Work - Series One - Non Canal Area
1.
Responsibilities:
The Contractor's attention is directed to the

(Waterway Name)
and the
operations to comply with all the regulations and requirements of the U.S. Coast Guard, the
Corps of Engineers, the New York State Department of Environmental Conservation and the
New York State Department of State in connection with, but not limited to, the maintenance of
navigation and water pollution control.
The Contractor shall submit five (5) copies of plan and schedule of operations to the
New York State Department of Transportation, for approval at least 40 days prior to
commencing any work over the navigable waterway. Two (2) copies of the plan and schedule
approved by the Department shall in turn be submitted by the Contractor to the U.S. Coast
Guard for their information at least 30 days prior to commencement of work.
anchor lines, the location and height above mean high water/maximum navigable water of any
scaffolding or netting, the placement, type and dimensions of dolphins, spars etc., if used, and a
projected set of dates and length of time each operation will take. The schedule shall also
include the hours of operation and whether or not equipment will be removed at night.
2.
The Contractor shall comply with the requirements and provisions of all U.S. Coast
Guard, Corps of Engineers, New York State Department of State and New York State
Department of Environmental Conservation regulations that are applicable to the construction
work of this contract and shall pay all costs in connection therewith including, but not
necessarily limited to, the cost of any Notice to Mariners, the cost of relocating existing
navigation aids and the cost of services performed by the U.S. Coast Guard, as required, such
as special surveys in connection with misplaced material in waterways or making dumping
inspections. The cost to the Contractor for compliance as aforesaid shall be included in the
prices bid for the various items scheduled in the Proposal.
The Contractor should be familiar with the regulations of Sections 301, 302, 306, 307,
401 and 404 of the Federal Water Pollution Control Act of 1972, Public Law 92-500, 86 Stat.
816; The General Bridge Act of 1946-(33 USC 525) Sections 9 & 10 of the Rivers and Harbors
Act of March 3, 1899 (33 U.S.C. 403); Section 404, Stat. 816, P.L. 92-500; Section 103 of the
they relate to proposed construction activities.
17-20
April, 2006
Standard Notes
bridge permit. However, this waterway is a navigable waterway of the U.S. under the jurisdiction
of the U.S. Coast Guard and Corps of Engineers. Any cost and delays incurred in securing
authorization for work activities not previously approved shall be borne by the Contractor and
reflected in the prices bid for various contract items.
Federal Government, the State, and other bodies having jurisdiction over the work
encompassed in this Contract.
3.
a.
unreasonably interfered with and the present navigable depths are not impaired. At no time
during construction, shall restrictions be placed upon navigation without first receiving approval
of the E.I.C. and the U.S. Coast Guard. The Contractor shall contact both Offices at least 21
days prior to the proposed restriction periods.
b.
The Contractor shall conduct operations in accordance with the General Regulations of
the U.S. Coast Guard. The Contractor will be required to comply with all the provisions of 33
CFR Part 118 and the Inland Rules of the Road governing all aspects of this project as they
relate to navigable waters.
c.
Notice to Mariners:
work completion so that the appropriate notice can be given to mariners.
The Contractor shall keep both Offices apprized of conditions existing at the site, which relate to
navigation, so that marine traffic may be notified accordingly, on a timely basis.
d.

facilitate navigation. The Contractor shall notify the Engineer at least 30 days prior to the
desired removal of any channel marker in order that U.S. Coast Guard permission may be
obtained and navigation interests fully informed in advance of the proposed change in location.
e.
depths are not affected by the work. Should it be suspected that river or channel depths may
have been impaired or that an obstruction may exist from the work, the Contractor shall, upon
request of the E.I.C. or the U.S. Coast Guard, provide the necessary equipment and personnel
to undertake a survey to determine the presence of any obstructions, objects, or silting that may
have occurred during construction. Should an obstruction be found, the Contractor shall give
April, 2006
17-21
immediate notice of such obstruction to the E.I.C. and the Coast Guard. Notices shall give a
description and location of the object(s) and action being taken to protect navigation. Until
removal can be effected, the object(s) shall be properly marked in order to protect navigation.
Should the Contractor neglect to promptly remove any such obstruction, the E.I.C. shall have
the same removed and charge the cost against monies due to the Contractor or recover under
his Bond.
4.
Payment:
Payment for all of the items contained in these SPECIAL NOTES shall be included and
reflected in the prices bid for the various contract items. No separate payment will be made for
compliance with the conditions stated herein.
17-22
April, 2006
Standard Notes
17.3
General Notes Sheet/Superstructure Slab Sheet
The following is a compilation of the standard notes that are usually placed on the General
Notes sheet and the Superstructure sheet of the contract plans. Standard notes to be placed on
the plans are in bold upper case font. Commentary and advice to designers are in normal lower
case font. Notes are numbered here; they shall generally not be numbered on the plans.
An index of the standard note numbers is given below:
NOTES
NUMBERS
GENERAL NOTES SHEET

(This sheet also usually includes the estimate of quantities)
General Notes
1 -
Foundation Notes
27
28
Substructure Notes
29 -
36
Cofferdam Notes
37 -
46
Superstructure Notes
47 -
72
Removal Notes
73 -
82
Reconstruction Notes
83 - 108
Structural Slab Concrete Overlay Notes
109 - 116
Miscellaneous Notes
117 - 133
Inverset Bridge Notes
134 - 151
SUPERSTRUCTURE SLAB SHEET

Deck Placement Notes
152 - 166
Stage Construction Notes
167 - 181
January, 2008
17-23
GENERAL NOTES SHEET

1.
GENERAL NOTES
The following note shall be included on each plan sheet:

2.
NOTE: IT IS A VIOLATION OF LAW FOR ANY PERSON, UNLESS THEY ARE ACTING
UNDER THE DIRECTION OF A LICENSED PROFESSIONAL ENGINEER, ARCHITECT,
LANDSCAPE ARCHITECT OR LAND SURVEYOR TO ALTER AN ITEM IN ANY WAY. IF AN
ITEM BEARING THE STAMP OF A LICENSED PROFESSIONAL IS ALTERED, THE
ALTERING ENGINEER, ARCHITECT, LANDSCAPE ARCHITECT OR LAND SURVEYOR
SHALL STAMP THE DOCUMENT AND INCLUDE THE NOTATION ALTERED BY
FOLLOWED BY THEIR SIGNATURE, THE DATE OF SUCH ALTERATION, AND A SPECIFIC
DESCRIPTION OF THE ALTERATION.
In the following notes, insert the month and year of the PS & E:
3.
DESIGN SPECIFICATIONS: NEW YORK STATE DEPARTMENT OF TRANSPORTATION

STANDARD SPECIFICATIONS FOR HIGHWAY BRIDGES WITH ALL PROVISIONS IN
EFFECT AS OF __________. (FOR DESIGN PURPOSES, COMPRESSIVE STRENGTH OF
CONCRETE FOR SUBSTRUCTURES AND DECK SLABS AT 28 DAYS: f'c = 21 MPa.)
or
4.
DESIGN SPECIFICATIONS: NYSDOT LRFD BRIDGE DESIGN SPECIFICATIONS WITH ALL

PROVISIONS IN EFFECT AS OF _________ (FOR DESIGN PURPOSES, COMPRESSIVE
STRENGTH OF CONCRETE FOR SUBSTRUCTURES AND DECK SLABS AT 28 DAYS: f'c =
21 Mpa.)
or
5.
DESIGN SPECIFICATIONS: NYSDOT LRFD BRIDGE DESIGN SPECIFICATIONS WITH ALL

PROVISIONS IN EFFECT AS OF __________ FOR THE SUPERSTRUCTURE DESIGN AND
NEW YORK STATE DEPARTMENT OF TRANSPORTATION STANDARD SPECIFICATIONS
FOR HIGHWAY BRIDGES WITH ALL PROVISIONS IN EFFECT AS OF ___________ FOR
THE SUBSTRUCTURE DESIGN. (FOR DESIGN PURPOSES, COMPRESSIVE STRENGTH OF
CONCRETE FOR SUBSTRUCTURES AND DECK SLABS AT 28 DAYS: f'c = 21 MPa.)
The following live load notes are to be used for new and replacement bridges. On
superstructure replacements, the existing substructures shall not be upgraded solely to
accommodate these live load criteria.
6.
LIVE LOAD: MS23 OR TWO 107 kN AXLES SPACED 1.22 m ON CTRS.
(Use only for bridges carrying either the mainline of Interstate highways or the Southern
Tier Expressway designed with NYSDOT Standard Specifications for Highway Bridges.)
7.
LIVE LOAD: MS23
(Use for all other highway bridges designed with NYSDOT Standard Specifications for
Highway Bridges.)
8.
LIVE LOAD: AASHTO HL - 93 AND NYSDOT DESIGN PERMIT VEHICLE.
(Use for bridges designed by the LRFD specifications.)
17-24
January, 2008
Standard Notes
9.
THE TEMPORARY STRUCTURE SHALL BE DESIGNED IN ACCORDANCE WITH THE

CURRENT STANDARD SPECIFICATIONS FOR HIGHWAY BRIDGES FOR A DESIGN LOAD
OF __________.
Use the following two notes for structures carrying railroads.

10.
DESIGN SPECIFICATIONS: CURRENT AMERICAN RAILWAY ENGINEERING AND

MAINTENANCE ASSOCIATION MANUAL FOR RAILWAY ENGINEERING.
11.
RAILROAD LIVE LOAD: COOPER E80.
12.
CONSTRUCTION AND MATERIALS SPECIFICATIONS: STANDARD SPECIFICATIONS,

CONSTRUCTION AND MATERIALS, NEW YORK STATE DEPARTMENT OF
TRANSPORTATION, OFFICE OF ENGINEERING, DATED JANUARY 2, 2002, WITH
CURRENT ADDITIONS AND MODIFICATIONS.
13.
ALL SHOP DRAWINGS SUBMITTED FOR THIS PROJECT SHALL BE IN SI UNITS.

ERECTION DRAWINGS ARE TO BE PREPARED IN DUAL UNITS.
14.
THE COST OF WATER USED FOR COMPACTION OF SELECT FILL ITEMS SHALL BE
INCLUDED IN THE UNIT PRICE BID FOR ITEM 203.1601 APPLYING WATER (INCLUDED
IN THE HIGHWAY ESTIMATE).
The following note may be used in lieu of the previous note:

15.
THE COST OF WATER USED FOR COMPACTION OF SELECT FILL ITEMS SHALL BE
INCLUDED IN THE UNIT PRICE BID FOR ITEM 203.21 SELECT STRUCTURE FILL.
If an investigation of assumed construction loads determines that bracing beyond that typically
necessary is required, the following note shall be placed on the plans to notify the Contractor:
16.
THE CONTRACTORS ATTENTION IS DIRECTED TO THE LARGE DECK OVERHANGS FOR

THIS STRUCTURE. THE FASCIA GIRDER DESIGN ASSUMES TYPICAL CONSTRUCTION
LOADS DURING PLACEMENT OF THE CONCRETE DECK. THE CONTRACTOR SHALL
PROVIDE ADEQUATE TEMPORARY SUPPORT AND BRACING TO PREVENT THE FASCIA
GIRDER FROM TWISTING OR EXCESSIVELY DEFLECTING UNDER THE LOADS OF THE
CONCRETE DEAD LOAD AND THE CONSTRUCTION LOADS. ALL DESIGN EFFORT
REQUIRED BY THE CONTRACTORS ENGINEER TO ASSURE THAT THE CONSTRUCTION
LOADS DO NOT ADVERSELY AFFECT THE FASCIA GIRDER ARE AT THE
CONTRACTORS EXPENSE. THE CONTRACTOR SHALL SUBMIT OVERHANG FORMING
DESIGN CALCULATIONS AND DETAILS TO THE D.C.E.S. FOR APPROVAL.
17.
THE COST OF ALL JOINT MATERIAL SHALL BE INCLUDED IN THE UNIT PRICES BID FOR
THE VARIOUS ITEMS OF THE CONTRACT, UNLESS OTHERWISE SPECIFIED ON THE
PLANS.
18.
THE CONTRACTOR'S ATTENTION IS DIRECTED TO SUBSECTION 105-09, WORK

AFFECTING RAILROADS, OF THE STANDARD SPECIFICATIONS.
January, 2008
17-25
The following note shall be used when Fracture-Critical Members are used in new construction:
19.
THIS STRUCTURE CONTAINS FRACTURE-CRITICAL MEMBERS. THESE MEMBERS ARE

IDENTIFIED ON THE PLANS. THE CONTRACTOR SHALL COMPLY WITH THE
APPLICABLE PROVISIONS OF SECTION 9 OF THE NEW YORK STATE STEEL
CONSTRUCTION MANUAL (SCM).
The following note shall be used when Fracture-Critical Members are present in a rehabilitation
project:
20.
THIS STRUCTURE CONTAINS FRACTURE-CRITICAL MEMBERS. THESE MEMBERS ARE

IDENTIFIED ON THE PLANS. IF REPAIRS TO THESE MEMBERS OR ADJACENT MEMBERS
NEED TO BE DONE, THE CONTRACTOR SHALL COMPLY WITH THE APPLICABLE
PROVISIONS OF SECTION 9 OF THE NEW YORK STEEL CONSTRUCTION MANUAL
(SCM).
21.
THE LOAD RATINGS ARE IN ACCORDANCE WITH THE AASHTO "MANUAL FOR
CONDITION EVALUATION OF BRIDGES - 1994" WITH ALL INTERIM PROVISIONS IN
EFFECT AND THE MANUAL FOR CONDITION EVALUATION AND LOAD AND RESISTANCE
FACTOR RATING (LRFR) OF HIGHWAY BRIDGES OCTOBER 2003.
The following note shall be used when preparing structural plans in metric units:
22.
DIMENSIONS FOR THICKNESSES OF STEEL ROLLED ANGLE SHAPES AND

STRUCTURAL TUBING ARE SHOWN ACCORDING TO THE AISC MANUAL "METRIC
PROPERTIES OF STRUCTURE SHAPES WITH DIMENSIONS ACCORDING TO ASTM A6M."
Maintenance Guideline Note (use for new and replacement contracts):

23.
THIS BRIDGE SHALL BE MAINTAINED IN ACCORDANCE WITH THE GUIDELINES

CONTAINED IN THE CURRENT EDITION OF THE AASHTO MAINTENANCE MANUAL: THE
MAINTENANCE AND MANAGEMENT OF ROADWAYS AND BRIDGES.
Maintenance Guideline Note (use for rehabilitation contracts):

24.
THIS BRIDGE, INCLUDING EXISTING ELEMENTS AND THOSE REPAIRED OR REPLACED

UNDER THIS CONTRACT, SHALL BE MAINTAINED IN ACCORDANCE WITH THE
GUIDELINES CONTAINED IN THE CURRENT EDITION OF THE AASHTO MAINTENANCE
MANUAL: THE MAINTENANCE AND MANAGEMENT OF ROADWAYS AND BRIDGES.
The following asbestos caution notes shall be used when materials containing asbestos exist on
a bridge and are not to be disturbed or removed:
25.
17-26
THE CONTRACTOR IS CAUTIONED THAT MATERIALS CONTAINING ASBESTOS ARE

BELIEVED TO EXIST AT VARIOUS LOCATIONS ON OR IN CERTAIN STRUCTURES OF
THIS CONTRACT. THESE MATERIALS WERE NOTED ON THE ORIGINAL CONTRACT
PLANS OF THE STRUCTURES AND/OR DURING FIELD INSPECTIONS.
January, 2008
Standard Notes
26.
UNLESS OTHERWISE INDICATED ON THE PLANS, WORK TO BE PERFORMED UNDER

THIS CONTRACT DOES NOT REQUIRE THE DISTURBING, DESTRUCTION OR REMOVAL
OF ANY KNOWN MATERIALS CONTAINING ASBESTOS. UNLESS OTHERWISE
INDICATED ON THE PLANS, IT IS THE EXPRESS INTENT OF THIS CONTRACT THAT
THESE MATERIALS NOT BE DISTURBED IN ANY WAY. SHOULD THE CONTRACTOR BE
FORCED TO DISTURB IN ANY WAY ANY SUCH MATERIALS, THE CONTRACTOR SHALL
FIRST BE FAMILIAR WITH INDUSTRIAL CODE RULE 56 OF THE N.Y.S. DEPARTMENT OF
LABOR. THE CONTRACTOR SHALL ALSO OBTAIN WRITTEN PERMISSION OF THE
REGIONAL DIRECTOR OF TRANSPORTATION BEFORE PROCEEDING.
The following note shall be placed on the General Plan of each bridge which is in proximity to
high voltage (600 volts or more) electric lines or systems:
27.
HIGH VOLTAGE ELECTRICAL LINES ARE IN PROXIMITY TO THIS BRIDGE. REFER TO

SUBSECTION 107-05 OF THE STANDARD SPECIFICATIONS FOR CONTRACTOR SAFETY
REQUIREMENTS.
28.
FOUNDATION NOTES
Indicate on the Contract Plans those notes recommended by the Foundations and Construction
Unit in the "Foundation Design Report" (FDR).
29.
SUBSTRUCTURE NOTES
30.
ALL PLACEMENTS OF SELECT STRUCTURE FILL, ITEM 203.21, SHALL BE COMPACTED

TO 95 PERCENT OF STANDARD PROCTOR MAXIMUM DENSITY.
31.
WHERE PILES ARE TO BE PLACED THROUGH THE EMBANKMENT (150 mm TOPSIZE),

THE EMBANKMENT SHALL BE COMPACTED TO 95 PERCENT OF STANDARD PROCTOR
MAXIMUM DENSITY.
32.
HIGHWAY EMBANKMENT MATERIAL (HIGHWAY ESTIMATE) AND SELECT STRUCTURE

FILL, ITEM 203.21, SHALL BE PLACED SIMULTANEOUSLY, IN CONTACT, ON BOTH
SIDES OF THE VERTICAL PAYMENT LINE.
Use the following note when the deck slab is continuous over the backwall.
33.
TOP OF BACKWALLS SHALL BE STEEL TROWEL FINISHED. SHEET GASKET (TREATED

BOTH SIDES), 728-06, SHALL BE PLACED ON THE TOP OF THE BACKWALLS OF
EXPANSION ABUTMENTS ONLY. TWO SHEETS SHALL BE USED; PAYMENT SHALL BE
INCLUDED IN THE UNIT PRICE BID FOR THE APPROACH SLAB ITEM.
January, 2008
17-27
34.
CLEANING CONCRETE EXPOSED TO VIEW:
If cleaning all or a portion of the substructure concrete is not required, as determined by the
Regional Office, the following special note shall be included in the plans for the structure. The
note shall be modified as required for use when only portions of piers or abutments will be
cleaned, or when a pier or abutment is cleaned and the rest of the substructure elements are
not.
35.
THE PROVISIONS OF SECTION 555-3.08, FINISHING, WITH REGARD TO REMOVING RUST

STAINS FROM CONCRETE EXPOSED TO VIEW ARE WAIVED. RUST STAINS SHALL NOT
BE REMOVED FROM THE SUBSTRUCTURE ON THIS BRIDGE.
36.
THE CONTRACTOR, WITH THE PERMISSION OF THE D.C.E.S., MAY ELECT TO

INTRODUCE CONSTRUCTION JOINTS IN THE ABUTMENTS AT LOCATIONS NOT SHOWN
ON THE PLANS. THESE CONSTRUCTION JOINTS SHALL BE PROVIDED WITH SHEAR
KEYS AND WATERSTOPS. VERTICAL CONSTRUCTION JOINTS INTRODUCED IN THE
BACKWALL SHOULD PREFERABLY BE PLACED MIDWAY BETWEEN THE PEDESTALS.
Cofferdam Notes
37.
SHOULD THE CONTRACTOR ELECT TO LAY BACK A PORTION OF THE EXISTING EARTH
ADJACENT TO AN EXCAVATION REQUIRING A COFFERDAM, ANY REQUIRED
EXTENSIONS OF THE COFFERDAM NECESSARY TO KEEP WATER FROM ENTERING
THE EXCAVATION SHALL BE FURNISHED AND PLACED AT NO COST TO THE STATE.
38.
WHERE A COFFERDAM IS USED, THE COST OF DEWATERING THE ENTIRE

EXCAVATION, REGARDLESS OF SOURCE OF WATER, SHALL BE INCLUDED IN THE
UNIT PRICE BID FOR THE COFFERDAM ITEM.
39.
THE COFFERDAM AND TREMIE SYSTEM SHALL BE FLOODED AS DIRECTED BY THE

ENGINEER WHEN THE WATER ELEVATION EXCEEDS ______________.
40.
SHOULD FIELD CONDITIONS REQUIRE A CHANGE FROM THE TYPE OF COFFERDAM

SYSTEM CALLED FOR ON THE PLANS, THE ENGINEER-IN-CHARGE SHALL CONTACT
THE D.C.E.S. FOR COORDINATION WITH APPROPRIATE AGENCIES TO APPROVE THE
CHANGE.
Include the following note on the contract plans when cofferdams are used with a tremie
system:
41.
THE COFFERDAM AND TREMIE SYSTEM SHALL BE DESIGNED TO AUTOMATICALLY

FLOOD BY NON-MECHANICAL MEANS WHEN THE WATER ELEVATION EXCEEDS
___________.
Include the following notes on the contract plans as applicable:

42.
17-28
IF MULTIPLE COFFERDAMS ARE REPLACED BY A SINGLE SYSTEM, AS PERMITTED BY

THE REGIONAL HYDRAULICS ENGINEER, PAYMENT SHALL BE BASED ON ALL OF THE
APPLICABLE COFFERDAM ITEMS INDICATED ON THE PLANS.
January, 2008
Standard Notes
43.
DEWATERING OF THE COFFERDAM SHALL BE ACCOMPLISHED BY PUMPING THE

WATER TO AN APPROVED UPLAND VEGETATED AREA OUTSIDE OF THE STREAMBED
AS SHOWN ON THE PLANS AND/OR APPROVED BY THE E.I.C. TEMPORARY SOIL
EROSION AND WATER POLLUTION CONTROL, SUCH AS HAY BALES OR APPROVED
EQUAL, MAY BE REQUIRED AS DETERMINED BY THE ENGINEER-IN-CHARGE. NO
SETTLEMENT BASIN SHALL BE CONSTRUCTED.
44.
THE CONTRACTOR SHALL HAVE THE OPTION OF INSTALLING A SEPARATE

COFFERDAM OR INCORPORATING THE PERMANENT SHEETING INTO THE COFFERDAM
ITEM.
45.
IF THE CONTRACTOR ELECTS TO INCORPORATE THE PERMANENT SHEETING IN THE

COFFERDAM ITEM, THE CONTRACTOR SHALL BE REQUIRED TO PROVIDE ANY
ADDITIONAL BRACING REQUIRED TO STRENGTHEN THE PERMANENT SHEETING
SYSTEM AND PROVIDE ANY WORK NECESSARY TO RETURN THE PERMANENT
SHEETING TO ITS INTENDED FUNCTION AFTER THE COFFERDAM FUNCTION IS
COMPLETE.
The following note shall be provided to specify water elevations developed for use at this
location. They have been obtained by field observations from Regional forces at the time of
preparation of the Bridge Site Data submission and they are included in Bridge Data Sheet #2.
46.
ORDINARY HIGH WATER IS ESTIMATED TO BE _____. THIS IS DEFINED AS THE WATER

SURFACE ELEVATION FOR THE MEAN ANNUAL FLOOD, WHICH IS THE FLOOD THAT
HAS A RECURRENCE INTERVAL OF 2.33 YEARS.
ORDINARY WATER IS ESTIMATED TO BE_______. THIS IS DEFINED AS THE HIGHEST
SURFACE WATER ELEVATION LIKELY TO BE ENCOUNTERED DURING ONE
CONSTRUCTION SEASON (OTHER THAN MAJOR FLOODS). IT IS ALWAYS LESS THAN
THE ORDINARY HIGH WATER ELEVATION AND IT IS USUALLY AN OBSERVED
ELEVATION RATHER THAN A COMPUTED ONE.
LOW WATER IS ESTIMATED TO BE ______. THIS WATER ELEVATION IS THE NORMAL
LOW WATER ELEVATION PREVALENT DURING ONE CONSTRUCTION SEASON FOR
MORE THAN 25% OF THE TIME. IT IS AN OBSERVED ELEVATION RATHER THAN A
COMPUTED ONE.
47.
SUPERSTRUCTURE NOTES
Use the following note to designate the type of structural steel to be used. Use ASTM
designations. If different types of structural steel are used for different components, modify the
note accordingly.
48.
ALL STRUCTURAL STEEL SHALL CONFORM TO ASTM A709M GRADE ________.
49.
THE CONTRACTOR'S ATTENTION IS DIRECTED TO THE PROVISIONS OF THE CURRENT

SPECIFICATIONS FOR SUPERSTRUCTURE SLABS, WHICH ALLOW THE OPTION OF 3
FORMING SYSTEMS FOR THE UNDERSIDE OF THE SLABS.
January, 2008
17-29
However, if the designer believes that one or more of the form options is inappropriate for a
given bridge, or if isotropic reinforcement is used in the deck, the following shall be added to the
previous note:
50.
HOWEVER, ON THIS BRIDGE, ONLY THE FOLLOWING OPTION(S) WILL BE PERMITTED:
(List options. In the case of isotropic deck reinforcement, only permanent corrugated
metal and removable wooden forms are allowed).
Use the following note when a structural slab is to be placed on steel girders if the depth of the
girder web exceeds 1.25 m.
51.
IN ORDER TO PREVENT MOVEMENT OF THE BRIDGE OVERHANG BRACKET DURING

THE DECK CONCRETE PLACEMENT, AS WELL AS TO PREVENT LATERAL DISTORTION
OF THE GIRDER WEB, A DEEP OVERHANG BRACKET THAT IS BRACED BY THE
BOTTOM FLANGE SHALL BE USED.
52.
NO DEVIATIONS FROM THE HAUNCH DETAILS SHOWN ON THESE PLANS MAY BE

MADE WITHOUT THE PERMISSION OF THE D.C.E.S.
53.
CLEANING CONTROLLED OXIDIZING STRUCTURAL STEEL ASTM A709M GRADE 345W.

A.
IN THE FABRICATION SHOP

GIRDERS SHALL BE BLAST CLEANED IN ACCORDANCE WITH SSPC-SP6
(COMMERCIAL BLAST CLEANING). HEAVY COATINGS OF OIL OR GREASE SHALL
BE REMOVED BEFORE BLASTING IN ACCORDANCE WITH SSPC-SP1 (SOLVENT
CLEANING).
B.
IN THE FIELD
THE OUTSIDE SURFACE OF THE FASCIA STRINGERS SHALL BE CLEANED SO
THAT ALL DIRT, GREASE, PAINT OR OTHER FOREIGN MATERIAL IS REMOVED AT
THE COMPLETION OF THE BRIDGE CONSTRUCTION. THE PURPOSE OF THE
CLEANING IS TO RETURN THE FASCIA SURFACES TO THE CONDITION IN WHICH
THEY LEFT THE FABRICATION SHOP.
54.
17-30
THE COST OF CLEANING THIS STEEL IN THE FABRICATION SHOP AND THE FIELD
SHALL BE INCLUDED IN THE UNIT PRICES BID FOR THE VARIOUS ITEMS IN THE
CONTRACT.
January, 2008
Standard Notes
One of the following special notes shall be included with the superstructure for all steel bridges:
55.
THE STRUCTURAL STEEL FOR THIS BRIDGE SHALL NOT BE PAINTED.
or
56.
THE STRUCTURAL STEEL FOR THIS BRIDGE SHALL BE COMPLETELY PAINTED. FINISH
COAT COLOR SHALL BE__________. THE COLOR SHALL CONFORM TO __________.
VIEWING SHALL BE DONE UNDER NORTH STANDARD DAYLIGHT. (Designer shall
designate color and either Federal Color Standard No. 595 number or Munsell Book Notation
number to which color conforms.) THERE ARE__________SQUARE METERS OF PAINTED
STRUCTURAL STEEL ON THIS BRIDGE. (Designer shall indicate area to nearest 10 m2.)
or
57.
THE STRUCTURAL STEEL FOR THIS BRIDGE SHALL BE PARTIALLY PAINTED. FINISH
COAT COLOR SHALL BE __________. THE COLOR SHALL CONFORM TO __________.
VIEWING SHALL BE DONE UNDER NORTH STANDARD DAYLIGHT. THE FOLLOWING
PORTIONS OF THE STEEL SHALL BE PAINTED: ALL EXPOSED SURFACES OF THE
FASCIA STRINGERS INCLUDING ANY STIFFENERS OR CONNECTION PLATES, AND
__________. (Designer shall designate color and either Federal Color Standard No. 595 number
or Munsell Book Notation number to which color conforms, and any additional surfaces that are
to be painted). THERE ARE _________SQUARE METERS OF PAINTED STRUCTURAL
STEEL ON THIS BRIDGE.
or
58.
COAT COLOR SHALL BE ___________. THE COLOR SHALL CONFORM TO ____________.
STRINGERS THAT ARE WITHIN A DISTANCE OF 1.5 TIMES THE DEPTH OF THE GIRDER
FROM THE BRIDGE JOINTS INCLUDING ANY STIFFENERS OR CONNECTION PLATES.
(Designer shall designate color and either Federal color Standard No. 595 number or Munsell
Book Notation number to which color conforms, and any additional surfaces that are to be
painted.) THERE ARE _________ SQUARE METERS OF PAINTED STRUCTURAL STEEL ON
THIS BRIDGE. (This note shall be used on jointed bridges constructed of weathering steel where
the steel is to be painted within a distance of 1.5 times the depth of the girder from the joint. The
designer shall indicate the painting limits on the plans.)
or
59.
COAT COLOR SHALL BE ___________. THE COLOR SHALL CONFORM TO ____________.
STRINGERS THAT ARE WITHIN A DISTANCE OF 1.5 TIMES THE DEPTH OF THE GIRDER
FROM THE BRIDGE JOINTS INCLUDING ANY STIFFENERS OR CONNECTION PLATES
AND ALL EXPOSED SURFACES OF THE FASCIA STRINGERS INCLUDING ANY
STIFFENERS OR CONNECTION PLATES. (Designer shall designate color and either Federal
color Standard No. 595 number or Munsell Book Notation number to which color conforms, and
any additional surfaces that are to be painted.) THERE ARE _________ SQUARE METERS OF
PAINTED STRUCTURAL STEEL ON THIS BRIDGE. (This note shall be used on jointed bridges
constructed of weathering steel where the steel is to be painted within a distance of 1.5 times the
depth of the girder from the joint and the fascia girders are to be painted. The designer shall
indicate the painting limits on the plans.)
January, 2008
17-31
The following note shall be placed on the plans when Galvanized Surfaces are to be painted:
60.
ANY GALVANIZED SURFACES REQUIRED TO BE PAINTED SHALL BE PAINTED IN

ACCORDANCE WITH THE REQUIREMENTS OF SECTION 657 OF THE STANDARD
SPECIFICATIONS. FINISH COAT COLOR SHALL BE _________. THE COLOR SHALL
CONFORM TO _________. VIEWING SHALL BE DONE UNDER NORTH STANDARD
DAYLIGHT. THE COST OF THIS WORK SHALL BE INCLUDED IN THE UNIT PRICE BID FOR
ITEM __________.(The designer shall designate color from Section 708-05 or either Federal
Color Standard No. 595 number or Munsell Book Notation number to which color conforms. In
addition, the designer shall choose the proper pay item to cover painting work of this type.
Generally, if the project employs structural steel painting items, galvanized surface painting costs
can be included in those items. If not, the designer should choose the most appropriate item;
e.g., railing, downspout etc.)
61.
FOR THE VARIOUS LUMP SUM STRUCTURAL STEEL ITEMS IN THE CONTRACT, THE
"TOTAL MASS FOR PROGRESS PAYMENT" IS AS FOLLOWS:
ITEM
______________
______________
TOTAL MASS FOR

PROGRESS PAYMENT
___________ KILOGRAMS
___________ KILOGRAMS
BIN
___________
___________
THESE MASSES SHALL BE USED IN DETERMINING PARTIAL PAYMENTS AND

PROGRESS. UNDER NO CIRCUMSTANCES SHALL THE "TOTAL MASS FOR PROGRESS
PAYMENT" BE USED FOR FINAL PAYMENT PURPOSES. THE CONTRACTOR IS ADVISED
NOT TO USE THE "TOTAL MASS FOR PROGRESS PAYMENT" AS A BIDDING TOOL.
DISCREPANCIES WHICH MAY OCCUR BETWEEN THE TOTAL MASS SHIPPED AND
"TOTAL MASS FOR PROGRESS PAYMENT" SHALL NOT BE A BASIS FOR ADDITIONAL
COMPENSATION.
One of the following notes shall be included with the superstructure for all steel bridges with
straight girders that do not have integral abutments:
62.
DIAPHRAGMS FOR SKEWED STRAIGHT GIRDER SUPERSTRUCTURES SHALL BE

FABRICATED TO FIT GIRDERS ERECTED WITH THEIR WEBS LAID OVER (OUT OF
PLUMB) UNDER THE STEEL DEAD LOAD CONDITION. GIRDER WEBS SHALL BE
VERTICAL AFTER APPLICATION OF FULL DEAD LOAD.
or
63.
DIAPHRAGMS FOR NONSKEWED STRAIGHT GIRDER SUPERSTRUCTURES SHALL BE

FABRICATED TO FIT GIRDERS ERECTED WITH THEIR WEBS VERTICAL UNDER STEEL
AND FULL DEAD LOAD CONDITIONS.
The following note shall be included with the superstructure for all steel bridges with curved
girders that do not have integral abutments:
64.
17-32
DIAPHRAGMS FOR ALL CURVED GIRDER SUPERSTRUCTURES SHALL BE FABRICATED

TO FIT GIRDERS ERECTED WITH THEIR WEBS LAID OVER (OUT OF PLUMB) UNDER THE
STEEL DEAD LOAD CONDITION. GIRDER WEBS SHALL BE VERTICAL AFTER
APPLICATION OF FULL DEAD LOAD.
January, 2008
Standard Notes
The following note shall be used when structural steel is to be erected (Do not use Part B with
straight bridges):
65.
66.
STEEL ERECTION NOTES:

A.
THE CONTRACTOR SHALL PROVIDE FOR THE STABILITY OF STRUCTURAL

STEEL DURING ALL PHASES OF ERECTION AND CONSTRUCTION, AS
PROVIDED IN PARAGRAPH 204.2 OF THE NEW YORK STATE STEEL
CONSTRUCTION MANUAL (SCM).
B.
THE DESIGN OF THIS STRUCTURE ASSUMES THAT THE STRUCTURAL STEEL IS

COMPLETELY ERECTED BEFORE IT IS ALLOWED TO DEFLECT UNDER ITS OWN
DEAD LOAD. DEFLECTIONS INCURRED DURING THE VARIOUS STAGES OF THE
ERECTION METHOD ARE NOT CONSIDERED. THEREFORE, THE ACTUAL
ERECTION METHODS AND SEQUENCES EMPLOYED BY THE CONTRACTOR MAY
HAVE A SUBSTANTIAL EFFECT ON THE FINAL STEEL PROFILE. THE
CONTRACTOR SHALL BE RESPONSIBLE FOR TAKING ALL NECESSARY
COMPENSATORY ACTION TO ENSURE THAT THE FINAL ALIGNMENT AND
PROFILE OF THE ERECTED STEEL CONFORMS TO SUBSECTION 1212, 1213,
AND 1214 OF THE NEW YORK STATE STEEL CONSTRUCTION MANUAL (SCM).
ANY CORRECTIVE WORK NECESSARY TO RE-POSITION PREVIOUSLY ERECTED
STEEL TO ACHIEVE ACCEPTABLE ALIGNMENT AND PROFILE MUST BE
APPROVED BY THE D.C.E.S., AND SHALL BE PERFORMED AT NO ADDITIONAL
COST TO THE STATE.
IF THE CONTRACTOR ELECTS TO MOVE THE SPLICE LOCATION SHOWN ON THE

PLANS, IT IS THE CONTRACTORS RESPONSIBILITY TO HAVE A NEW YORK STATE
PROFESSIONAL ENGINEER REDESIGN THE SPLICE. COST OF REDESIGN TO BE
INCLUDED IN THE STEEL BID ITEM.
Use one of the following two notes if a Concrete Barrier, the payment for which includes its
reinforcement, is used on the bridge:
67.
THE DETAILS FOR THE BARRIER REINFORCEMENT ARE FOR THE SLIP-FORMED OR
CAST-IN-PLACE OPTION ONLY. COST OF BARRIER AND ANCHORAGE
REINFORCEMENT ORIGINATING IN THE SLAB SHALL BE INCLUDED IN THE UNIT PRICE
BID FOR THE BARRIER ITEM.
or
68.
THE DETAILS FOR THE BARRIER REINFORCEMENT ARE FOR THE SLIP-FORMED OR
CAST-IN-PLACE OPTION ONLY. COST OF BARRIER AND ANCHORAGE
REINFORCEMENT ORIGINATING IN THE SLAB SHALL BE INCLUDED IN THE UNIT PRICE
BID FOR THE BARRIER ITEM. COST OF BARRIER ANCHORAGE REINFORCEMENT
ORIGINATING IN THE PRESTRESSED UNIT SHALL BE INCLUDED IN THE UNIT PRICE BID
FOR THE PRESTRESSED UNIT ITEM.
Use the following note if single slope concrete barrier is specified and service level TL-5 is
required:
69.
THE CONTRACTORS ATTENTION IS DIRECTED TO THE PROVISIONS OF THE CURRENT

SPECIFICATIONS FOR PERMANENT CONCRETE TRAFFIC BARRIER FOR STRUCTURES,
WHICH ALLOWS THE OPTION OF THREE CONSTRUCTION METHODS: CAST-IN-PLACE,
January, 2008
17-33
SLIP FORMED, OR PRECAST. HOWEVER, ON THIS BRIDGE, ONLY CAST-IN-PLACE AND

SLIP FORMING ARE ALLOWED.
Use the following note if steel bridge railing is used on the bridge and any of the situations
described in section 6.9 of this manual occur:
70.
FOR BIN XXXXXXX, SHOP DRAWING SUBMITTALS ARE REQUIRED FOR THE
FOLLOWING BRIDGE RAIL/TRANSITION ITEMS: 568.XX,
Use the following note when Protective Sealer is to be applied to new bridge decks and
approach slabs:
71.
TOP SURFACES OF NEW BRIDGE DECKS AND APPROACH SLABS SHALL BE SEALED
ACCORDING TO ITEM 559.1896 18PROTECTIVE SEALING OF STRUCTURAL CONCRETE
ON NEW BRIDGE DECKS AND BRIDGE DECK OVERLAYS.
Use the following note whenever Open Steel Floor Grating is used on structures. If the grating is
specified to be painted, Note 59 shall also be used.
72.
OPEN STEEL FLOOR GRATING SHALL BE GALVANIZED IN ACCORDANCE WITH THE

REQUIREMENTS OF 719-01 GALVANIZED COATINGS AND REPAIR METHODS OF THE
STANDARD SPECIFICATIONS.
73.
REMOVAL NOTES
The following two notes shall be used when the project is replacing an existing structure. The
preliminary bridge plans must indicate location on General Plan or Location Plan:
74.
EXISTING SUBSTRUCTURE SHALL BE REMOVED WITHIN THE LIMITS SHOWN ON THE

PLANS UNDER ITEM 202.19 IN THE BRIDGE ESTIMATE.
75.
EXISTING SUPERSTRUCTURE SHALL BE REMOVED UNDER ITEM 202.12nnnn IN THE

BRIDGE ESTIMATE.
Use one of the following two notes when structures longer than 6 meters are being removed.
Refer to Appendix 17A for guidance on determining whether a removal plan prepared by a
Professional Engineer is required.
76.
THE CONTRACTOR'S ATTENTION IS DIRECTED TO THE REQUIREMENTS OF

SUBSECTION 202-3.01 GENERAL AND SAFETY REQUIREMENTS. A REMOVAL PLAN,
SIGNED BY A REGISTERED PROFESSIONAL ENGINEER IN THE STATE OF NEW YORK,
SHALL BE SUBMITTED TO THE ENGINEER THIRTY (30) DAYS PRIOR TO BEGINNING THE
DEMOLITION.
or
77.
17-34
THE CONTRACTOR'S ATTENTION IS DIRECTED TO THE REQUIREMENTS OF

SUBSECTION 202-3.01 GENERAL AND SAFETY REQUIREMENTS. A REMOVAL PLAN
SHALL BE SUBMITTED TO THE ENGINEER FIFTEEN (15) DAYS PRIOR TO BEGINNING
THE DEMOLITION. THE REQUIREMENT THAT IT BE SIGNED BY A REGISTERED
PROFESSIONAL ENGINEER IS WAIVED.
January, 2008
Standard Notes
In addition to one of the above notes, either of the following should also be placed on the
Contract Plans:
78.
RECORD PLANS FOR THIS STRUCTURE ARE AVAILABLE AT THE REGIONAL OFFICE OF
THE DEPARTMENT OF TRANSPORTATION.
or
79.
RECORD PLANS FOR THIS STRUCTURE ARE NOT AVAILABLE.
Use Note 80, and, if applicable, Note 81 and Note 82 if a steel superstructure containing leadbased paint is being removed:
80.
SUPERSTRUCTURE (OR SUBSTRUCTURE) REMOVAL NOTES:

LIMITS AND METHODS FOR REMOVAL OF PAINT AT LOCATIONS OF FASTENER
REMOVAL OR FLAME CUTTING SHALL BE AS DESCRIBED IN SUBSECTIONS 202-3.05
AND 574 OF THE STANDARD SPECIFICATIONS. THE COST OF PAINT REMOVAL SHALL
BE INCLUDED IN THE LUMP SUM PRICE(S) BID FOR THE SUPERSTRUCTURE REMOVAL
ITEM(S) (OR THE UNIT PRICE BID FOR THE SUBSTRUCTURE REMOVAL ITEM). PAINT
WASTE NOT COLLECTED BY VACUUM METHODS SHALL BE COLLECTED USING THE
ENVIRONMENTAL GROUND AND/OR WATERWAY PROTECTION ITEM(S). WASTE SHALL
BE DISPOSED OF USING THE TREATMENT AND DISPOSAL OF PAINT REMOVAL WASTE
ITEM.
In addition to paint removal described above at locations of dismantling and removal operations,
there may exist areas of loose or peeling paint on various steel surfaces which are likely to
become dislodged during removal operations or during transportation from the site. If this
condition is confirmed, either by referring to the latest Bridge Inspection Report, by observation
by the designer or by Regional personnel at the request of the designer, the following note
should be placed on either the General Notes sheet or the Superstructure (or Substructure)
Removal sheet:
81.
LOOSE AND/OR PEELING PAINT ON STEEL SURFACES MAY BECOME DISLODGED

DURING REMOVAL OPERATIONS OR DURING TRANSPORTATION FROM THE SITE
UNLESS APPROPRIATE MEASURES ARE TAKEN. THE CONTRACTOR SHALL
FORMULATE AND SUBMIT A METHOD OF REMEDIATING THE CONDITION FOR
APPROVAL BY THE ENGINEER. WORKER LEAD PROTECTION IN ACCORDANCE WITH
OSHA 1926.62 MUST BE SATISFIED. ALTERNATIVES COULD INCLUDE TRANSPORTING
AFFECTED MEMBERS IN CLOSED TRUCKS, WRAPPING AFFECTED MEMBERS PRIOR
TO REMOVAL, ENCAPSULATING THE LOOSE PAINT OR REMOVAL OF LOOSE PAINT
PRIOR TO DISMANTLING OPERATIONS. THE COST OF REMEDIATING THIS CONDITION
SHALL BE INCLUDED IN THE LUMP SUM PRICE(S) BID FOR THE SUPERSTRUCTURE
REMOVAL ITEM(S) (OR THE UNIT PRICE BID FOR THE SUBSTRUCTURE REMOVAL
ITEM.) THE USE OF ENVIRONMENTAL GROUND AND/OR WATERWAY PROTECTION
ITEMS WILL BE REQUIRED. DEPENDING ON THE ALTERNATIVE CHOSEN, THE
TREATMENT AND DISPOSAL OF PAINT REMOVAL WASTE ITEM MAY BE REQUIRED.
BECAUSE OF THE ABOVE-MENTIONED CONDITION, THE CONTRACTOR SHOULD
EXAMINE THE CONDITION OF THE STRUCTURE'S PAINT PRIOR TO SUBMITTING A BID.
January, 2008
17-35
82.
REFER TO SUBSECTION 107-05 OF THE STANDARD SPECIFICATIONS FOR SAFETY AND

HEALTH REQUIREMENTS.
83.
RECONSTRUCTION NOTES
Use Notes 84-90 on all reconstruction projects.

84.
THE CONTRACTOR'S ATTENTION IS DIRECTED TO THE FACT THAT, DUE TO THE

NATURE OF RECONSTRUCTION PROJECTS, THE EXACT EXTENT OF
RECONSTRUCTION WORK CANNOT ALWAYS BE ACCURATELY DETERMINED PRIOR
TO THE COMMENCEMENT OF WORK. THESE CONTRACT DOCUMENTS HAVE BEEN
PREPARED BASED ON FIELD INSPECTION AND OTHER INFORMATION AVAILABLE AT
THE TIME. ACTUAL FIELD CONDITIONS MAY REQUIRE MODIFICATIONS TO
CONSTRUCTION DETAILS AND WORK QUANTITIES. THE CONTRACTOR SHALL
PERFORM THE WORK IN ACCORDANCE WITH FIELD CONDITIONS.
85.
THE CONTRACTOR SHALL VERIFY DIMENSIONS NECESSARY FOR THE PROPER FIT OF
STEEL PIECES PRIOR TO THE FABRICATION OF THE STEEL. THE COST OF FIELD
VERIFYING DIMENSIONS SHALL BE INCLUDED IN THE PRICE BID FOR STRUCTURAL
STEEL ITEMS.
86.
THE CONTRACTOR SHALL PERFORM ALL WORK WITH CARE SO THAT ANY
MATERIALS WHICH ARE TO REMAIN IN PLACE, OR WHICH ARE TO REMAIN THE
PROPERTY OF THE STATE, WILL NOT BE DAMAGED. IF THE CONTRACTOR DAMAGES
ANY MATERIALS WHICH ARE TO REMAIN IN PLACE OR WHICH ARE TO REMAIN THE
PROPERTY OF THE STATE, THE DAMAGED MATERIALS SHALL BE REPAIRED OR
REPLACED IN A MANNER SATISFACTORY TO THE ENGINEER AT THE EXPENSE OF THE
CONTRACTOR.
87.
WHENEVER ITEMS IN THE CONTRACT REQUIRE MATERIALS TO BE REMOVED AND

DISPOSED OF, THE COST OF SUPPLYING A DISPOSAL AREA AND TRANSPORTATION
TO THAT AREA SHALL BE INCLUDED IN THE UNIT PRICES BID FOR THOSE ITEMS.
88.
DURING REMOVAL OPERATIONS, THE CONTRACTOR SHALL NOT BE ALLOWED TO

DROP WASTE CONCRETE, DEBRIS AND OTHER MATERIAL TO THE AREA BELOW THE
BRIDGE EXCEPT WHERE THE PLANS SPECIFICALLY PERMIT THE DROPPING OF
MATERIAL. PLATFORMS, NETS, SCREENS OR OTHER PROTECTIVE DEVICES SHALL BE
USED TO CATCH THE MATERIAL. IF THE ENGINEER DETERMINES THAT ADEQUATE
PROTECTIVE DEVICES ARE NOT BEING EMPLOYED, THE WORK SHALL BE SUSPENDED
UNTIL ADEQUATE PROTECTION IS PROVIDED.
89.
ALL MATERIAL FALLING ON THE AREA BELOW AND ADJACENT TO THE BRIDGE
SHALL BE REMOVED AND DISPOSED OF BY THE CONTRACTOR AT NO COST TO THE
STATE.
17-36
January, 2008
Standard Notes
90.
THE COST OF FURNISHING, INSTALLING, MAINTAINING, REMOVING AND DISPOSING OF

ALL PLATFORMS, NETS, SCREENS OR OTHER PROTECTIVE DEVICES SHALL BE
INCLUDED IN THE UNIT PRICES BID FOR THE APPROPRIATE ITEMS OF THE CONTRACT.
Use Notes 91-98 as needed on reconstruction contracts:

91.
THE DETAILS ON DRAWING NO. ___ INDICATE THE SPALLS, SCALES AND CRACKS
NOTED ON A FIELD INSPECTION BY THE DESIGNER. ALL OF THE MAJOR AREAS OF
SPALLING, SCALING AND CRACKING KNOWN TO EXIST AT THE TIME OF CONTRACT
PREPARATION HAVE BEEN SHOWN TO INDICATE THE APPROXIMATE EXTENT OF
DETERIORATION THAT WILL HAVE TO BE REPAIRED BY THE CONTRACTOR.
If the designer determines there is sufficient volume of concrete repair work required to justify
the use of Shotcrete (40 - 60 bags of cement minimum), the following note should be used:
92.
AREAS OF CONCRETE DETERIORATION THAT ARE GENERALLY 125 mm OR LESS IN

DEPTH (LOCALIZED POCKETS MAY BE UP TO 300 mm DEEP) SHALL BE REPAIRED
USING ITEM 583.02 REMOVAL OF STRUCTURAL CONCRETE REPLACEMENT WITH
SHOTCRETE, NO REINFORCEMENT BAR ENCASEMENT OR ITEM 583.03 REMOVAL OF
STRUCTURAL CONCRETE-REPLACEMENT WITH SHOTCRETE, REINFORCEMENT BAR
ENCASEMENT, AS APPROPRIATE.
AREAS THAT ARE GREATER IN DEPTH SHALL BE REPAIRED USING ITEM 582.05
REMOVAL OF STRUCTURAL CONCRETE REPLACEMENT WITH CLASS A CONCRETE.
THESE GUIDELINES ARE APPROXIMATE, AND THE FINAL DETERMINATION OF WHICH
ITEM TO USE SHALL BE MADE BY THE ENGINEER.
If the designer determines there is not sufficient volume of concrete repair work required to
justify the use of Shotcrete, the following note should be used:
93.
AREAS OF CONCRETE DETERIORATION SHALL BE REPAIRED USING ITEM 582.05 REMOVAL OF STRUCTURAL CONCRETE - REPLACEMENT WITH CLASS A CONCRETE,
ITEM 582.06 - REMOVAL OF STRUCTURAL CONCRETE - REPLACEMENT WITH CLASS D
CONCRETE, OR ITEM 582.07 - REMOVAL OF STRUCTURAL CONCRETE - REPLACEMENT
WITH VERTICAL AND OVERHEAD PATCHING MATERIAL AS SHOWN ON THE PLANS OR
AS ORDERED BY THE ENGINEER.
94.
ALL CONCRETE SURFACES RECEIVING NEW CONCRETE SHALL BE SANDBLASTED.

PRIOR TO THE APPLICATION OF NEW CONCRETE, THE SURFACES SHALL BE AIR
CLEANED THEN PRE-WET FOR 12 HOURS. THERE WILL BE NO SEPARATE PAYMENT
FOR THIS WORK. THE COST SHALL BE INCLUDED IN THE UNIT PRICES BID FOR THE
VARIOUS CONCRETE ITEMS IN THE CONTRACT.
January, 2008
17-37
The following two Notes shall be used with caution, as this work is normally covered in the
specifications. They should be used only if a special weight of hammer is necessary for limited
areas. Use Note 95 for partial removals if the concrete to be removed is unsound. Use Note 96
for partial removals if the concrete to be removed is sound. Generally for concrete to be
considered sound, the aggregate must fracture when struck with a hammer.
95.
CHIPPING HAMMERS USED TO REMOVE CONCRETE FROM THE FOLLOWING

STRUCTURAL COMPONENTS SHALL NOT EXCEED 11 kg IN WEIGHT WITH THE BIT
REMOVED.
or
96.
CHIPPING HAMMERS USED TO REMOVE CONCRETE FROM THE FOLLOWING

STRUCTURAL COMPONENTS SHALL NOT EXCEED 18 kg IN WEIGHT WITH THE BIT
REMOVED.
Use the following note when Protective Sealer is to be applied to existing bridge decks.
97.
TOP SURFACES OF EXISTING BRIDGE DECKS SHALL BE SEALED ACCORDING TO ITEM

559.1796 18 PROTECTIVE SEALING OF STRUCTURAL CONCRETE FOR EXISTING
BRIDGE DECKS.
Use the following note when Protective Sealer is to be applied to existing concrete elements,
other than bridge deck surfaces, containing uncoated bar reinforcement or having less than
75 mm of concrete cover (refer to 5.1.10 for additional guidelines). Complete the note so as to
list the appropriate concrete elements for the particular bridge, and whether a penetrating type
or coating type sealer is to be used on that element.
98.
THE FOLLOWING CONCRETE ELEMENTS SHALL BE SEALED ACCORDING TO ITEM

559.1696 18 - PROTECTIVE SEALING OF STRUCTURAL CONCRETE:
Use the following note whenever a structural steel or prestressed concrete superstructure is to
be replaced utilizing the existing substructures:
99.
IT SHALL BE THE CONTRACTORS RESPONSIBILITY TO CONFIRM THE FOLLOWING

DIMENSIONS IN THE FIELD PRIOR TO THE FABRICATION OF NEW SUPERSTRUCTURE
COMPONENTS:
A. EXISTING SPAN LENGTHS (CHECK AT MULTIPLE APPROPRIATE POINTS IF
SUBSTRUCTURES ARE NONPARALLEL).
B. EXISTING LENGTHS OF INDIVIDUAL STRINGERS (IF ONLY CERTAIN STRINGERS
ARE TO BE REPLACED).
Use the following note whenever individual structural steel components are to be replaced:
100.
17-38
IT SHALL BE THE CONTRACTORS RESPONSIBILITY TO CONFIRM THE LENGTHS OF

EXISTING STRUCTURAL STEEL COMPONENTS TO BE REPLACED PRIOR TO THE
FABRICATION OF THE REPLACEMENT COMPONENTS.
January, 2008
Standard Notes
Use the following note whenever bearings are to be replaced, even if the pedestals are to be
replaced as well:
101.
IT SHALL BE THE CONTRACTORS RESPONSIBILITY TO CONFIRM THE ACTUAL HEIGHT

OF EACH EXISTING BEARING TO BE REPLACED PRIOR TO THE FABRICATION OF THE
REPLACEMENT BEARINGS.
102.
SHOP DRAWINGS SHALL BE SUBMITTED TO THE D.C.E.S. FOR APPROVAL FOR THE
FOLLOWING STRUCTURAL STEEL REPLACEMENT ITEMS: (List the items.)
103.
SHOP DRAWINGS SHALL BE SUBMITTED TO THE ENGINEER FOR APPROVAL FOR THE
FOLLOWING STRUCTURAL STEEL REPLACEMENT ITEMS: (List the items.)
Use the following note for rehabilitation contracts:

104.
IF THE STRUCTURE HAS A BRIDGE IDENTIFICATION NUMBER (B.I.N.) PLATE

ATTACHED, IT SHALL BE THE CONTRACTOR'S RESPONSIBILITY TO PROTECT IT
DURING CONSTRUCTION OR REMOVE AND REMOUNT IT AFTER CONSTRUCTION IS
COMPLETED.
The following special note shall be included in the PS&E for each structure unless the field
inspection indicates that less than 30% of the steel will require Near White Metal Blast Cleaning:
(The designer should arrange for this field inspection not more than 1 year before the PS&E
date. SSPC specifications should be used to determine the percent of steel surface area
requiring Near White Metal Blast Cleaning to the nearest 20 percent, i.e., 0-20-40-60-80-100.)
105.
CLEANING STRUCTURAL STEEL ON EXISTING BRIDGES:

BIN # __________
IT IS ANTICIPATED THAT A SIGNIFICANT PORTION OF THE STRUCTURAL STEEL IN THE
BRIDGE(S) IDENTIFIED ABOVE WILL REQUIRE NEAR WHITE METAL BLAST CLEANING
IN ACCORDANCE WITH SECTION 573 OF THE STANDARD SPECIFICATIONS.
THEREFORE, BIDDERS SHOULD INSPECT THE BRIDGE(S) CAREFULLY PRIOR TO
SUBMITTING BIDS.
106.
THE CONTRACTOR SHALL KEEP ALL BRIDGE DRAINS CLEAN AND FREE FLOWING
DURING THE LIFE OF THE CONTRACT. THE COST SHALL BE INCLUDED IN THE UNIT
PRICES BID FOR THE VARIOUS SUPERSTRUCTURE ITEMS IN THE CONTRACT.
Use the following note, if applicable, whenever Structural Lifting is part of the contract:
107.
VEHICULAR TRAFFIC OR CONSTRUCTION EQUIPMENT SHALL NOT BE PERMITTED ON

THE LIFTED SPAN UNTIL SHIMS, CRIBBING, BOLSTERS OR OTHER SUITABLE
SUPPORTS ARE IN THEIR REQUIRED POSITION.
Use the following note if Conduits are encased, or are suspected to be encased, in the
superstructure of a bridge undergoing rehabilitation:
January, 2008
17-39
108.
CONDUIT CAUTION NOTE:

THE CONTRACTORS ATTENTION IS DIRECTED TO THE FACT THAT CONDUITS MAY BE
PRESENT IN THE STRUCTURAL SLABS, PARAPETS OR SIDEWALKS OF BRIDGES
RECEIVING NEW OR REWORKED JOINT SYSTEMS. THEIR EXISTENCE AND LOCATIONS
SHALL BE FIELD VERIFIED. IF CONDUITS ARE PRESENT AND ARE ENCOUNTERED
DURING CONSTRUCTION OPERATIONS, CARE SHALL BE EXERCISED NOT TO DAMAGE
CONDUITS, EXPANSION COUPLINGS, OR CONTENTS OF CONDUITS. ANY DAMAGE
SHALL BE REPAIRED TO THE SATISFACTION OF THE ENGINEER, AT NO COST TO THE
STATE.
109.
STRUCTURAL SLAB CONCRETE OVERLAY NOTES.
110.
THE MINIMUM THICKNESS OF THE MICRO SILICA CONCRETE OVERLAY SHALL BE

40 mm.
111.
THE MINIMUM THICKNESS OF THE DP CONCRETE OVERLAY SHALL BE 40 mm.
112.
THE MINIMUM TOTAL COVER (EXISTING CONCRETE OR SLAB RECONSTRUCTION

CONCRETE PLUS THICKNESS OF DP OR MICRO-SILICA OVERLAY) SHALL BE 60 mm.
113.
THE TRANSITION LENGTHS BETWEEN THE EXISTING PROFILE AND REVISED FINISHED
PROFILE SHALL BE THE SAME AS THOSE SHOWN ON THE PLANS.
114.
SHOULD THE TYPE OF RECONSTRUCTION WORK REQUIRED TO BE PERFORMED ON

THE STRUCTURAL SLAB, TOGETHER WITH APPLICATION OF THE CONTRACTORS
CHOICE OF SPECIALIZED CONCRETE OVERLAY, RESULT IN A REVISED FINISHED
PROFILE HIGHER THAN THAT SHOWN ON THE PLANS, THE CONTRACTOR SHALL
SUBMIT THE REVISED PROFILE TO THE REGIONAL DIRECTOR FOR APPROVAL AT
LEAST TWO WEEKS PRIOR TO PLACEMENT OF THE CONCRETE OVERLAY.
115.
THE CONTRACTORS PROPOSAL MAY INCLUDE ADDITIONAL GRADE TRANSITIONS

SUBJECT TO THE FOLLOWING:
A.
THE MINIMUM LENGTH BETWEEN GRADE TRANSITIONS SHALL BE ______*

METERS.
B.
THE SLOPE OF THE GRADE TRANSITION SHALL NOT DIFFER FROM THE SLOPE
OF THE ADJACENT SECTIONS BY MORE THAN_______*% AT THE COMPLETION
OF THE WORK.
C.
THE SLOPE CHANGES DO NOT CREATE DRAINAGE PROBLEMS ON THE

BRIDGE DECK.
NO OVERLAY MATERIAL SHALL BE PLACED UNTIL THE REGIONAL DIRECTOR HAS

APPROVED THE CONTRACTORS PROPOSED REVISIONS.
* The designer should select values for the length between and the difference in slope of the
grade transitions considering design speed, rider comfort, and bridge geometry. Suggested
values are 18 meters and 0.5 percent.
17-40
January, 2008
Standard Notes
116.
ALL ROADWAY SURFACES RECEIVING A SPECIALIZED CONCRETE OVERLAY SHALL

BE GROOVED UNDER THE SAWCUT GROOVING OF STRUCTURAL SLAB SURFACE ITEM
AND SEALED UNDER THE PROTECTIVE SEALING OF STRUCTURAL CONCRETE ON
NEW BRIDGE DECKS AND BRIDGE DECK OVERLAYS ITEM.
117.
MISCELLANEOUS NOTES
118.
LUMBER AND TIMBER NOTES
119.
STRESS GRADED LUMBER AND TIMBER HAVE BEEN DESIGNED FOR THE FOLLOWING
ALLOWABLE STRESSES, AND THE TYPE USED MUST MEET THESE MINIMUM
REQUIREMENTS:
120.
EXTREME FIBER IN BENDING AND TENSION PARALLEL TO GRAIN __________

COMPRESSION PERPENDICULAR TO GRAIN __________ MODULUS OF ELASTICITY
__________.
121.
STREAM PROTECTION NOTE
Use the following note only if requested by Dept. of Environmental Conservation or the Regional
Office.
122.
DURING THE COURSE OF CONSTRUCTION, THE CONTRACTOR SHALL CONDUCT

OPERATIONS IN SUCH A MANNER AS TO PREVENT OR REDUCE TO A MINIMUM ANY
DAMAGE TO ANY STREAM FROM POLLUTION BY DEBRIS, SEDIMENT, OR OTHER
FOREIGN MATERIAL, OR FROM MANIPULATION OF EQUIPMENT AND/OR MATERIALS IN
OR NEAR SUCH STREAMS. THE CONTRACTOR SHALL NOT RETURN DIRECTLY TO A
STREAM ANY WATER WHICH HAS BEEN USED FOR WASH PURPOSES OR OTHER
SIMILAR OPERATIONS WHICH CAUSE THIS WATER TO BECOME POLLUTED WITH
SAND, SILT, CEMENT, OIL, OR OTHER IMPURITIES. IF THE CONTRACTOR USES WATER
FROM A STREAM, THE CONTRACTOR SHALL CONSTRUCT AN INTAKE OR TEMPORARY
DAM REQUIRED TO PROTECT AND MAINTAIN WATER RIGHTS AND TO SUSTAIN FISH
LIFE DOWNSTREAM.
123.
CONCRETE ANCHOR STUD NOTE
Use the following note when pier nosing is used.

124.
ALL CONCRETE ANCHOR STUDS WHICH ARE ATTACHED TO THE PIER NOSING SHALL
MEET THE REQUIREMENTS LISTED IN MATERIAL SUBSECTION 709-05, STUD SHEAR
CONNECTORS. PAYMENT FOR FURNISHING AND PLACING THE CONCRETE ANCHORS
AND ANGLE WILL BE INCLUDED IN THE UNIT PRICE BID FOR THE CONCRETE ITEM TO
WHICH THE ANCHORS ARE ATTACHED.
January, 2008
17-41
Use one of the following notes when concrete box culverts are used.
125.
THE DETAILS SHOWN FOR THE CULVERT BARREL ARE BASED ON THE ASSUMPTION
THAT THE WATER IN THE STREAM CHANNEL WILL BE DIVERTED OR CARRIED IN A
FLUME DURING THE ENTIRE CONSTRUCTION OF THE BARREL. SHOULD THE
CONTRACTOR DESIRE TO DIVERT THE WATER THROUGH ONE OF THE CELLS BEFORE
COMPLETION OF THE ENTIRE BARREL, THE CONTRACTOR SHALL SUBMIT TO THE
D.C.E.S. FOR APPROVAL, THE CONSTRUCTION PROCEDURE AND SKETCHES SHOWING
THE LOCATION OF THE PROPOSED CONSTRUCTION AND CONTRACTION JOINTS AND
THE CHANGES IN THE BAR REINFORCEMENT DETAILS.
or
126.
THE DETAILS SHOWN FOR THE CULVERT BARREL ARE BASED ON THE ASSUMPTION
THAT THE WATER IN THE STREAM CHANNEL WILL BE DIVERTED THROUGH ONE OF
THE CELLS BEFORE COMPLETION OF THE ENTIRE BARREL. SHOULD THE
CONTRACTOR DESIRE TO DIVERT THE WATER OR CARRY IT IN A FLUME DURING THE
ENTIRE CONSTRUCTION OF THE BARREL, THE CONTRACTOR SHALL SUBMIT TO THE
D.C.E.S. FOR APPROVAL, THE CONSTRUCTION PROCEDURE AND SKETCHES
INDICATING ANY CHANGES IN BAR REINFORCEMENT CONSTRUCTION AND
CONTRACTION JOINTS.
127.
STONE MASONRY
128.
JOINTS FOR STONE MASONRY MAY VARY FROM 12 mm TO 25 mm THICKNESS.
129.
FINISH OF STONE MASONRY SHALL BE AS FOLLOWS:
130.
DIMENSION MASONRY
131.
RINGSTONE, QUOINS, COPINGS AND OTHER STONES, IF SO DESIGNATED, SHALL BE

DIMENSION MASONRY.
132.
ALL JOINTS FOR DIMENSION MASONRY SHALL BE 12 mm THICKNESS.
133.
FINISH OF DIMENSION MASONRY SHALL BE AS FOLLOWS:
17-42
January, 2008
Standard Notes
134.
PRECAST PRECOMPRESSED CONCRETE/STEEL COMPOSITE SUPERSTRUCTURE

NOTES
When a Precast Precompressed Concrete/Steel Composite Superstructure (Inverset) bridge is

specified, the designer shall place the following applicable notes in the contract plans.
135.
CONCRETE IN THE DECK SLAB SHALL HAVE A MINIMUM COMPRESSIVE STRENGTH OF

_________ MPa AT 28 DAYS. THE UNITS SHALL NOT BE HANDLED UNTIL CONCRETE
STRENGTH REACHES A MINIMUM OF 21 MPa.
136.
ASTM A709M GRADE 345W STEEL SHALL BE USED AS STRUCTURAL STEEL.
or
137.
ASTM A709M GRADE 345 STEEL SHALL BE USED AS STRUCTURAL STEEL.
138.
HIGH STRENGTH BOLTS USED IN DIAPHRAGM CONNECTIONS SHALL BE ASTM A325M.

(USE TYPE 1 FOR PAINTED STEEL, TYPE 3 FOR WEATHERING STEEL).
139.
TO ENSURE FULL AND EVEN BEARING BETWEEN BOTTOM OF BEAMS AND MASONRY
PLATES, THE BOTTOM SURFACES OF BEAMS IN THE BEARING AREAS SHALL, WITHIN
EACH PANEL, BE FABRICATED TO BE TRULY IN ONE PLANE.
140.
ALL REINFORCEMENT SHALL HAVE A COVER OF 50 MM (TO BOTTOM OF

LONGITUDINAL GROOVES) UNLESS SHOWN OTHERWISE. THE TOP BARS IN THE DECK
AND APPROACH SLAB SHALL BE EPOXY COATED. NO CHAIRS, BOLSTERS OR OTHER
SUPPORT DEVICES SHALL BE IN PLACE AGAINST THE BOTTOM SURFACE OF THE
FORM (TOP OF DECK IN FIELD) DURING CASTING.
141.
ANCHOR BOLTS MAY BE CAST INTO THE BRIDGE SEATS, OR AT THE CONTRACTOR'S
OPTION, DRILLED AND GROUTED INTO THE ABUTMENTS AT NO ADDITIONAL COST TO
THE STATE.
142.
THE INVERSET UNITS MAY BE CONSTRUCTED WITHOUT DIAPHRAGMS. HOWEVER,

PRIOR TO TRANSPORTATION TO THE BRIDGE SITE, ALL DIAPHRAGMS INTEGRAL TO
ANY ONE UNIT SHALL BE INSTALLED.
143.
GRIND ALL EDGES OF STEEL AS NEEDED TO REMOVE SHARP EDGES PRIOR TO

CLEANING FOR PAINTING.
144.
STRUCTURAL STEEL SHALL BE CLEANED AND PAINTED UNDER THE SHOP APPLIED
STRUCTURAL STEEL PAINT SYSTEM ITEM. AFTER CLEANING, MILL SCALE SHALL NOT
BE PRESENT. AT THE TIME OF SHIPMENT OF THE UNITS TO THE JOB SITE, THE 3
COATS OF PAINT SHALL HAVE BEEN APPLIED. THE COLOR OF THE FINISH COATING
SHALL BE__________. THE COLOR SHALL CONFORM TO _________. VIEWING SHALL
BE DONE UNDER NORTH STANDARD DAYLIGHT.
(Designer shall designate color and either Federal Color Standard Number 595 Number or
Munsell Book Notation Number to which color conforms).
January, 2008
17-43
145.
FOLLOWING THE WELDING OF THE BEAMS TO THE SOLE PLATES AND THE
INSTALLATION OF THE DIAPHRAGMS, THE EXPOSED STEEL, HIGH STRENGTH BOLTS
AND DAMAGED PAINT SURFACES IN THESE AREAS SHALL BE PAINTED IN
ACCORDANCE WITH THE PROVISIONS OF THE SHOP APPLIED STRUCTURAL STEEL
PAINT SYSTEM ITEM.
or
146.
CLEANING CONTROLLED OXIDIZING STRUCTURAL STEEL ASTM A709M GRADE 345W:

A. IN THE FABRICATION SHOP
GIRDERS SHALL BE BLAST CLEANED IN ACCORDANCE WITH SSPC-SP16
(COMMERCIAL BLAST CLEANING). HEAVY COATINGS OF OIL OR GREASE SHALL
BE REMOVED BEFORE BLASTING IN ACCORDANCE WITH SSPC-SP1 (SOLVENT
CLEANING).
B. IN THE FIELD
THE OUTSIDE SURFACE OF THE FASCIA STRINGERS SHALL BE CLEANED SO THAT
ALL DIRT, GREASE, PAINT OR OTHER FOREIGN MATERIAL IS REMOVED AT THE
COMPLETION OF THE BRIDGE CONSTRUCTION. THE PURPOSE OF THE CLEANING
IS TO RETURN THE FASCIA SURFACES TO THE CONDITION IN WHICH THEY LEFT
THE FABRICATION SHOP.
THE COST OF CLEANING THIS STEEL IN THE FABRICATION SHOP AND THE FIELD
SHALL BE INCLUDED IN THE UNIT PRICES BID FOR THE VARIOUS ITEMS IN THE
CONTRACT.
147.
BEARING ANCHOR BOLT NUTS SHALL BE SNUG TIGHT AS PER THE NYS STEEL
CONSTRUCTION MANUAL
148.
THIS IS A NON-MATCH CAST SEGMENTAL CONSTRUCTION. HENCE, ALL PROVISIONS

OF SECTION 2.3 INSTALLATION DRAWINGS AND SUPPORTING DOCUMENTS OF THE
PCCM, EXCEPT PROVISIONS RELATED TO POST-TENSIONING, SHALL APPLY.
149.
PROVISIONS OF SECTION 8.4.5. SHEAR KEY JOINTS OF THE PCCM SHALL NOT APPLY.
THE CONTRACTOR SHALL PROPOSE A LEAK PROOF LONGITUDINAL JOINT SYSTEM
BETWEEN THE UNITS. ALL NECESSARY INFORMATION SUCH AS PREPARATION OF
SHEAR KEY SURFACE, MATERIAL FOR SHEAR KEY GROUT, PLACEMENT AND CURING
OF SHEAR KEYS AND PLACEMENT OF LEAK PROOFING SYSTEM SHALL BE SHOWN ON
THE INSTALLATION DRAWINGS.
150.
PROCEDURE FOR PREPARING BLOCKOUT SURFACES, PLACING AND CURING

BACKFILL, ETC. SHALL BE SHOWN ON INSTALLATION DRAWINGS.
151.
THE COST OF FURNISHING AND INSTALLING SHIM PLATES UNDER THE BEARINGS
SHALL BE INCLUDED IN THE UNIT PRICE BID FOR THE BEARINGS.
Note: Designers shall allow 20 mm thickness for shim plates when setting pedestal elevations
for reinforced concrete three-sided structures.
17-44
January, 2008
Standard Notes
SUPERSTRUCTURE SLAB SHEET

The following notes shall be placed in the contract plans on the superstructure slab sheet. The
slab placement sequence diagram from Section 5.1.8 shall also be included.
152.
DECK PLACEMENT NOTES
The following notes shall be shown on the plans for all simple and continuous span structures:
153.
CONCRETE PLACEMENT AND FINISHING OPERATIONS SHALL BE PERFORMED AS

RAPIDLY AS POSSIBLE. THE ENGINEER MAY ORDER THE CONTRACTOR TO STOP
PLACEMENT OPERATIONS AT ANY TIME IF, IN THE ENGINEER'S OPINION, CONCRETE
PLACED DURING THE PLACEMENT HAS STARTED TO SET, OR IS ABOUT TO SET, AND
FURTHER PLACEMENT OF CONCRETE WILL CAUSE DEFLECTION CRACKING.
154.
LONGITUDINAL CONSTRUCTION JOINTS WILL NOT BE PERMITTED.
155.
FINISHING MACHINE(S) SHALL BE OPERATED AS CLOSE TO THE SKEW ANGLE AS

PRACTICABLE FOR SKEW ANGLES BETWEEN 0 AND 50. WHEN THE SKEW ANGLE IS
GREATER THAN 50 THE FINISHING MACHINE(S) SHALL BE OPERATED AT AN ANGLE
OF 50.
156.
WET BURLAP CURING BLANKETS ARE REQUIRED TO BE PLACED ON THE CONCRETE

DECK WITHIN 30 MINUTES OF THE CONCRETE BEING DEPOSITED INTO THE FORMS OR
5 MINUTES AFTER FINISHING, WHICHEVER COMES FIRST. THE PLACEMENT OF THE
TURF DRAG TEXTURE SHALL NOT INTERFERE WITH THESE REQUIREMENTS.
157.
IN THE EVENT THE CONTRACTOR'S DECK PLACEMENT OPERATION IS STOPPED

PRIOR TO COMPLETION, WHETHER BY THE CONTRACTOR'S OWN DECISION OR BY
ORDER OF THE ENGINEER, THE CONTRACTOR SHALL BE RESPONSIBLE FOR
PROVIDING A FINISHED DECK GRADE WHICH MATCHES THE PLANNED PROFILE. ANY
SUBSEQUENT REVISIONS TO DECK FORMS MADE NECESSARY BY SUCH ACTION
SHALL BE AT THE CONTRACTOR'S EXPENSE.
Include the following note when the structure has a cross slope transition:
158.
SINCE THIS STRUCTURE HAS A CROSS SLOPE TRANSITION, IT MAY BE ADVISABLE TO

PLACE THE FINISHING MACHINE PERPENDICULAR TO THE STATION LINE.
Include the following note when two finishing machines are required:
159.
(Insert PLACEMENT 1" or THE CONTINUOUS) PLACEMENT SHALL BE

ACCOMPLISHED BY THE SIMULTANEOUS OPERATION OF TWO FINISHING MACHINES
AND CREWS. A MINIMUM RATE OF 23 CUBIC METERS PER HOUR SHALL BE
MAINTAINED BY EACH MACHINE.
January, 2008
17-45
The following notes shall be shown on the plans for all continuous spans (whether the deck is
placed in one or multiple placements) as appropriate.
When there will be no exceptions to the pouring sequence allowed, use the following Note.
160.
THERE WILL BE NO EXCEPTIONS MADE TO THE POURING SEQUENCE AS SHOWN ON

THE CONTRACT PLANS.
When exceptions to the pouring sequence are possible pending review by the Department
(refer to Departments Procedure For Approval of Alternate Deck Pouring Sequence On
Continuous Bridges) use the following three notes:
161.
THE CONCRETE DECK SLAB FOR THIS STRUCTURE SHALL BE PLACED ACCORDING
TO THE POURING SEQUENCE SHOWN ON THE CONTRACT PLANS. REQUESTS FOR
ANY ALTERNATE DECK POURING SEQUENCE SHALL BE SUBMITTED TO THE EIC. THE
SUBMITTAL REQUIREMENTS ARE PROVIDED IN THE DEPARTMENTS PROCEDURE
FOR APPROVAL OF ALTERNATE DECK POURING SEQUENCE ON CONTINUOUS
BRIDGES IN THE CONSTRUCTION INSPECTION MANUAL. NO RELATED WORK MAY BE
PROGRESSED BY THE CONTRACTOR UNTIL THE WRITTEN APPROVAL OF THE
ALTERNATE PROCEDURE IS RECEIVED FROM THE DEPARTMENT (REGIONAL OFFICE).
THE DEPARTMENT WILL REVIEW THE REQUEST AND REPLY WITHIN (15) WORK DAYS
AFTER RECEIPT OF ALL THE REQUIRED SUBMITTAL DOCUMENTS FROM THE
CONTRACTOR.
162.
THE CONTRACTOR SHALL PROVIDE TO THE ENGINEER THE PROPOSED SET

RETARDING WATER ADMIXTURE (ASTM TYPE D, SRWR) AND A COPY OF THE
MANUFACTURERS LITERATURE SPECIFYING THE RECOMMENDED RANGE TO
PROVIDE SUFFICIENT RETARDATION. THIS SRWR DOSAGE SHALL NOT BE REDUCED
AS THE PLACEMENT PROGRESSES. THE ENGINEER WILL REJECT ANY CONCRETE
TRUCK THAT CALLS FOR AN ADMIXTURE DOSAGE RATE BEYOND THE
MANUFACTURERS RECOMMENDED RANGE. ANY SUPPLIER CODES DENOTING SRWR
SHALL BE GIVEN TO THE ENGINEER FOR MONITORING PURPOSES.
163.
THE VALUES SHOWN IN THE CAMBER AND HAUNCH TABLES ARE BASED ON THE
DECK PLACEMENT SEQUENCE SHOWN ON THE PLANS. IF THE DECK PLACEMENT
SEQUENCE IS ALTERED, THE CAMBER AND HAUNCH TABLES NEED TO BE
RECOMPUTED. THE CONTRACTOR IS RESPONSIBLE TO HAVE A PROFESSIONAL
ENGINEER RECOMPUTE THESE TABLES AND SUBMIT THEM TO THE D.C.E.S FOR
APPROVAL.
The following notes shall be shown on the plans for continuous spans when a two placement
sequence is used:
164.
17-46
CONSTRUCTION JOINTS SHALL BE PLACED PARALLEL TO THE SKEW ANGLE. DECK

CONCRETE SHALL BE PLACED SO THAT THE LEADING EDGE PARALLELS THE SKEW.
FINISHING MACHINE(S) SHALL BE OPERATED AS CLOSE TO THE SKEW ANGLE AS
PRACTICABLE. TEXTURING MAY BE DONE LONGITUDINAL, TRANSVERSE OR
PARALLEL TO THE ALIGNMENT OF THE FINISHING MACHINE.
January, 2008
Standard Notes
165.
ALL AREAS SHOWN ON THE PLANS AS PLACEMENT 1 MUST BE PLACED DURING

THE INITIAL CONTINUOUS WORK PERIOD. SUBSEQUENT PLACEMENTS (CONTINUOUS
PLACEMENTS) WILL NOT BE PERMITTED UNTIL 72 HOURS OF ACCEPTABLE CURING
AFTER THE COMPLETION OF THE PREVIOUS PLACEMENT.
Include the following note when the structure contains three or more spans.
166.
THE CONTRACTOR MAY DIVIDE PLACEMENT 2 INTO SEPARATE SEGMENTS PROVIDED

THE 72 HOUR WAITING PERIOD BETWEEN PLACEMENTS IS OBSERVED.
167.
STAGE CONSTRUCTION NOTES
The following notes shall be used, where applicable, for stage construction projects on bridges
with steel superstructures.
168.
THE STRUCTURAL SLAB AND SLAB OVERHANG FOR EACH STAGE OF CONSTRUCTION
HAVE BEEN DESIGNED FOR THE LOADING CONDITIONS SHOWN IN THE DETAILS.
169.
THE COST OF FURNISHING AND PLACING MECHANICAL CONNECTORS, MATERIAL

SPECIFICATION, SECTION 709-10, SHALL BE INCLUDED IN THE UNIT PRICES BID FOR
THE REINFORCING BAR ITEMS.
In some instances, geometry may require the use of a large overhang during stage
construction. Special temporary bracing may be required in order to prevent the rotation of the
temporary fascia girder during the deck placement.
170.
THE CONTRACTOR'S ATTENTION IS DIRECTED TO THE UNUSUALLY LARGE

TEMPORARY OVERHANG PRESENT DURING THE STAGE ____ STRUCTURAL SLAB
PLACEMENT. THE CONTRACTOR SHALL PROVIDE ADEQUATE TEMPORARY SUPPORT
AND BRACING TO PREVENT THE TEMPORARY FASCIA STRINGER FROM TWISTING
UNDER THE LOADS OF THE CONCRETE DEAD LOAD AND THE CONSTRUCTION
LOADS. THE CONTRACTOR MUST SUBMIT OVERHANG FORMING DESIGN AND DETAILS
TO THE D.C.E.S. FOR APPROVAL.
171.
DUE TO THE NATURE OF STAGE CONSTRUCTION AND THE PROBLEMS INHERENT

WITH DIFFERENTIAL DEFLECTIONS, THE HOLES FOR ONE SIDE OF THE STAGE
DIAPHRAGM CONNECTION PLATES SHALL BE FIELD DRILLED. NO ADDITIONAL
COMPENSATION SHALL BE MADE FOR FIELD DRILLING.
In cases where more than two stages are used, the following notes will have to be modified:
172.
THE INTERMEDIATE DIAPHRAGMS, END DIAPHRAGMS AND ANY OTHER CROSS

FRAMES THAT MAY BE PRESENT BETWEEN STAGE 1 AND STAGE 2 STRINGERS SHALL
NOT BE INSTALLED UNTIL 72 HOURS FOLLOWING THE PLACEMENT OF THE STAGE 2
STRUCTURAL SLAB.
January, 2008
17-47
If a closure placement is called for, the following sentence must be added to this note:
173.
THE INTERMEDIATE DIAPHRAGMS AND END DIAPHRAGMS MUST BE IN PLACE AND

BOLTS TIGHTENED PRIOR TO PROCEEDING WITH THE CLOSURE PLACEMENT.
174.
THE CONTRACTOR SHALL WAIT A MINIMUM OF 72 HOURS FOLLOWING COMPLETION

OF THE SECOND STAGE DECK PLACEMENT BEFORE BEGINNING THE CLOSURE
PLACEMENT.
175.
FORM WORK FOR THE STAGE 2 DECK PLACEMENT SHALL BE SUPPORTED ONLY BY
THE STAGE 2 STRINGERS, NOT BY THE STAGE 1 STRINGER IMMEDIATELY ADJACENT.
176.
PRIOR TO PLACING THE STAGE 2 DECK PLACEMENT AND FOR 72 HOURS FOLLOWING
ITS COMPLETION, NO REINFORCING BAR WITHIN THE CLOSURE PLACEMENT SHALL
BE WIRED.
177.
THE TEMPORARY FASCIAS OF THE STAGE 1 AND STAGE 2 DECK SHALL BE

THOROUGHLY WET FOR 12 HOURS IMMEDIATELY PRIOR TO PROCEEDING WITH THE
CLOSURE PLACEMENT. THE CONTRACTOR SHALL REMOVE ALL STANDING WATER
WITH OIL-FREE COMPRESSED AIR AND SHALL PROTECT THE FASCIA SURFACES
FROM DRYING, SO THE EXISTING CONCRETE REMAINS IN A CLEAN, SATURATED
SURFACE DRY CONDITION UNTIL PLACEMENT OF THE NEW CONCRETE.
The following notes shall be used for stage construction projects using adjacent precast
prestressed beams when anticipated camber as per Section 9.14 is greater than 25 mm:
178.
STAGE 1 OF THE DECK HAS BEEN DETAILED WITH A 175 MM MINIMUM DECK
THICKNESS TO DEAL WITH A SMALL AMOUNT OF CAMBER GROWTH FOR STAGE 2
UNITS. IF THE CONTRACTORS SCHEDULE PLANS SIGNIFICANTLY MORE (14 DAYS)
STORAGE TIME FOR STAGE 2 UNITS THAN STAGE 1 UNITS, CAMBER GROWTH
CONTROL MEASURES SHALL BE PROPOSED BY THE CONTRACTOR IN THE SHOP
DRAWINGS. SUGGESTED CAMBER GROWTH CONTROL MEASURES ARE:
1. BOTH STAGE 1 AND STAGE 2 UNITS SHALL BE STORED FOR A MINIMUM OF 60
DAYS (PRIOR TO SHIPMENT) TO ALLOW MOST OF THE CAMBER GROWTH TO
OCCUR PRIOR TO SHIPMENT.
2. PRELOAD THE STAGE 2 BEAMS (IN STORAGE) TO RESTRAIN GROWTH. THE
CONTRACTOR SHALL SUBMIT DESIGN CALCULATIONS ALONG WITH THE SHOP
DRAWINGS.
3. ADJUST THE CASTING SCHEDULE SO THAT THE AGE OF THE UNITS AT THE TIMES
OF DECK PLACEMENT WILL BE APPROXIMATELY THE SAME.
17-48
January, 2008
Standard Notes
179.
THE CONTRACTOR MAY PROPOSE DEBONDING OF PRETENSIONING STRANDS FOR

150 MM FROM ENDS OF BEAMS TO REDUCE THE TENDENCY FOR BEAM ENDS TO
CRACK. TOTAL NUMBER OF DEBONDED STANDS (DESIGN BONDING SHOWN ON THE
CONTRACT PLANS AND CRACK CONTROL DEBONDING COMBINED) SHALL NOT
EXCEED 50% OF TOTAL NUMBER OF STRANDS.
Add the following note to contract plans for projects involving simple-span made continuous
design (prestressed concrete):
180.
ALL PRESTRESSED CONCRETE BRIDGE BEAMS SHALL HAVE A MINIMUM AGE OF 60

DAYS AT THE TIME OF CONCRETE DECK PLACEMENT.
Add the following note to contract plans for projects that use New England Bulb Tee (NEBT)
prestressed concrete girders:
181.
THE CONTRACTOR MAY PROPOSE TO SUBSTITUTE NEW ENGLAND PCEF-BULB TEE

GIRDERS OF EQUIVALENT SECTION PROPERTIES FOR THE NEBT GIRDERS SHOWN ON
THE CONTRACT PLANS.
January, 2008
17-49
Appendix 17A
Bridge Removal
Typical Removal Methods
Reinforced concrete removal is usually done by breaking up the concrete with a hoeram and then removing the concrete pieces individually. Blasting may be used for
massive concrete structures or substructures.
Steel girders are typically picked with a crane and cut into smaller pieces on the ground
but they can also be dropped in place, depending on the under feature at the bridge
location.
Prestressed concrete beams are usually lifted by crane and broken apart in a controlled
area because of the danger due to the tension release in the prestressing strands during
demolition.
Short trusses can be lifted and removed by a crane and disassembled on the ground.
Longer trusses can be disassembled by individual panels utilizing temporary supports or
they can be dropped in place, depending on the under bridge feature. Blasting has also
been used.
PE Requirement Guidelines for Bridge Removal Plan

Standard Specifications require the Contractor to submit a removal plan, prepared by a
Professional Engineer, to the Engineer thirty (30) days prior to the commencement of
demolition. In some cases this may not be needed and the Department can waive the
requirement for a PE prepared removal plan. The following project-specific information shall be
considered by the designer to determine whether the PE prepared removal plan requirement
can be waived when a bridge removal is required:
1.
2.
3.
4.
5.
6.
Bridge type
Bridge complexity/geometry
Under bridge features (traffic, navigable stream, pedestrian movement, parking)
Site conditions, accessibility, urban/rural
Condition of existing structure
Required equipment and placement on bridge
General Policy
Bridges that may qualify for waiver of the PE removal plan requirement are short (<15m) span
bridges over non-navigable waterways or unoccupied open space that can easily be barricaded.
All exceptions shall be reviewed on a project specific basis by the Regional Structures
Engineer.
Regardless of removal plan requirements, general removal notes shall be placed in the contract
documents indicating the availability of record plans and the removal plan requirements.
Removal Notes are provided in section 17 of this manual.
April, 2006
17A-1
Section 18
Special Specifications
18.1
Introduction
A special specification should be used to pay for an item of work if:

C
There is no Standard Specification that covers the type of work.

or
The work is substantially different from the standard specifications and the differences
have a cost effect. If the cost of the differences is minimal (on a unit basis), then a
special specification is not needed; notes on the Plans will suffice. Notes that involve
substantial cost changes are not fair to the Contractors bidding on a project since they
may be missed in the rush to prepare a bid.
The use of special specifications should be minimized. Efforts should first be made to use a
standard specification. However, the use of a special specification is appropriate when
introducing new products or techniques. Detailed information on specification procedure, item
number prefixes and item number serialization is presented in Chapter 21 of the Highway
Design Manual.
April, 2006
18-1
Section 19
19.1
Introduction
This section is a listing, by project stage, of structural engineering activities that contribute to the
technical component of the conception, development, and design of a project. These activities
assure that proposed alternates are technically compatible with the stated project objectives.
For procedural requirements, refer to the NYSDOT Project Development Manual. It is
recommended that Section 3 also be reviewed. While Section 3 is written for new or
replacement bridges some of the guidance may be applicable, on a case by case basis, for
rehabilitations.
Focus must be maintained on the purpose of each project stage and the project control
decisions made during and at the conclusion of that stage. These decisions dictate the level of
detail required for the activities that are listed.
NYSDOT generally anticipates compressed schedules for bridge rehabilitation projects
compared to bridge replacements. Therefore, timely completion of the technical evaluation is
particularly important. Bridge rehabilitation projects impart fewer social and environmental
impacts than do bridge replacement projects. Hence, procedural requirements are streamlined
and project delivery is expedited on most projects.
Rehabilitation work can be described as major or minor. Minor rehabilitations address nonstructural repair or improvement of bridge elements (concrete surface repair, deck overlays,
joint and bearing restoration, secondary member steel repair, minor repair to primary steel
members, and restoration of steel members by adding cover plates and high strength bolts).
Major rehabilitations involve structural repair or replacement of primary bridge elements (pier
and pier capbeam replacement, deck replacement, superstructure replacement, bridge
widening, and primary member replacement or strengthening).
19.1.1
Project Scoping
Scoping is the first major stage of the project production process. Its purpose is to establish
consensus among the functional areas about the nature of the proposed project. The end
products of this stage are project objectives, design criteria, feasible alternatives, a reasonable
cost estimate, and identification of key environmental issues that may need to be addressed
throughout project design, e.g., wetlands, endangered species, protected streams,
contaminated soil, asbestos, lead based paint, noise, historic properties. Information assembled
and analyzed in this stage must be of sufficient detail to demonstrate that the project defined by
these scoping products is appropriate and should be progressed to the next stage. For further
information, see Project Development Manual, Chapter 3, Project Scoping Procedures.
January 2008
19-1
The technical activities described below focus on the feasibility, from a structural engineering
perspective, of reasonable alternates and their associated cost. Since these decisions are
largely based on correct interpretation of existing data, the project developer should involve the
appropriate experienced people to evaluate feasibility of the proposed alternates and should
limit data collection and analysis to viable options. While a detailed Rehabilitation vs.
Replacement comparison need not be completed in the Scoping Phase, Section 19.2.2 should
be referenced for general considerations that help define the feasibility of each alternate.
1. Preliminary Assessment of the Condition of the Structure
Purpose: Provide an initial assessment of structural needs and appropriate bridge work
to address those needs.
Method: Obtain and examine bridge inventory and load rating data and the latest
inspection report. Consider the overall condition of the bridge and the specific condition
of the major structural elements. The year constructed and design loading provide clues
to the potential serviceability of a rehabilitated structure.
2. Identify Geometry, Details and Materials that may Limit Potential Alternatives
Purpose: Provide additional information to assess alternate feasibility.
Method: Obtain and examine record plans. Structure width, type of construction, and
traffic levels contribute to maintenance of traffic considerations and the potential for
operational improvements. Record plans provide information relative to the materials
used and fabrication and construction methods employed.
3. Verify and Complement Documented Information
Purpose: Assure that information in the bridge inventory and inspection system and on
the record plans is accurate. Also, assess impacts of surrounding features that may not
be appropriately portrayed by existing data.
Method: Visit the project site. This is not meant to be an in-depth bridge inspection,
rather, a verification visit to assist in feasibility assessment.
4. Evaluate Hydraulic Adequacy of the Structure (if appropriate)
Purpose: Identify susceptibility to flooding, scour, and damage from floating ice/debris.
Method: Perform a hydraulic assessment. This is included in the scoping stage due to
its potentially dramatic impact on the project's scope and cost.
5. Determine Reasonable Cost and Schedule for the Most Feasible Alternate
Purpose: Provide project specific programming information.
Method: Compare the general requirements of the work to other projects of similar size
and type. Based on these similar projects, estimate a reasonable cost for the work and
an approximate schedule. Results are to be included in the Scoping Closure Document.
6. Summarize Conclusion of Scoping Activities
Information gathered and conclusions reached should be presented in the Scoping
Closure Document. Any obviously unfeasible alternates should be eliminated.
19-2
April, 2006
When the scope of a bridge rehabilitation project does not involve evaluation of alternatives, but
addresses specific bridge deficiencies, the Scoping Closure Document may also serve as a
Design Approval Document (DAD). This may necessitate that some preliminary engineering
activities be done prior to the closure of scoping activities. See the Project Development Manual
for when this process is appropriate.
19.1.2
Preliminary Design
Preliminary Design refines proposed design alternates, compares them, and selects the most
appropriate alternate to be advanced to final design. This phase culminates in the issuance of a
Design Approval Document for the chosen alternate. The technical activities in this stage serve
to collect and analyze data required to define the appropriate design alternate. The applicability
of each activity to the development of a given alternate should be discussed with the
appropriate functional manager. Experienced interpretation of existing conditions can either
eliminate or highlight the importance of certain activities.
1. Collect Detailed Structure Condition Data
Purpose: Collect sufficient data to assess the viability of the work alternates. The data
should be detailed enough to allow the completion of a Level 1 Load Rating.
Method: Perform an In-depth bridge inspection in accordance with requirements of the
Departments Specifications for In-depth Bridge Inspection (See Section 19.2.1). This
activity could include taking cores of existing concrete elements.
2. Assess Condition of the Structural Deck
Purpose: Determine whether a bridge deck can be rehabilitated or must be replaced.
Method: Perform a bridge deck evaluation in accordance with the current Bridge Deck
Evaluation Manual. The decision to rehabilitate or replace a deck can significantly
impact associated rehabilitative work, design criteria and resulting costs. It is therefore
imperative to accurately define the condition of the structural deck.
3. Assess Structural Integrity of the Existing Bridge and the Potential for Restoring Full
Capacity Through Rehabilitation Actions
Purpose: Assure serviceability of the structure during construction and define the extent
of rehabilitative work required.
Method: Perform a Level 1 Load Rating. The Level 1 Load Rating will provide a base
structural capacity for the bridge from which the necessity of and potential for
improvement can be judged.
4. Assess the Structure's Vulnerabilities to Potential Modes of Failure
Purpose: Identify the impact to the project scope and cost of any work to address a
structures vulnerabilities prior to the issuance of design approval.
Method: Evaluate the structure and its details using the procedures provided in the
Bridge Safety Assurance Policy.
April, 2006
19-3
5. Assess Feasibility of Rehabilitation versus Replacement

Purpose: Refine project cost and further assess the alternate's cost effectiveness and
technical feasibility.
Method: Update project costs and schedule based on more detailed information.
Perform a rehabilitation versus replacement evaluation as outlined in Section 19.2.2.
This evaluation provides direction concerning reasonable costs of various alternates and
technical considerations that correspond to feasibility.
6. Perform a Technical Progress Review
Purpose: Provide general advice to ensure that bridge projects are developed in
accordance with appropriate policies, standard practice, and sound engineering
judgment.
Method: The draft Design Approval Document should be submitted to all parties that
have a role in the final design of the project. Functional managers will review the
document for standards compliance, scope, cost, and schedule. See Section 20 for
technical progress review responsibility for bridge projects.
7. Summarize Key Design Features of the Chosen Alternate
Purpose: Provide the granter of design approval with a concise representation of the
important project features.
Method: Prepare a Design Approval Document. For bridge rehabilitations, also prepare
a Structure Rehabilitation Concept Plan Package. This package should include a 250scale project plan with horizontal alignment control data, a representation of the vertical
alignment with appropriate control data, existing and proposed transverse sections, and
a Maintenance and Protection of Traffic strategy. This package is a portion of the
Design Approval Document and aids in the project control decision. The information
gathered and the conclusions reached through these activities must be appropriately
represented in the project's Design Approval Document.
The format of the Design Approval Document should correspond with the appropriate sections
of the NYSDOT Project Development Manual.
19.1.3
Final Design
Final Design adds necessary engineering and detailing to the design alternate selected from the
Preliminary Engineering stage and culminates with submission of the Plans, Specifications, and
Estimate (PS&E) package. Technical activities of this phase serve to develop a contract
package that enables the Department to advertise, let, award, and construct the project.
1. Prepare Structure Study Plan (Bridge Widening and Superstructure Replacement
Projects only)
Purpose: Ensure conformance to accepted standards and policies or highlight the need
to consider exceptions; allow an initial constructability review; provide a means for the
designer to acquire information necessary to advance the proposed design.
19-4
April, 2006
Method: Prepare a Structure Study Plan which is a conceptual presentation of the

proposed work.
2. Prepare Structure Justification Report (Bridge Widening and Superstructure
Replacement Projects only)
Purpose: Provide a mechanism to achieve Department consensus on the
appropriateness of the proposed structure.
Method: Prepare a Structure Justification Report (See Appendix 3H) which is a
presentation of the logic behind the decisions to select or discard various design
alternates for the project.
3. Perform Technical Progress Review
Purpose: Ensure that the structural solution being developed is consistent with the
scope of the project, is technically and economically appropriate, and addresses the site
conditions that have been identified.
Method: A designer independently reviews the Structure Study Plan and Structure
Justification Report to ensure that an appropriate solution has been selected prior to
spending resources on detailed plans.
4. Prepare Preliminary Structure Plan
Purpose: Represent details of the project structure's scope of work.
Method: The designer prepares a Preliminary Structure Plan sheet which is a concise
representation of the bridge project and the required work. See Appendix 19A for the
Rehabilitation Preliminary Checklist.
5. Perform Technical Progress Review
Purpose: Show consensus within the Department prior to distribution to outside
agencies.
Method: A designer conducts an independent review, including an approval review by
the Office of Structures when required by Section 20 or when requested by the Region.
6. Detailed Design of the Chosen Alternate
Purpose: Provide a contract package that allows the advertisement, letting, award and
construction of the project.
Method: Assemble an Advance Detail Plan package (plans, special specifications, and
ADP estimate) designed in accordance with current NYSDOT specifications and
standards.
April, 2006
19-5
7. Technical Progress Review

Purpose: Ensure that NYSDOT policies, standards, and sound engineering judgment
are incorporated into the contract documents.
Method: A designer conducts an independent technical review of the plans, special
specifications, and estimates.
8. Assemble Construction Package - PS&E Package
Purpose: Assemble a contract package that enables the Department to advertise, let,
award, and construct the project.
Method: Submit the Plans, Specifications, and Estimate (PS&E) package for the project.
19.2
Existing Structure Evaluation
19.2.1
In-Depth Inspections
In-depth bridge inspections assist in making rehabilitation vs. replacement decisions and assist
designers in progressing bridge rehabilitation projects. In general, an in-depth bridge inspection
is a detailed inspection of an entire bridge which can include both destructive and nondestructive testing. It is more complete than a general inspection and the results can be used to
satisfy the Uniform Code of Bridge Inspection requirements for a general inspection.
The Code requires that in-depth inspections be done in accordance with the Department's
Specifications for In-depth Bridge Inspection. A professional engineer should review the
Specification for applicability to a particular bridge or project and, if necessary, develop
modifications in the form of an addendum to the Specification or develop a substitute
Specification that will be used for the in-depth inspection. The goal of a bridge inspection is to
collect enough data to make an informed decision about the scope of the project. Other criteria,
such as physical characteristics, capacity demands, hydraulic adequacy and required
maintenance of traffic could dictate decisions on the scope of work for a bridge project,
regardless of what the inspection data provides. The designer should consider all factors when
determining which bridge elements do not need to be inspected.
As an example, there is no need to inspect the girders and deck on a bridge with concrete tee
beams that cannot be retrofitted and rate at MS15 when the project objective is to increase the
capacity of the structure to MS18. In this case, the scope of the project should be at least a
superstructure replacement because the concrete tee beams cannot be sufficiently
strengthened to accommodate the project objectives. Nevertheless, it is critical to get expert
interpretation of the existing conditions and their influence on each element of the structure
before eliminating them from the rehabilitation inspection.
For element-specific projects, the required inspection can normally be limited to the elements
being addressed in the project. See Appendix B of the NYSDOT Design Procedure Manual
(future Project Development Manual Appendix 7) for guidelines on element specific bridge work.
19-6
April, 2006
19.2.2
Bridge Rehabilitation vs. Replacement Selection Guidelines
These guidelines are for use during project scoping, after a decision has been made to progress
the project. The rationale presented is appropriate any time these two alternatives are possible.
For the purposes of these guidelines, bridge rehabilitation is defined as a complete rehabilitation
removing all deficiencies or justifying their retention.
These guidelines were developed to provide guidance in this difficult decision area, and are not
absolutes. It is expected, however, that when they are not followed, it is for compelling reasons
which are to be documented in the project file.
Several factors must be considered in a rehabilitation vs. replacement decision. These factors
are all interrelated; each factor must be investigated and considered both individually and
collectively. All conclusions reached shall be fully documented in the project file and in all other
appropriate documents, such as the Design Approval Document.
The following factors are presented for rehabilitation vs. replacement consideration. They are
presented one at a time and are not necessarily in any particular order of importance.
Cost - The estimating of both rehabilitation and replacement costs is usually performed after all
other factors have been investigated, because the other factors may affect or determine the
scope of the rehabilitation or replacement option. The replacement estimate is to be done in
accordance with current NYSDOT procedures. The current system is a shoulder break square
meter unit cost basis developed by the Office of Structures for use early in projects where
bridge particulars, such as abutment heights and locations are not known (see Section 3.5.1).
The replacement estimating procedure using the shoulder break method has been incorporated
into the Bridge Management System (BMS). This methodology compensates for positioning
abutments anywhere within the shoulder break length along the shoulder break slope line. This
replacement estimating process provides the user with project level information. The historical
estimating data is updated when the BMS is updated. For information regarding the BMS and
use of the estimating portion of the system, contact the Regional Bridge Management Engineer.
When considering rehabilitation, the first step is to check the load rating. If the bridge is posted
or if the current load rating appears suspect, rerate the bridge before proceeding with the
estimate.
The rehabilitation estimate is much more difficult to develop. This estimate cannot be
developed from the biennial inspection report. It requires close reinspection and examination of
the bridge. This inspection must be of sufficient detail to develop a practical idea of the extent of
the necessary work. The inspector should keep in mind that the actual rehabilitation
construction work will most likely not be done for several years. Consequently, the estimate of
quantities should have reasonable projections to compensate for continued deterioration. The
Bridge Management System (BMS) contains historical data or deterioration rates.
The rehabilitation reinspection should examine the type and extent of deterioration of all bridge
components (e.g., abutments, piers, beams and decks) with the intent of developing contract
plans and a reasonable estimate for the work. Reinspection should include actual
measurements of section loss in the beams to determine the current load rating. Also, the
reinspection should include the location and depth of areas of concrete in the abutments and
piers that require removal and replacement to restore them to like-new condition. The inspector
April, 2006
19-7
must examine abutments and piers by sounding to locate possible delaminations and chipping
to determine the depth of the poor concrete. Unless these investigations convince the inspector
that the concrete is sound and needs only insignificant repairs, such as a spot patch on a pier
column during a deck replacement project, cores should be taken. Significant repair is defined
as more than isolated repairs or more than a nominal amount of money. Substructure cores
should not be taken when concrete condition is obviously beyond rehabilitation.
In addition to the reinspection, concrete cores of the structural deck are commonly required to
determine if the deck is to be retained and repaired. The policy and procedure for deck coring
are given in the Bridge Deck Evaluation Manual.
Taking and testing concrete cores confirms the depth of poor concrete and the presence of
delaminations, and provides a measure of the concretes strength and durability against freeze
thaw cycles. Cores should be taken to finalize the type and amount of rehabilitation work unless
the amount of work is insignificant or the concrete element is clearly in need of replacement.
Like the replacement estimate, the bridge rehabilitation estimate should include all highway and
project costs necessary to develop the complete cost estimate.
All rehabilitation and replacement costs shall include the cost for the appropriate Maintenance
and Protection of Traffic plan chosen for that alternate.
The next step is to compare rehabilitation and replacement costs of the portion of the project
directly related to the structure assuming both are viable possibilities. This relationship should
be established in terms of the rehabilitation cost being a percentage of the replacement cost
(RH/RP percentage). Due to the inherent uncertainties of estimating practices, the cost
percentage determinations between rehabilitation and replacement are broken down into three
ranges. These ranges were developed by examining the life cycle costs of rehabilitation and
replacement for several bridge models. These models varied the type of work to determine the
effect on annualized costs. The models assumed a gradually increasing annual maintenance
cost and a 4% discount rate.
First range: RH/RP percentage less than 65%. The preliminary choice is rehabilitation.
Other factors, such as bridge type, must be examined to ensure compatibility with
rehabilitation.
Second range: RH/RP percentage between 65% and 85%. Rehabilitation or
replacement may be the preliminary choice. Other factors must be examined to
establish the appropriate type of work.
Third range: RH/RP percentage greater than 85%. The preliminary choice is
replacement. Other factors must again be examined for compatibility with replacement.
For example, detouring traffic in highly urbanized areas may not be feasible from a
capacity point of view and constructing a temporary structure may not be possible from
a right-of-way point of view. Construction of a replacement bridge alongside the existing
bridge may not be possible due to right-of-way restrictions, even with stage construction.
In this case, an expensive rehabilitation would be done rather than a replacement.
19-8
January, 2008
There has been discussion whether "user costs" should be included in the estimate. For the
purposes of this guideline, user costs are not included in the total costs associated with
rehabilitation or replacement because, in both cases, traffic is usually restored to the same
condition that existed before construction. It may be necessary to take user costs into account
on bridge removal and bridge capacity improvement projects since there would be a change
that would impact the traveling public on a permanent basis. These costs would be considered
on an individual project basis as they are only significant in a small percentage of situations.
Safety - Accident history and potential must be examined for the project bridge. In terms of
safety for the RH/RP decision, accident history is the most important element. Accident history
can be determined by examining the accident reports on file. Although sometimes inconclusive,
this review should look for trends in accident patterns that would point to whether the bridge
caused or contributed to the accidents.
While not as significant as accident history, accident potential should also be considered.
Geometrics which contain clear potential for accident problems should be considered for
improvement. That improvement may have a direct impact on the RH/RP decision. The review
of geometrics should include, but not be limited to: sight distance, bridge width, horizontal
clearances, alignments, etc. These elements should be compared to the standards and
evaluated with regard to accident potential. Current bridge standards are shown in Table 19-1.
CURRENT BRIDGE STANDARDS

Functional Class
FUND
SOURCE
Interstates
Non-Interstate NHS*
Non NHS*
Federal
State
A - Current AASHTO Policy on Design Standards: Interstate System

B - Current AASHTO Policy on Geometric Design of Highways and Streets
C - Current NYSDOT Geometric Design Policy for Bridges
*National Highway System
Table 19-1
Current Bridge Standards
If either the accident history or accident potential indicates the bridge geometrics are
unacceptable, the safety problem must be addressed by either widening the structure under a
rehabilitation or replacing the existing bridge with a wider structure.
April, 2006
19-9
Type of Bridge - Some bridges, by their very type, will signal a probable rehabilitation or
replacement strategy. One significant factor is redundancy. NYSDOT gives special
consideration to nonredundant bridges where failure of one principal load carrying member
would result in probable collapse of the bridge. This consideration includes a review of the type
of nonredundant structure and its sensitivity to being nonredundant, the consequences of no
action, and the possibility of adding redundancy to the bridge. Some nonredundant structures,
such as trusses, are of less concern regarding failure than others, such as two girder bridges
with welded construction. The rehabilitation vs. replacement decision should take into account
the redundancy of the bridge. Non-redundancy should be a factor in favor of replacement.
Other bridges should also be considered for replacement because of their type of construction,
but for a different reason. For example, concrete arches, concrete rigid frames and jack arches
are difficult and expensive to rehabilitate because of their monolithic construction. Past
rehabilitation work on these types of bridges has been quite costly, so they should generally not
be rehabilitated. Also, because of their long life, it is often most cost effective to simply let these
bridges "live out" their full useful life.
Another example of construction type impacting rehabilitation vs. replacement decisions are
existing stream substructure units without piles that exhibit scour problems. The "no pile"
situation may push the decision toward replacement.
Bridge Safety Assurance vulnerability also needs to be taken into account in any
rehabilitation/replacement decision. The six vulnerability manuals (Overload, Hydraulics, Steel
Details, Concrete Details, Collision and Seismic) should be consulted for further information.
Bridge Standards - When any bridge is considered for rehabilitation, that bridge should be
reviewed for compliance with current standards. Existing vertical clearance, horizontal
clearance, load capacity, free board, seismic capacity, lane width and shoulder width should be
compared to current standards. The hydraulic history of the bridge should also be reviewed. If
the existing features are nonstandard, consideration should be given to improving them under
rehabilitation or by replacing the bridge. If improvements cannot be made or the improvements
that can be made will not meet current standards, a nonstandard feature justification will be
required. This should be taken into account when making the rehabilitation vs. replacement
decision. See Chapter 2 of the Highway Design Manual for further information on justification of
nonstandard features.
Maintenance and Protection of Traffic - All bridge work involves managing existing traffic
during construction. There may be several feasible alternatives, including detouring traffic
around the project site. They may include maintaining traffic on a temporary bridge, maintaining
traffic on the existing structure while a new structure is constructed on a new alignment, or
maintaining traffic on a portion of the existing structure by stage construction. These alternatives
must be carefully considered as to their practicality, overall cost, delay to traffic, and impact on
the surrounding community. In some cases, the type of bridge work will be driven by the fact
that there is only one practical solution to managing the traffic.
19-10
April, 2006
Feature Crossed - The feature crossed can have a significant effect on the type of work
chosen and its cost. Environmental or Coast Guard concerns may push the rehabilitation vs.
replacement decision in the direction of rehabilitation while hydraulic inadequacies and poor
stream alignment may push the decision toward replacement.
Other Factors - Other considerations in the rehabilitation vs. replacement decision may have
nothing to do with the structural adequacy of the structure. These considerations are historical,
social, political and capacity related. Although not covered in many textbooks, these
considerations can and do influence the rehabilitation vs. replacement decision on individual
bridge projects. They are difficult to categorize into specific indicators which trigger a particular
decision. Consequently, they have not been included in the narrative or worksheet. When these
or any other considerations surface on a project, they should be treated as additional subjective
factors and given the weight they deserve in the decision process.
In general, all bridge replacement candidates must first be considered for superstructure
replacement only. In considering superstructure replacement, the substructures must be
evaluated. This evaluation may include reinspection and taking cores to verify their condition.
There may be additional factors on a specific bridge, such as the functional importance of the
bridge and how important the bridge is to the overall transportation system of the area. Since
many factors involve subjectivity, the people and agencies involved may reach different
conclusions. Instead of this being a stumbling block, this can be a good opportunity to discuss
differing view points and gain the knowledge and experience of others.
All conclusions drawn in the replacement vs. rehabilitation discussion process must be fully
documented in the Design Approval Document.
April, 2006
19-11
BRIDGE REHABILITATION vs. REPLACEMENT WORKSHEET

Factor
I.
Cost
Review
Prelim. RH/RP* Direction (if any)
A.
Is the rehabilitation cost

0.65 of the replacement cost?
Yes ......................................................RH
No..................................... Proceed to I.B.
B.

between 0.65 and 0.85 of the
replacement cost?
0.85 of the replacement cost?
C.
II.
III.
IV.
19-12
Safety
Bridge
Type
Standards
Yes ....................... Consider other factors

No.....................................Proceed to I.C.
Yes ...................................................... RP
A.
Are there accidents

attributable to the bridge
geometry or highway
approach geometry?
B.
If there were accidents, were

there any fatalities or is the
number of accidents above
the Statewide average?
Yes ................. RP or RH with corrections

to the safety problem
No..............................................RP or RH
C.
Is there an accident potential?

(Highway, waterway, or
railroad)
Yes ................. RP or RH with corrections

to accident potential problems
No..............................................RP or RH
A.
Is the bridge nonredundant?
Yes ............................ RP or RH including

adding redundancy
No..............................................RP or RH
B.
Does the bridge have fatigue

sensitive details?
Yes ....................... RP or RH removing or

modifying critical details
No..............................................RP or RH
C.
Is bridge concrete arch,

concrete rigid frame, jack
arch, etc.?
Yes ..................... Bridge usually not RHd

No..............................................RP or RH
A.
Does existing bridge conform

to all current standards?
Yes ............................................RP or RH
No...................................Proceed to IV.B.
B.
Can bridge be rehabilitated

and brought up to standards?
Yes ...........................Bridge may be RHd

No......................... Bridge should be RPd
C.
Can the nonstandard feature

be justified?
Yes ...........................Bridge may be RHd

No......................... Bridge should be RPd
Yes .................................. Proceed to II.B.

No..............................................RP or RH
April, 2006
V.
VI.
Feature
Crossed
M&PT
A.
If existing bridge is over

water, have there been
hydraulic problems indicating
an inadequate opening or
poor stream alignment which
would require a span
adjustment?
Yes ......................................................RP
No ............................................. RP or RH
B.
Does existing bridge span

anything that requires special
treatment or are special
conditions associated with it,
such as a railroad, historic
feature, environmentally or
politically sensitive feature?
Yes...........................................RP or RH*
No ............................................. RP or RH
A.
Can traffic be detoured off the

project site?
Yes ........................................... RP or RH
No ................................... Proceed to VI.B
B.
Can traffic be maintained on

the existing bridge with a new
bridge built alongside?
Yes ......................................................RP
No ................................... Proceed to VI.C
C.
Can construction be staged?
Yes ........................................... RP or RH
No ................................... Proceed to VI.D
D.
Can a temporary structure be

used on the project site?
Yes ........................................... RP or RH
No. STOP. All traffic strategies have
been rejected.
*The sensitive feature must be

thoroughly examined and considered in
RH/RP analysis with special attention to
the cost necessary to accommodate the
sensitivity.
* RH = Rehabilitate
RP = Replace
Table 19-2
Bridge Rehabilitation vs Replacement Worksheet
19.3
Concrete Rehabilitation
Repair of concrete in rehabilitated structures can be a very complex subject. Only a few topics
are discussed in this manual. For information on specific applications and repair techniques, the
designer is urged to contact the Materials Bureau. Also, for information on Fiber Reinforced
Polymer repair, see Structures Design Advisory 02-002 and Engineering Instruction EI 05-001.
An important factor to keep in mind for a rehabilitation project is that the quantity of concrete
repair necessary will almost always increase between the time of inspection and the time the
work is performed. The designer needs to exercise judgment in the rate of deterioration when
preparing the estimate of quantities.
April, 2006
19-13
19.3.1
Concrete Scaling
There are two kinds of hardened concrete scaling: surface and deep. The probable causes of
deep scaling are lack of entrained air or an improper water to cement ratio. Treatment options
are to either place a bonded concrete encasement around the affected area or to replace the
concrete entirely.
Surface scaling is generally caused by improper construction techniques, such as watering the
concrete during finishing. If detected early, regular sealing of the surface may inhibit scaling.
Otherwise, a bonded concrete encasement can be placed or the concrete surface can be
ground out and a new surface installed. Another possible option is to ignore the problem until
the scaling becomes severe enough to warrant replacement.
When concrete is placed against soil with a high sulfate content, the chemical attack causes
surface scaling that progresses to deep scaling. The only treatments for this type of attack are
to place a bonded concrete encasement or complete replacement.
19.3.2
Concrete Spalling
When reinforcing steel in concrete corrodes, the volume of the reinforcing bar increases. This
expansion causes tensile stresses on the concrete surface which leads to a regular pattern of
cracks and spalls over the entire surface. The possible treatments are to patch the surface,
replace the concrete with a thicker cover, or completely replace the concrete.
If the concrete is batched with aggregate that is not chemically inert with the cement, a pattern
of map cracking and spalling can develop. Treatments for this condition are either to place a
thicker cover over the reinforcing bars or the complete replacement of the concrete.
Another cause of concrete spalling is the combination of freezing temperatures and water
penetration into the pores, cracks, voids, or porous stone aggregates of the concrete. This cycle
of freezing and thawing causes spalls and popouts of the concrete surface as the water freezes
and expands below the surface of the concrete. Treatment for this condition is to provide proper
drainage to prevent ponding of water on the surface, patch or replace all cracks and spalls, or to
provide a bonded concrete encasement or overlay.
19.3.3
Concrete Cracking
The causes of cracking are the same as for spalling, with the addition of drying shrinkage and
structural distress. Under drying shrinkage, tension develops on the surface of the concrete as
the volume of the concrete decreases as the concrete cures and water evaporates from the
surface. These cracks can range from singular cracks in thin narrow members, to craze or map
cracking for deeper members. Singular cracks can be treated by epoxy injection, flexible
sealant, complete replacement, or encasement with reflective crack control. Craze or map
cracking can be treated by either surface replacement or placement of bonded concrete.
19-14
April, 2006
Under structural distress, concrete produces singular cracks when subjected to excessive
loads, unanticipated settlements, or insufficient reinforcement. Treatments for this failure are to
reduce the loads, correct the settlement, add pressure relief joints, replace the concrete with
proper reinforcement, epoxy inject to bond fresh cracks, or stitching.
Treatment of concrete cracks may depend on the type and size of the crack. The two types of
cracks are working cracks and nonworking cracks. The width of a working crack, such as a
transverse deck crack, changes due to applied loads or temperature effects. The width of a
nonworking crack, such as shrinkage cracks in an abutment stem, does not change.
Silane sealer should be applied to both working and nonworking cracks up to 0.30 mm. Cracks
greater than 0.30 mm require removal and replacement with a thin bonded concrete overlay. If
only occasional cracking occurs, it may be more cost effective to rout and seal or inject as
follows:
Treatment
Working Cracks
Nonworking Cracks
Seal with Epoxy Injection
Not Applicable
0.01 mm to 3 mm
Rout and Seal with

Silicone
9 mm to 38 mm
9 mm to 38 mm
Table 19-3
Concrete Cracking Treatments
19.3.4
Concrete Sealers
Sealers can be a cost-effective means of inhibiting corrosion of uncoated reinforcing steel, steel
with too little concrete cover, or steel embedded in concrete which exhibits hairline cracks.
However, sealers are not considered a cost-effective means of inhibiting corrosion when applied
to mature concrete of standard quality that utilizes other means of corrosion protection, such as
epoxy-coated steel, specialty overlays, etc. Also, sealers cannot be used below grade or below
the water line, because they provide no protection when submerged.
There are two types of sealers: coating and penetrating. Penetrating sealers should normally be
selected as they are more effective in blocking the ingress of water and chlorides and are less
expensive than coating sealers. When a penetrating sealer is applied to concrete, it penetrates
the surface, chemically bonds to the concrete, and inhibits the intrusion of water and chlorides.
Because penetrating sealers bond below, not on, the surface, they are not abraded away easily.
Coating sealers should only be used when a uniform appearance is necessary (e.g., when
sealing over partial "patch repairs). Coating sealers can provide a uniform color to hide
underlying repairs while providing protection. They should not be used on newly constructed
concrete structures, unless the intended color of the new structure is other than grey.
April, 2006
19-15
Usage Guidelines: Apply a protective sealer according to Item 559.1696_ _18 to all other
concrete elements vulnerable to chlorides and characterized by one or more of the following
conditions: uncoated reinforcing steel, less than the current standard design concrete cover,
hairline cracks (0.19 mm wide or less). All repairs to concrete elements with a history of
corrosion related distress should also be sealed according to Item 559.1696_ _. These
elements include, but are not limited to, concrete barriers, concrete pier protection, columns,
piers, wingwalls, retaining walls, and substructure elements under deck joint systems. The
application of concrete sealers is important in marine environments and along coastal waters
where salt water spray is prevalent. Do not apply sealers to areas of concrete elements which
will be more than 300 mm below grade or under water.
19.4
Steel Rehabilitations
Once the decision has been made to rehabilitate a steel superstructure, several design
considerations must be examined. These pertain especially to structures riveted and fabricated
before circa 1957. It is critical to field verify the principal controlling dimensions of the structure.
19.4.1
Deck Replacements
A large number of skewed steel girder superstructures were constructed with staggered
diaphragms in the past. Plate girders with thin webs (< 10 mm) and staggered diaphragms have
shown a tendency to form web cracks adjacent to the web plate snipe due to out of plane
bending. Due to this issue, when designing a deck replacement on a steel superstructure with
staggered diaphragms, designers shall either detail replacement of the staggered diaphragms
with ones that are in-line and follow the current standards or detail a retrofit that alleviates the
stress concentrations in the area of the fatigue prone detail. The determination of which
approach to take shall be made on a case by case basis.
For additional information, see Inspection Technical Advisory 02-001.
19.4.2
Structure Widening/Stage Construction
It is imperative when designing additional girders for a structure widening where the existing
deck is not being replaced that the deflected profile of the new girders match the profile of the
existing girders. For example, the new girders should not include camber for superimposed
dead load if the existing girders were not cambered for that load. The designer must provide for
differential deflection between existing and new girders.
Constructability of the structure or widening should be carefully considered. Shop and field
welded joints should be worked out so that the sub assemblies fabricated are able to fit properly
in the field. Only fillet welds and complete joint penetration welds should be shown. The existing
steel to be welded may require special preheat because of its chemistry. In many cases it is
better to design bolted details.
19-16
January, 2008
When designing connections, interference with other members should be considered. This is
also true when making spans continuous for live load or full dead load. Welding of stiffeners is
not allowed to the splice plates. Lateral gusset plates may have to be moved.
19.4.3
Painted vs. Unpainted
Special consideration should be given to blast cleaning requirements and the specifications
governing the painting or coating of the new structure. Often, because of the nature of the work,
the existing and new structures will be painted using different items. The limits of each
controlling item should be clearly shown on the plans.
19.4.4
Fracture-Critical Member (FCM) Work
When dealing with FCMs, such as large floorbeams in a truss or column connections, the
process of structure reassembly must be considered. The structure must be erected such that
there are no unaccounted for internal stresses induced by the assembly sequence. To ensure
this zero stress state, the system may require erection shoring, or the system may be
assembled in the shop and transported to the site.
Steel available at the time of original construction will most likely not have the strength,
toughness and fatigue life of the steels used today. Special inspection may be needed for the
determination to reuse the existing steel. The extent of deterioration should be carefully
considered for the lead time of the contract plans. If the project is not anticipated to begin for
two years and to be completed for four years, the additional amount of corrosion should be
anticipated and compensated for in the design. Steels used in main members should be
ordered to the correct level of strength and toughness. For main members, the material should
specify Charpy V Notch (CVN) requirements for FCM Zone 2 and reference the direction of
rolling (See NYSDOT Steel Construction Manual (SCM) Section 507).
19.4.5
Rehabilitation of Riveted Structures
The following considerations should be addressed during design of riveted structures that will
be rehabilitated:
$
It is important to consider the original construction, and the need to bring the structure
up to the current AASHTO code requirements for: strength, service life, and fatigue
resistance. Riveted connections in structures are classified as Category D for fatigue
resistance per the AASHTO Specifications. In order to upgrade this classification,
removal of all rivets, reaming all holes, and installation of oversized bolts is necessary.
In lieu of retrofitting, remaining fatigue life may be calculated using the AASHTO Guide
Specification for Fatigue Evaluation of Existing Steel Bridges. If the calculated remaining
safe life exceeds the remaining expected service life of the structure, further work is not
required if the component is in good condition.
An in-depth inspection of the steel and riveted connections should be performed during
preliminary engineering. The extent of deterioration that is documented in the in-depth
inspection shall be clearly identified on the contract plans. Pack rust should be noted in
January, 2008
19-17
the in-depth inspection, as it is a critical issue for riveted structures. Even a very small
amount of pack rust can increase substantially in period of only a few years and will
have a major impact on the serviceability of the bridge. It is essential that any pack rust,
no matter how slight, be identified.
$
Use of bolted repairs is preferred on most riveted bridge rehabilitation projects, because
of the difficulty and cost associated with welding older steels.
Types of Repairs:
Removal of Rivets and Replacement with High Strength Bolts:
The determination as to when to replace individual rivets in built-up structural
elements is based mainly on the section loss of the rivet head. An estimate
based on a field survey should be used to determine the quantity of rivets to be
replaced. This shall be detailed on the contract plans. It is recommended that
this estimate be increased to take into account unknown or unforeseen field
conditions, as it is not uncommon for this percentage to go to 100% where rivets
are concealed by the deck.
Designers can contact the Metals Engineering Unit for rivet removal and
replacement notes and details to be placed on the contract plans.
Total quantities shall be confirmed by the E.I.C., and paid for under Item 586.05.
Coverplated Repairs of Riveted Members:
Cover-plating should be considered for the repair of localized areas of
deterioration, such as the ends of stringers under joint systems, when the deck
and bearings are being replaced, when the remainder of the structural element
is in good condition, and/ or when the replacement of the entire element does
not fall under the scope of the project. Since existing rivet holes are rarely
available for these new connections, it is recommended that new cover-plates
with full size shop drilled holes be provided for field use. After assembly and
alignment, the holes in the new steel shall be used as a template to field drill
new holes in the existing steel.
It is important that designers clearly define all holes that need to be field drilled
on the contract plans, as the Contractor will be paid for each designated hole
location. Additionally, the following note should be placed on the associated
contract drawings:
The Contractor shall be provided one payment for each hole location
designated to be field drilled, regardless of the number of plies field
drilled.
Field drilling existing steel should be included under Item 586.10; and installation
of new steel coverplates and bolts should be paid for under Item 564.51nnnn.
19-18
January, 2008
Replacement of Members, Member Components, and Member Connections:

Based on the extent of deterioration, consideration should be given to replacing
the existing member components and connections with new steel sections and
high strength bolts.
Generally, new steel that will mate to existing steel shall be brought out to the
field blank (without predrilled holes). Thereafter, rivet holes in the existing steel
shall be used as a one time template to core drill full size holes in the new steel.
This method is preferred by both Contractors and NYSDOT as it simplifies
fabrication, expedites construction, and provides the hole quality required by the
SCM.
Another less preferred and more time consuming approach is to use templates
to fabricate the replacement element. This method requires the contractor to
disassemble the connection, create a template of the existing rivet pattern, and
then fabricate a replacement element. This method can only be used when the
bridge can be closed to traffic and the use of temporary supports is possible.
Removal of existing steel and associated connections shall be paid for under
Items 589.01nnnn or 589.52nnnn; drilling new steel to match existing holes shall
be included under Item 564.xx; and installation of new steel and new bolts shall
be paid under Item 564.xx.
A legend specifying payment items and sections showing the locations where
existing holes are to be used for the repair shall be clearly defined on the
contract plans.
Additional notes to designer:
1. Where deterioration is found in riveted primary members (multi-girder), designers should
review the project scope. If the deck is being replaced as part of the same project,
replacement of existing riveted members with new steel may be faster and more costeffective.
2. For non-redundant two-girder structures with floor beams, replacement may not be an
option.
3. As repairing riveted members tends to be very costly, an analysis shall be performed to
determine the cost benefit of repairing rivet holes versus replacing the elements. Rivet
replacement and field drilling both cost in the range of $50 per hole, and a fairly simple
repair on a plate girder can have 100 holes.
4. Note that the cost of temporarily supporting a member during rivet removal may be
higher than the cost of repairs.
5. Projects that involve riveted structures should have the required work determined after
the In-depth Inspection is done. Biennial inspection data is usually not precise enough to
accurately estimate the cost or scope of work on the rehabilitation of a riveted structure.
January, 2008
19-19
19.4.6
A7 Steel Retrofits or Replacement
It is recommended to replace existing A7 steel with ASTM A709M Grade 250 or Grade 345
whenever possible. FCM Zone 2 steel should be used for FCM members.
19.4.7
Fatigue
If fatigue sensitive details (AASHTO category D, E, or E) fall within the scope of the work, they
shall be analyzed for remaining life using accepted methods. Notch effects, such as rivet holes
and nonradius cuts, cause stress increases. The designer should consider removing or
retrofitting all poor details, fatigue sensitive details and stress risers of all types. Lateral
connection plates should not be welded to tension flanges. Rivet holes should be made round
by reaming to eliminate crack initiation sites. Often when widening or connecting two new
structures, new load paths are created. The designer should carefully consider the stiffness of
the new members and how the older adjacent members should be strengthened in order to
carry the new loadings.
19.4.8
Partial Length Coverplate Retrofits
There are many existing highway bridges with steel beams constructed prior to the recognition
of the low fatigue resistance of partial length cover plates.
When rehabilitating structures with partial length coverplates calculate the remaining fatigue life
in accordance the AASHTO Guide Specification for Fatigue Evaluation of Existing Steel
Bridges. If the remaining fatigue life is inadequate, the beam coverplates should be retrofitted
using the end bolted detail shown in Fig. 10.3.1C in the NYSDOT Standard Specifications for
Highway Bridges or Fig. 6.6.1.2.3-1 in the NYSDOT LRFD Bridge Design Specifications or use
Ultrasonic Impact Treatment. When adding cover plate retrofits designers need to verify that the
minimum allowable vertical clearance is not violated.
Designers can contact the Metals Engineering Unit for the cost information associated with this
retrofit.
19.5
Continuity Retrofit
19.5.1
Feasibility
Continuity retrofits require DCES approval and should not be considered for structures with
skews greater than 30 degrees.
During a rehabilitation project, the expansion joint at a pier can be eliminated by splicing the
simple spans together to form a continuous girder. Benefits include reducing the possibility of
deterioration of the girder and substructure due to a leaky joint, increasing resistance to seismic
displacements, and slightly improving the load carrying capacity of the superstructure.
19-20
January, 2008
However, continuity retrofit can result in undesirable structural performance characteristics that
must be addressed in the design. Increased vulnerability to fatigue may result due to areas of
the existing beams being subjected to stress reversals and higher stress ranges compared to
simple span behavior. The end regions of retrofitted girders originally designed for simple span
positive moments of small magnitude are subjected to larger magnitude negative moments.
While the deck joints over the interior supports are eliminated, the deck in this area is subjected
to tension under service loads and crack control measures must be the considered. Continuity
can also increase seismic loads on individual piers depending on bearing fixity configurations.
The scope of a project may help determine when it is appropriate to retrofit two or more simple
spans into one continuous span. For a rehabilitation that involves a deck overlay only, the extra
cost of concrete removal required to retrofit the simple span may be beyond the project scope.
However, if deck scarification, deep removal and joint replacement are also scheduled as part
of the rehabilitation, a cost assessment should be done to determine if retrofitting the simple
span girders to be continuous is reasonable. Complete deck replacement projects provide
excellent opportunities to include girder retrofit since the girders will be readily accessible and
the future costs of maintaining the joints will be eliminated. The cost of providing continuity
retrofits for full deck replacement projects should be compared to the cost of replacing the
girders. This is particularly relevant when the cost of cleaning and painting the existing steel is
required for the retrofit alternate.
19.5.2
General Design Considerations
19.5.2.1
Full Continuity vs. Continuous for Live Load
When considering using a continuity retrofit, a decision must be made whether the girders will
be made fully continuous or continuous for live load only. Representative details of a fully
continuous and a continuous for live load retrofit splice are shown in Figure 19.1.
January, 2008
19-21
Figure 19.1
Typical Retrofit Details
Compared to continuous for live load only designs, fully continuous retrofits require more
complex splice and retrofit details. However, a retrofit that provides full continuity for both dead
and live loads is advantageous because the combined girder should behave like a conventional
continuous girder. Since this retrofit requires so much more of the girder to be exposed in the
area of the splice, a fully continuous retrofit should only be done in conjunction with a full deck
replacement. Another benefit is that the existing two lines of bearings at the pier can be
replaced by a single bearing line.
19-22
January, 2008
On the negative side, the existing beam sections adjacent to the pier may not be able to
adequately resist the increased moments and shears associated with a continuous beam
without supplemental cover plating. If a fully continuous retrofit proves to be structurally difficult
or uneconomical, an alternative is to make the span continuous for live load only (see Design
Guideline No.16, below).
Continuous for live load retrofits adapt well structurally to situations where the deck is being
retained. Although the splice details are simpler than those for fully continuous retrofit, two lines
of bearings must be retained at each splice.
Continuous for live load designs in conjunction with complete deck replacements require a deck
placement sequence consistent with the design assumptions. All such design assumptions,
including a construction sequence, shall be clearly documented in the contract plans as well as
reflected in the design load, moment and shear, and haunch tables. In some cases, the
continuity splice for continuous for live load designs may not accommodate a future continuous
deck replacement unless the deck removal and replacement follows the original continuous for
live load design assumptions. Such sequences could require loosening and reinstalling the
splice. Alternatively, continuous for live load retrofits can be designed to accommodate
unrestricted full deck replacements. (See Design Guideline No. 17, below).
19.5.2.2
Fatigue Considerations
Continuity retrofits often put fatigue sensitive details originally intended to only be in
compression into tension and/or stress reversal. All connection details in areas of tension or
stress reversal should be analyzed for the stress ranges induced by the retrofit. Details of
particular importance to check are butt welded splices, partial length cover plate ends, welded
lateral gusset plate connections, connection plate/stiffener welds and shear connector welds in
tension or reversal zones. Nondestructive testing should be performed on butt welded top
flange splices to ensure weld soundness. Upgrading of fatigue sensitive details using bolted
over-splicing of partial length cover plate ends should also be considered to meet the allowable
fatigue stresses as per Article 10.3 of the Standard Specifications for Highway Bridges.
Excessive fatigue stresses or unreasonable costs to upgrade fatigue sensitive details may
dictate that a continuity retrofit not be performed. Riveted girders should not be retrofitted for
continuity due to their uncertain fatigue performance and difficult splice detail requirements.
19.5.2.3
Detail Verification
As-built plans and/or shop drawings should be reviewed followed by a thorough site inspection
making note of material condition, fatigue prone details, utilities, geometry, girder alignment,
and possible paint removal and containment considerations.
January, 2008
19-23
19.5.3
Design Guidelines
1.
The retrofitted span should be analyzed as fully continuous or continuous for live load to
determine the new moments and increased shears induced over the interior support.
The bolted flange splices shall be designed to carry the new moments, while the web
splice shall be designed to carry the increased shear. The existing piers and bearings (if
being retained) shall be analyzed for the increased reactions due to continuity. As a
minimum, the splice is made the same section size as the beams.
2.
Continuity retrofits should be designed for an MS18 (HS 20) live load. Upgrading the
superstructure to an MS23 (HS 25) design is not required.
3.
One method of increasing the design moment capacity of the continuous girder is to
increase the girder's section properties by adding bolted cover plates to the flanges of
the existing girders.
4.
The negative moment capacity of the girder may be enhanced by considering the girder
over the pier as a composite section. Using this method, the longitudinal reinforcing
steel in the deck is included in computing the composite section properties. If not
damaged, the stud shear connectors for the simple span beams may be left in place
during deck removal operations. In most cases, the existing shear connectors are
adequate to provide composite action in the negative moment region between the girder
and the longitudinal reinforcing steel in the deck. Spiral shear connectors should be
replaced with stud shear connectors because of the difficulty of removing concrete
around the spirals.
5.
For both fully continuous and continuous for live load retrofits, additional longitudinal
reinforcing steel must be installed in the tension regions of the continuous deck. If the
full deck is not being replaced, a portion of the existing deck concrete over the interior
supports shall be removed to install the additional reinforcement. The deck concrete
shall then be replaced as a continuous pour after the girder continuity splices are
installed. For fully continuous retrofits, the provisions of the Standard Specifications for
Highway Bridges (Art. 10.38.4.3) should be applied. This negative moment deck
reinforcement should extend to the points of dead load contraflexure plus the
development length. For continuous for live load retrofits, the reinforcement needs only
to extend to where the combined dead load plus the negative live load moments equal
zero, plus the development length. The minimum continuous for live load reinforcement
provided may be per Standard Specifications for Highway Bridges (Art. 10.38.4.3) or be
based on concrete crack control requirements.
6.
Filler plates may be used to make up differences in thickness between flanges or

between webs to be spliced. The minimum filler plate thickness allowed is 3 mm (Note:
This allowance of filler plates for continuity retrofit splices is an exception to the
NYSDOT general prohibition of their use in girder bolted splices). Machined splice
plates have been used to make up thickness differences, however, these plates are
more expensive than filler plates and generally not necessary.
19-24
January, 2008
7.
Bolts through the bottom flanges must be arranged to avoid interfering with the
bearing(s). The use of countersunk bolts through the bottom splice plates in the area
over the bearing may reduce this interference, as well as reduce the length of the splice.
8.
Installing the splice may require removing the existing end diaphragms and bearing
stiffeners. A new line of diaphragms and bearing stiffeners should be placed over the
centerline of the new bearings. Rolled beams may not have bearing stiffeners. In this
case, new bearing stiffeners should be designed and installed to provide support and
stiffness. New bearing stiffeners shall be bolted to the web splice assembly.
9.
The remaining expansion joints on the structure, if there are any, should be checked to
verify that they can handle the thermal expansion of the continuous girders. If it is
determined that new joints are required, they should be designed with the current design
procedure for expansion joints.
10.
The existing pier shall be analyzed for any increased longitudinal or seismic loading
caused by the continuity retrofit. Current seismic retrofit criteria should be reviewed.
Pedestals and capbeam repair or replacement may be required due to deterioration of
pier concrete below the joint connecting the simple spans or due to new bearing and
pedestal requirements.
11.
The designer shall consider the constructability, variations in girder alignment and end
gap differences between adjoining girders. The designer should consider larger splice
plates to provide extra edge distance for field fit-up. Field confirmation of dimensions
and steel condition is essential.
12.
Caution is advised when using continuity retrofits with stage construction. The design
must carefully consider construction sequencing. Each stage shall be structurally
independent during the retrofitting process. In no case shall two simple spans be
attached to a deck continuous over a pier. Diaphragms in the bay between the staging
need to be temporarily disconnected.
13.
Continuity retrofits have been installed on a few bridges with horizontally curved decks
and straight girders set on chords. Such retrofitting should be considered only when the
angle between beams to be spliced is small (i.e., less than 4). Flange splice plates
must be cut to fit the splice geometry or oversized plates may be used if dimensions
permit. Bent plates are used for the web splice. Lateral force effects from the angled
continuous beams must be considered in investigating the retrofit details and bearings.
14.
For a retrofit made in conjunction with a full deck replacement, a new deck haunch table
using continuous concrete dead load and super-imposed dead load deflections shall be
provided. The haunch table shall be developed in conformance with the design
assumptions (fully continuous or continuous for live load) and proposed deck pouring
sequence. Corresponding moment and shear tables shall also be provided.
January, 2008
19-25
15.
A fully continuous retrofit includes replacing the existing two lines of simple-span
bearings with one line of bearings for the continuous girder. When replacing the
bearings, care must be taken to insure that the elevation of the superstructure remains
the same. Tapered sole plates may be required to maintain proper grade and
elevations. The pedestals may also have to be modified or replaced. If space constraints
hamper work on the existing pedestals, height adjustments may have to be made in the
bearing plates. A construction sequence for lifting girders and installing bearings shall
be provided on the plans.
16.
For continuous for live load retrofits, the two lines of bearings from the existing simple
span configuration are retained. Only the girder flanges need to be spliced. The top
flange splice shall be made using conventional bolted splice plates. The bottom (live
load compression) flange splice may be bolted, or be achieved using a compression
block fitted and welded between the flange ends. Continuous for live load retrofits
require that the deck be in place, except for the areas over the piers, prior to installing
the splice. Continuity closure pours over the pier are then placed after splicing the
girders.
17.
It is advisable to check the behavior of continuous for live load retrofits for a future full
deck removal and replacement. Removing a continuous for live load deck will impart a
positive moment into a continuity splice that was primarily designed for negative live
load plus superimposed dead load moments only. Uplift at the pier bearings is also
theoretically possible upon removing the deck. Normally, this load case should not be a
problem since the reduced stiffness of a continuous for live load splice relative to the
girders as a whole should minimize the magnitude of this moment redistribution. This
behavior would only occur during a temporary construction condition, therefore some
overstress allowance is reasonable. Similar behavior during a future deck replacement
could also occur with fully continuous retrofits that were installed while the existing deck
was retained.
19.6
Truss Rehabilitation
Early involvement with the Metals Engineering Unit is highly recommended on all truss
rehabilitation projects. The following should be addressed during design:
$
It is important to consider the original construction, and the need to bring the structure
up to current AASHTO code requirements for strength, service life, and fatigue
resistance.
An in-depth inspection of the steel needs to be performed during the scoping phase and
the extent of deterioration must be clearly identified on the contract plans.
The steel used on many trusses fabricated before the advent of modern carbon steel
does not have the weldability or the resistance to fatigue that the replacement steel
adds to the structure. In some instances it is important to consider the retrofit or
reconfiguration of the design connections because of the level of stress that the stronger
steel will introduce. This may require the replacement of more steel in order to have a
fatigue resistant load path.
19-26
January, 2008
Welded repairs for older steels are cost prohibitive due to the very rigorous controls
required on the welding processes. Therefore, bolted repairs should generally be
specified on most truss rehabilitation projects.
When trusses have pre-existing welded repairs to tension members, or other welded
attachments to tension members, these welds shall be removed and ground flush. In the
case of I-bar structures, these details can introduce serious defects in the fracture
critical members. For these cases, repair procedures should be requested from the
Metals Engineering Unit.
In order to avoid errors in rounding, fit-up and conversion of field dimensions, contract
documents should be prepared in metric units with English units in parentheses.
Contract plans shall identify all main members in tension.
Fracture critical truss members shall be called out in a separate listing. This callout
requires the contractor to follow the fracture critical control plan during fabrication.
Fracture critical members include the bottom chord of the truss (in tension areas), the
vertical and diagonals in tension, and in some truss configurations may include the end
portals. Additionally, floorbeams shall be considered fracture critical when the center-tocenter spacing exceeds 3.5 m.
19.7
Seismic Rehabilitation
All bridges that are scheduled for rehabilitation shall be evaluated with regard to seismic failure
vulnerability. The purpose of this evaluation is to assess seismic retrofit measures and to
incorporate into the rehabilitation plans those measures deemed warranted to eliminate or
mitigate such failure vulnerability. (See the Bridge Safety Assurance Seismic Vulnerability
Manual.) Policy and specifications for seismic design and rehabilitation are contained in the
Standard Specifications for Highway Bridges.
January, 2008
19-27
Appendix 19A
A.
Plan
Show rehabilitation generally. However, existing conditions may be shown if needed
for clarity.
Bridge HCL and stationing, increasing left to right

Centerline of feature crossed
North Arrow
Station equality (over/under)
Approach Slab, indicate length
Pressure relief joints with concrete approach pavement
Light Poles and signs
Slope lines, toe of slope
Names of roads
Scuppers and or Catch Basins
Utilities (overhead and underground)
Skew
Bridge Joints, show type
Adjacent topography
Theoretical grade line locations
Bridge begin and end stations
Abutments - Bearings
Piers - Bearings
Bridge curbs (identify type)
Bridge pavement lanes and traffic directions
Superstructure
Bridge railing
Approach railing
Approach shoulders
Ditches
Direction of channel flow (could be tidal)
Dolphins and fender systems
Navigation lights (location, type, color and size)
Scour Protection (limits, type and size)
Channel Alignment
Locate point of minimum vertical clearance in plan
April, 2006
19A-1
Slope protection (limits, type, and size)

Locate min. horizontal clearances to abutments, piers, and or ditch lines.
Impact attenuators
Span length and bridge width (out to out)
Show boring symbols and identify (when needed)
B.
Elevation
Show directly under and projected down from the plan, unless a larger scale is
required.
Bridge railing type

Approach railing
Railing transition
Superstructure
Abutments
Dolphins & fender systems
Piers
Scour protection (location, type, and size)
Slope protection key detail
Light poles (only if on structure)
Bearings, fixed and expansion (indicate type)
Road section beneath bridge
Minimum vertical clearance
Minimum horizontal clearance
Navig. lights (location, type, color & size)
Contract limits (may be shown on profile)
Substructure foundations (piles, spread footing, etc.)
C.
Bridge Section
Show a section for each different bridge section. (Existing, Stage(s), Final)
19A-2
Orient looking up station

Removal item numbers
New item numbers
Cross slope
Curb type and curb height
of strs., TGL, point of rotation (p.o.r.), station line, and H.C.L.
Sidewalk dimensions
Lane dimension, shoulders and medians
Out-to-Out dimension
Stringer spacing and type
Type of railing or parapet and fencing
Pavement type and thickness - (Membrane and Type)
January 2008
Deck thickness
Identify utilities and conduits carried on bridge
Limits of sawcut grooving of slab and penetrating sealer
Pier type: solid, column, aesthetic treatment, fender system
Longitudinal deck joints and closure pours
Temporary support systems
D.
Bridge Approach Section:
Orient looking up station

Removal item numbers
New item numbers
HCL
Lane dimensions
Shoulder and sidewalk dimensions
Guide rail and type
Cross slope
Side slope
Theoretical grade line
Pavement type
Subsurface layers
Curb type and dimensions
Limits of sawcut grooving of approach slab and penetrating sealer
Shoulder type and approach slab width
E.
Highway Section:
The highway section shall be beyond the approach section; the highway designer
shall indicate all items in the highway plans. Do not show item numbers here.
Orient looking upstation

, T.G.L., station line, and p.o.r, H.C.L..
Lane dimensions
Shoulder and sidewalk dimensions
Curb dimensions
Mall dimensions
Pavement slope
Shoulder slope and sidewalk slope
Side slope
Slope protection
Curb and guide rail type
January 2008
19A-3
F.
Under Section:
Usually shown in elevation (Existing, Proposed)
Road Under:
Centerline, station line and T.G.L.

Lane dimensions
Shoulder dimensions
Curb dimensions
Mall dimensions
Pavement slope
Shoulder slope
Side slope
Slope protection
Guide rail protection
Horizontal offsets to piers, abutments and/or ditch lines
Channel Section:
Centerline & TGL Location

Scour protection (location, type and size)
Slope protection (geotextile bedding, stone fill type and key)
Side slope
Channel dimensions, fish dish if applicable
Railroads:
All pertinent track dimensions, if applicable

Minimum vertical clearance over RR clearance point
Minimum horizontal clearances to Piers and Abutments
Indicate crash wall if needed (unless railroad has waived
NOTE: For C, D, E and F, the following shall apply:
G.
1.
If symmetrical, show existing left of and proposed right of for D, E,

and F.
2.
If unsymmetrical, show complete existing and complete proposed

sections for D, E, and F.
3.
Show complete existing, each stage, and proposed section for C.
Flag Profile of Bridge:

No scale, no datum, exaggerate at one or two PVIs in vicinity of bridge. Show
existing and proposed flag profiles if they differ.
19A-4
April, 2006
Station PVI
Elevation PVI
Vertical curve length
Grades
Middle ordinate
Sight distance (SSD and HSD)
Banking diagram
Limits of work
Equality stations
H.
Flag Profile of Road Under or Channel:

No scale, no datum, flag at one PVI.
Station PVI
Elevation PVI
Middle ordinate
Vertical curve length
Grades
Sight distance (SSD or HSD)
Banking diagram
Equality stations
I.
Profile of Railroad
Profile of control rail (specify)

Top of existing or proposed rail
Track number
Equality stations
J.
Vacant
January 2008
19A-5
K.
Horizontal Curve Data:
SIMPLE CURVE DATA

PC or PT Station
Radius
Length of Curve, Lc
SPIRAL CURVE DATA

TS Station
Radius
Length of Curve, Lc
Length of Spiral, Lc
L.
Hydraulic Data:
Include the table whenever data is available. When a hydraulic analysis is not
required, include a statement indicating that the Regional Hydraulics Engineer has
done a hydraulic evaluation and has addressed hydraulic adequacy of the existing
structure and its vulnerability to scour, ice, and debris
HYDRAULIC DATA
Basic
Flood
(Km2)
Drainage Area =
100
Recurrency Interval (yrs.)

Peak discharge
50
(m3/s)
High Water Elevation @
Existing
Pt. of Max Backwater
Proposed
Avg. Velocity Thru Structure @ Design Flood =

Temporary Structure Note
19A-6
Design
Flood
.Area:
(m/s)
Loading:
April 2006
M.
Load Rating:
N.
LOAD RATING (LOAD FACTOR DESIGN)

Inventory
MSXX
XX.X Metric Ton
Operating
MSXX
XX.X Metric Ton
Tear Sheet Notes:

General Notes:
Design Specifications: Current New York State Department of Transportation

Standard Specifications for Highway Bridges. (For design purposes, f'c shall be 21
MPa for reinforced concrete unless otherwise approved by DCE(S).
Materials Specification: Standard Specifications, Materials and Construction, New

York State Department of Transportation, dated _____________________ with
current additions and modifications.
Live Loading: ___________
Functional Classification: ______________
This project will be progressed under (identify funding source and/or procedure).
Indicate Railing Design Service Level (TL-2, TL-4, or TL-5; formerly PL-1, PL-2,or
PL-3).
Bridge Estimate
Bridge Rehabilitation Cost

Cost of MP&T
Utilities (Bridge Share)
Channel Work (Bridge Share)
Total Bridge Share
Temporary Structure
Removal of Superstructure
Removal of Substructure
April 2006
= $__________
= $__________
= $__________
= $__________
= $__________
= $__________
= $___________
= $___________
19A-7
Vulnerability Assessment
If vulnerability ratings have not been done, they should be completed now.
VULNERABILITY ASSESSMENT
Mode
Rating
Hydraulic
Overload
Collision
Seismic
Steel Details
Concrete Details
Work To Be Done: (List in sequence the bridge work to be done, show payment
items, and at least once on the preliminary, give the title of each payment item.
Regional Office or Consultant Notes:
____________ will prepare plans, specifications and estimate for the Maintenance
and Protection of traffic including detour layout, signing and signal devices.
____________ will indicate any surplus materials to be salvaged.
____________ will indicate whether they will perform the project survey or whether
Item 625.01, Survey and Stakeout will be included in the contract.
____________ will indicate any water channel work to be done.
Design Approval Date: ____________

PS&E Date: ____________
Design/Detailed by:
____________________
Date: ______
Checked by: ________________________ Date____________
19A-8
April 2006
Section 20
Quality
20.1
Introduction
Bridge designs are progressed by Regions, the Office of Structures and consultants working for
NYSDOT. The purpose of this section is to clarify the quality actions that are required for these
designs and who is responsible for performing them.
There are three types of technical quality actions that apply to NYSDOT bridge designs: quality
control, technical progress reviews and quality assurance monitoring reviews. Following the
requirements set forth in this section will help assure the overall technical quality of bridge
designs and the resulting plans, specifications and estimates.
This section does not cover financial and administrative reviews and approvals, nor Federal
reviews and approvals, as other Department documents address these items. In addition, not all
quality actions appropriate to the design of bridges are included in this section, but this in no
way diminishes their importance. Prudent and sound engineering quality measures should
always be applied throughout the bridge design process.
20.2
Technical Quality Actions
20.2.1
Quality Control
The following quality control actions should be done in the same office (Region, Office of
Structures or Consultant) where the design is produced:
Design Computation Checks: All design computations shall be checked in detail in the bridge
designer's office. The checker must be competent to the level of structural design required, and
be aware that he/she is as responsible for the accuracy and integrity of the design as much as
the designer.
Both the designer and checker must sign and date all computation sheets. Full agreement must
be reached and documented on all computations before any design is used in the development
of bridge plans.
For requirements for checking computer program input and results, see Section 21.1.
Bridge Contract Drawings Checks: All contract drawings shall be checked in detail. In cases
where the designer is not the drawing checker, the designer must at least review the drawings
to insure they are in conformance with the design. After any required changes are made, names
shall be placed on the drawings indicating the individual who prepared the drawing, the drawing
checker, the designer and the design checker.
April, 2006
20-1
Estimate Checks: All estimate unit pricing, quantity calculations and estimated cost
computations shall be checked. All estimates shall be signed and dated by the estimator and
the checker.
20.2.2
Technical Progress Reviews
As projects develop, technical progress reviews are required at project milestone events. Once
an Initial Project Proposal (IPP) is established, the project milestone events requiring technical
reviews include the draft Expanded Project Proposal (EPP), the Draft Design Report,
preliminary plan development, Advance Detail Plans (ADP) and final Plans, Specifications and
Estimates (PS&E). Technical progress reviews are considered an integral part of the design
process and are performed by parties other than the actual bridge designers or checkers.
It is both prudent and sound engineering practice to perform these designer-independent
technical progress reviews. These reviews are broad based and conceptual in nature; they are
not detailed checks. The purpose of these reviews is to offer general advice and, on occasion,
expert opinion and approvals. Technical reviews help ensure that all bridge projects are
developed in conformance with appropriate standards, policies, guidelines and good
engineering practice, and will result in a constructable, maintainable, durable structure.
The party responsible for performing the designer-independent technical progress review is
dependent on both the type of project and the stage of project development.
Some bridge plan technical progress reviews are performed at the Regional level and others
involve a review by the Office of Structures. Table 20-1 and the notes on the following pages
identify technical progress review responsibilities.
The following provisions apply to technical progress reviews for the special projects noted:
1.
Locally Let Federal-Aid Bridge Projects - The primary responsibility for quality
assurance of locally administered bridge projects lies with the local bridge owner. This
allows the Department to implement a less rigorous quality assurance plan to ensure the
quality of the project. Department technical progress reviews for locally administered
bridge projects will be performed by the Regions. For the complete design procedures,
including local, Department and FHWA responsibilities, and a listing of projects types
that are approved to follow these streamlined procedures, see Chapter 8 of the
NYSDOT Procedures for Locally Administered Federal Aid Projects .
2.
Innovative and Unusual Bridges These bridge projects, because of their inherent
technical and procedural complexities, allow innovations that can have major impacts on
structural performance, constructability, aesthetics and ultimately project cost. To
properly manage the technical complexities and protect public investment and safety,
these projects, regardless of state or local ownership, will be subject to technical
progress reviews by Office of Structures staff in accordance with the Bridge Plan
Technical Progress Reviews matrix in this chapter. In addition, for innovative and
unusual Interstate bridges, FHWA shall be sent documents at all project milestones for
their approval. For other innovative or unusual bridge projects, the Department will
inform FHWA and upon request, provide them with informational copies of documents at
key project milestones.
20-2
January, 2008
Quality
Innovative and unusual bridges are those which require a unique, innovative, or
nontraditional approach to the design, construction, or material aspects of a project. In
addition, a bridge project may be considered unusual because: (a) The Department has
no experience similar to it, (b) its design is not covered in part or in entirety by the
existing design specifications, (c) it requires uncommon or single-source materials,
construction operations, or maintenance of traffic, (d) the design method needed is not
in regular use. Also included are very large structures and those of unusual type, such
as suspension, cable-stayed, or moveable structures.
This definition should be considered flexible and specific projects that may meet any of
these criteria should be screened to verify that the additional quality assurance would
add value to the project.
The bridge design engineer shall make this determination as early in the project
development process as practical and notify the Regional Project Manager and the
Office of Structures when the bridge project is identified as innovative or unusual. This
recommendation should be documented as part of the Structure Justification Report
which is submitted as part of the Structure Study Package (see Section 3.12 and
Appendix 3D). It should provide the rationale for the recommendation, including unique
project characteristics, proposed design and construction methods, and any relevant
technical justifications. All Structure Justification Reports must contain a statement that
the project is or is not considered to be unusual.
If the Deputy Chief Engineer (Structures) concurs that the project is unusual, the Office
of Structures will have the project reviewed by appropriate staff experienced and/or
expert in the areas relevant to addressing the unique features of the project. This review
shall provide a recommendation to the Deputy Chief Engineer (Structures) as to whether
the Preliminary Structure Plan shall be approved and whether any special technical
progress reviews or peer reviews should be included as part of the project QA process.
3.
East River Bridge Rehabilitation Program: The Brooklyn, Manhattan, Queensboro

and Williamsburg bridges are unique major bridges that have atypical quality assurance
requirements to ensure the quality of their capital projects. To identify how the needs of
these bridges could best be addressed, while returning responsibility for the
rehabilitation of the bridges to the NYCDOT, the NYSDOT Commissioner created a task
force. The task force prepared a report, East River Bridge Rehabilitation Program
Responsibilities. This report and the NYC/NYSDOT Master Agreement form the basis
for the quality assurance plan on the East River Bridge Rehabilitation Projects.
January, 2008
20-3
*IPP
DRAFT
EPP
DRAFT
DAD
PRELIM.
7
REVIEW
ADP
REVIEW
PS&E
REVIEW
Bridge Removals
Bridge Painting Contracts
Non-Structural Maint. Repair by Contract
Non-Structural Preventative Maint. Contract
Asphalt Overlays For Interim Repair To

2
Improve Ridability
Non-Demand Structural Maint. Repair by

3, 9
Contract/Element Specific
Minor Bridge Rehabilitation Contracts
Bridge Superstructure Replacement
Replacement and New Bridges10
TYPE OF WORK
1
Deck Overlay Projects other than asphalt

4
Deck Replacement Projects
Structural Widening Projects
Major Bridge Rehabilitation Contracts
Table 20-1
Bridge Plan Technical Progress Reviews8
LEGEND:
*IPP'S are Regional documents shown here only to signify the start of the project process.
"R" means Region responsible for the review. Regions may request the Office of Structures to
perform an optional review of any "R" designated actions.
"S" means review by the Office of Structures is required and must be accounted for in the
project schedule. Regions are responsible for the quality control of the content for these
documents. The Office of Structures has a quality assurance role.
20-4
January, 2008
Quality
SPECIAL NOTES:
On occasion a Region and the Office of Structures may negotiate an agreement under which a
Region would perform an "S" designated review. Also on occasion, for unusual or unique
situations it may be determined that the Office of Structures will perform a review of some "R"
designated reviews. All exceptions to Table 20-1 shall have been mutually agreed to by the
affected Region and the Office of Structures. All such agreements shall be documented in
writing between the affected parties.
In some instances, the first seven categories of projects listed in Table 20-1 may not include
each of the listed milestone events in a formalized way. In these cases, Regions are
responsible for coordinating reviews in an informal way sufficient to meet the spirit and intent of
the listed review activity.
FOOTNOTES:
1
Region should request a review by the Office of Structures when a bridge removal has
significant safety implications. Special types of structures, such as trusses, may require
detailed removal procedures.
Refer to NYSDOT's Bridge Deck Evaluation Manual for criteria limiting the use of this
treatment.
Structurally sensitive DEMAND (see the following definitions) maintenance projects shall be
coordinated with the Regional Bridge Management Engineer and, when appropriate, with
the Safety Assurance Unit.
C
Demand/Immediate: Activities that must be performed as quickly as possible to

avoid serious consequences because a present or imminent danger/hazard exists.
Performed in the interest of public safety and the integrity of the facility. Examples
would be a bridge railing repair or the repair of a pavement "blow-up."
Demand/Timely: Scheduled activities that require timely attention to correct damage

from accidents or deterioration to avoid consequences of a danger or hazard, but do
not need to be performed immediately, as in the case of Demand/Immediate
Maintenance. Performed in the interest of public safety and the integrity of the
facility. Examples would be the repair of highway guide rail or temporary bridge deck
or pothole repair.
Deck replacement projects and deck overlay projects do not include projects incorporating
superstructure primary member or substructure repairs.
This category includes only those widenings that require superstructure primary member
additions or significant substructure modifications or additions.
See Section 19.1 for definitions of major and minor rehabilitations.
January, 2008
20-5
Office of Structures reviews of Bridge Preliminary Plans are approval reviews. Other
reviews are not approval reviews.
Other Technical Progress Reviews will be required for certain types of projects. For
example, reviews shall be solicited from railroads, NYS Thruway Canal Corporation etc. as
appropriate. The job manager coordinating overall review activities for the project will be
responsible for soliciting these reviews.
Refer to Design Procedure Manual Appendix B Sections 2.5 and 2.6 for information on
Element Specific details. Additional information can be found in the Project Development
Manual Chapter 2, Section 2.2.1.
10
New structures that have been determined to be at a higher security risk than the typical
structure (major stacked interchanges, cable stayed bridges, suspension bridges, etc.)
should be sent to the Office of Structures for a security review.
20.2.3
Quality Assurance Monitoring Reviews
A small sample of bridge design projects will be selected for quality assurance monitoring
review. When performed, these reviews will be done by Office of Structures personnel who
have not been involved in the design process. These Q/A monitoring reviews will normally be
extensive in nature and will generally be targeted at completed projects. The purpose of these
reviews is to determine how well established criteria are being followed and to determine the
need for new or better standards, policies or procedures. Formal reports will be issued for all
third party quality assurance monitoring reviews. Reports will include findings and
recommendations as may be appropriate.
Post-construction conferences should also be used to evaluate design details, methods of
construction and possible revisions to office practices. These conferences can address
foundations, construction erection and project specific topics.
20-6
January, 2008
Section 21
Computer Programs
21.1
Guidelines on Use
This section provides an overview of the software applications currently in use by NYSDOT. It
should not be construed as an endorsement of any particular software by NYSDOT. Unless
noted by contract, consultants to NYSDOT are not required to use the software listed in this
section. Users should refer to the corresponding manuals for more detailed instructions,
specifications, and limitations.
Computer programs have become valuable tools for the engineer by automating repetitive
design calculations. Even the best programs, however, will not give correct results if the input is
not correct. Therefore, any computer program used shall be checked with a second program or
enough hand calculations to verify results. Program input shall always be checked by a second
designer. All input and results shall be printed out and placed in the design folder.
Users in the Department should also visit the Engineering Programs Support (EPS) internal web
site for information on bridge design software that is used in the Main Office and Regions. The
site can be accessed from the Office of Structures Home Page by clicking on the Design
Information tab then selecting Engineering Program Support. Here you will find the latest
information on the various programs, including manuals, tutorials and other important
documents.
21.2
Hydraulics Programs
The following programs are available to determine the flood intensity, water elevations, scour
potential, check FEMA compliance and help size the proposed structures over waterways.
C
BRI-STARS is a pseudo two-dimensional hydraulic program that (through the use of stream
tubes) provides a time and flow dependent two-dimensional sediment routing (aggradation
and degradation) model in a bridge cross section.
HEC-1 and HEC-HMS developed by the Corps of Engineers to provide watershed runoff
and routing capabilities.
HEC-GeoHMS is a tool developed by the Corps of Engineers to translate GIS spatial

information into hydrologic models. It is an extension to ArcView GIS that processes Digital
Elevation Models (DEM) to determine drainage basin delineation, areas, flow paths,
elevation and other hydrologic parameters. NYSDOT uses these data in the USGS
regression equations to determine stream peak flow.
HEC-RAS is the updated version of the HEC-2 computer program developed by the Corps
of Engineers which computes the water surface profiles and velocities using the stream
cross sections, Mannings roughness and input flows. This program can handle variable
flows and has a WSPRO subroutine in their water profile routine. In addition, this program
January 2008
21-1
computes the possible scour depths at the substructures. HEC-RAS replaces the obsolete
HEC-2 program. HEC-2 was used by FEMA for flood plain studies prior to the development
of HEC-RAS.
C
HYDRAIN is a collection of several programs developed as a pool fund project by several

states and FHWA. It includes HYDRO a hydrology program; HYDRA which simulates
hydrology and hydraulics on storm drain or sanitary pipes network; HY8 which simulates
hydraulic analysis or design for culverts, reservoir routing and energy dissipaters; HYCHL
which analyses and designs channel and rip-rap linings; and NFF which interactively
calculates USGS Regression equation flows. It is no longer available as a stand-alone, but
its functions are included in WMS.
HydrologyAdj.qpw is an in-house developed Hydrology program that computes the flows

for the USGS Regression equations (similar to the NFF subroutine equations in HYDRAIN),
and adjusts per USGS WRI 90-4197 if there is a nearby gage on the stream.
Scour Analysis Spreadsheet HEC-18 Evaluating Scour at Bridges, 4th Edition (FHWA NHI
01-001 is the NYSDOT standard reference for analyzing contraction, pier, and abutment
scour at bridges. The Hydraulics Unit has developed an Excel spread sheet using the
HEC-18 equations to input data, calculate scour parameters, and present the results in
organized format.
SMS using FESWMS or SMS using RMA-2 the Surface Modeling System creates a graphic
interface which uses either FESWMS or RMA-2 to perform 2D hydraulic analysis on
complicated hydraulic models that require two dimensional analysis, such as at confluences
or multiple-inlet tidal bays where the geometry cannot be adequately modeled with one
dimensional model.
WMS, a Watershed Modeling System, is a hydrologic program that uses digital terrain
modeling (DEMs and TINs) to delineate drainage basins, and compute drainage basin
parameters to develop peak flow estimates and hydrographs. It also includes the functions
of the HYDRAIN system, which is no longer available or supported as a stand-alone.
WSPRO is a computer program developed by FHWA which computes the water surface
profiles and velocities using the stream cross sections Mannings variable and the Design
(Q50) and Basic (Q100) flows.
21.3
Structures Programs
21.3.1
In-House Programs
The in-house analysis and design programs listed below were developed on the basis of
standard AASHTO (ASD and LFD) design. They are no longer updated, and their use will be
limited because the department has adopted LRFD as the governing bridge design
specifications. The geometry programs will continue to be used.
C
CASH (Cantilever, Anchor, Sheet Pile, H-Pile Program) designs and analyzes cantilevered,
soldier piles with lagging or anchored flexible earth retaining walls. It uses the Blum
(Simplified) Method and the Jumikis (Conventional) Method in the analysis of cantilever
walls, and the Free Earth Support Method to analyze anchored flexible walls. The program
makes provisions for cohesive or cohesionless soils, resistance reduction factors, soil
slopes, ground water, and surcharges.
21-2
April, 2006
Computer Programs
CULVERT will design and/or analyze a one-, two-, three-, or four-cell reinforced concrete
box culvert with prismatic members (precast or cast-in-place) with or without a bottom slab,
using either the working stress or load factor method. All cells are assumed to be the same
size for any one culvert and the clear opening dimensions remain constant during the
design process. By knowing the span, rise, and fill height, the program will design the box
culvert by either service load or load factor design. It will display the bar schedule for the
entire length of a cast-in-place box culvert or simply one unit of a precast box culvert.
STRAPPS (STRuctures APPlicationS) is a group of programs written and maintained by

personnel of the Office of Structures of NYSDOT to aid in structural design and analysis. They
include PIERRUN, CAPBEAM, CONTFTG, INDVFTG, WALL, SUPGEOM, SCUPPER, SPLICED, VERTCL,
and COLUMNU. A Windows interface has been created for the SUPGEOM, SCUPPER, CULVERT,
WALLRUN and VERTCL programs.
C
COLUMNU is a program to design reinforced concrete compression members to resist a

given combination of loadings or to investigate the adequacy of a given cross section to
resist a similar set of loadings. Each loading case consists of an axial compressive load
combined with uniaxial or biaxial bending. The method of solution is based on ultimate
strength theories for reinforced concrete design.
PIERRUN (Pier Analysis Program) is a control program for a software suite that also
provides data to three other subprograms: CAPBEAM, CONTFTG, and INDVFTG. This suite
handles input and will completely analyze and design a reinforced concrete, multiple
column, rigid frame bridge pier of up to six columns, or a single-column, hammerhead
bridge pier. PIERRUN analyzes the input using an exact method of indeterminate frame
analysis and stores the moments, shears, and axial loads resulting from the analysis in a
data file.
Input for PIERRUN includes a description of the frame and superstructure geometries, and
the magnitudes of the various applied loads, or sufficient information necessary to compute
these loads. The frame may consist of one to six columns. The columns may be round or
rectangular in cross section, and may be tapered in either direction. The capbeam may
consist of interior spans and cantilevers, all of which may be haunched linearly or
parabolically. The superstructure which the frame supports may consist of up to 30 stringers
positioned anywhere on the pier. Up to ten vehicle or sidewalk lanes may be positioned
anywhere on the superstructure. Column fixities at the base may be assigned a value which
may vary from pinned to fully rigid. The program assembles the individual loadings into
AASHTO group loadings and an analysis of these AASHTO group loadings is performed
based on either service load or load factor criteria. The design option for PIERRUN and its
subprograms uses working stress theory.
CAPBEAM program uses the data produced by PIERRUN to design the positive and
negative longitudinal steel reinforcement in the capbeam, and will design double
vertical stirrups for diagonal tension shear.
CONTFTG is a Continuous Footing Design program. It will design the pile pattern in
a rectangular grid for pile footings, will determine all footing dimensions, and will
design the positive and negative reinforcing steel along the parallel axis and the top
and bottom steel along the normal axis. The footing length is determined so that the
positive and negative moments are balanced. The pile pattern will be a rectangular
grid which results in the minimum number of piles. For spread footings, the width will
April, 2006
21-3
be the minimum required for the length. The footing depth will be sufficient so that
diagonal tension reinforcement is not required.
INDVFTG is an Individual Footing Design program. It will determine the pile pattern
for pile footings, the footing dimensions, and will design the top and bottom steel
along both axes. For pile footings, the pile pattern will be that which results in the
minimum number of piles. For spread footings, the footing area will be a minimum,
but in no case will one dimension be larger than twice the other. The footing depth
will be sufficient so that diagonal tension reinforcement is not required.
SCUPPER is a program that designs bridge deck and bridge end drainage facilities based
on user input describing the rain intensity and the length, slope and cross-section of the
structure.
SPLICED (SPLICE Design Program) was developed for the design and review of bolted
splices in both plate girders and rolled beams designed to handle loads and stresses
induced by highway loadings. Details such as plate and bolt clearances as well as additional
plate thickening for corrosion are considered. Use of the program should be coordinated
through the Metals Engineering Unit.
SUPGEOM (Bridge SUPerstructure GEOMetry Program) is a bridge layout program that

processes user input to compute the azimuth of each beam, length between working lines,
span length, and elevations at a chosen interval. Haunch, camber, offsets along the working
line of each end of the beam, and normal or radial offsets of the beam at the designated
points from the station line are also computed. In the case of a fascia beam, the overhangs
at designated points along the beam will also be computed.
VERTCL (Shoulder Break and VERTical CLearance Program) is used to calculate the
vertical clearance under a structure, the allowable beam depth, and the shoulder break
points of the over roadway for the preliminary layout of a structure over a highway, stream,
or railroad. The programs input data must consist of horizontal and vertical alignment as
well as cross-section information on both the over and under roadways.
WALL uses working stress to design or analyze the major elements of a stub abutment,
high (or solid) abutment, or a retaining wall. For each type of structure, the program designs
stem steel at critical points, footing dimensions, footing steel, and the number of pile rows
and pile spacing if piles are used. The type of footing must be predetermined and the
permissible soil pressure or pile loads known.
21.3.2
Commercial Programs
The following software have been obtained by NYSDOT from commercial providers, and are
currently in use by the Department:
C
AISIsplice
AISIsplice is a program for the analysis and design of bolted field splices for straight,
I-shaped steel girders on the basis of AASHTO LRFD specifications.
BRADD (BRidge Automated Design and Drafting System) is a computer software system
that was developed for NYSDOT to automate the bridge design and drafting process. The
21-4
April, 2006
Computer Programs
system utilizes CADD technology to automatically generate contract documents (drawings),

from the design results.
The New York BRADD System was customized from the Pennsylvania Department of
Transportation BRADD-2 System to conform with design and drafting standards used by
NYSDOT. The New York BRADD System has been enhanced to allow the Prestress
Concrete Girder, Steel Beam and Girder, and Abutment and Retaining Wall programs to be
executed as standalone analysis and design programs from within the New York BRADD
System.
BRADD has been developed as a tool for load factor and working stress design of simple
steel and prestressed concrete bridges having span lengths ranging from 5.5 m to 61.0 m.
The system supports tangent geometry, horizontal curves (chord beams) and vertical
curves. The bridge skew can range from zero to 60 degrees.
BRADD is no longer updated, and the generated drawings will not meet the current Office
standards. It is expected that the use of BRADD will be very limited.
C
BRASS (Bridge Rating and Analysis of Structural Systems) is a software package

consisting of multiple modules capable of designing or analyzing girders (BRASS-GIRDER),
piers (BRASS-PIER), culverts (BRASS-CULVERT), trusses (BRASS-TRUSS), splices
(BRASS-SPLICE), elastomeric bearings (BRASS-PAD), and luminaire poles (BRASSPOLE), as well as a module for the determination of wheel distribution factors (BRASSDIST). The Office of Structures currently supports the use of BRASS-GIRDER. BRASSGIRDER accomplishes the design and load capacity determination of highway bridges. The
program utilizes finite element theory and AASHTO specifications, and accommodates
straight steel, concrete, and timber beams. The system computes moments, shears, axial
forces, deflections and rotations caused by dead loads, live loads, settlements and
temperature changes. These actions are used to design or rate user-specified sections of
the deck, girder and integral columns.
CONSPAN LA is a Windows-based program for the analysis and design of single-span and
multiple-span bridges constructed with simple-span, prestressed concrete girders and made
continuous by reinforcing the cast-in-place top deck with mild steel in regions of negative
moment.
The program possesses a predefined library of strand and section types which can be
modified by the user. Standard LFD and LRFD trucks can be selected from the live load
library or a configuration can be manually entered to perform an automatic moving load
analysis of the structure. Input wizards are used to define beam layout and material
properties, dead loads, select specific limit states for analysis and design, customize load
and resistance specified factors, select limiting stresses for concrete, and specify
percentage of debonded or draped strands. The program checks design status at critical
points for release and final stresses as well as for ultimate loads. It automatically generates
straight or draped strand patterns for a specific beam. Cracking load criteria is also checked.
Vertical and horizontal shear steel is designed as well as negative reinforcement in the deck
and restraint moment connections at the piers.
Consplice
Consplice is a Windows-based program for the analysis and design of spliced
prestressed/precast bridge girders. Splices are cast-in-place with longitudinal posttensioning. Available precast beams include I-girder, box beam, open box/bathtub beam,
April, 2006
21-5
tee, or double-tee beam. The user can specify variable depth precast beam segments and
end blocks at either or both beam ends. The tendon profile can be linear, general, or
parabolic (two-, three- or four-span). Jacking can be specified from either or both ends and
can be done in single or multiple stages.
The program can easily switch between English and metric unit systems. To save input
time, there are built-in libraries for precast beam sections, prestressing stands, posttensioning tendons and live load vehicles.
The program performs a time dependent analysis using either 1990 CEB-FIP, AASHTO
LRFD or ACI-209 committee model codes for concrete creep, shrinkage, and steel
relaxation effects. This analysis is dependent on the construction stage sequence. For each
stage, the user specifies the duration, which elements are active (beam, slab, cast-in-place
splices, post-tensioning, or support elements), and which loads are being applied. The
program provides a graphical depiction of each stage.
The program automatically performs a moving live load analysis using AASHTO vehicles.
The program can also analyze the structure for a temperature gradient (positive and
negative).
A design check is done using either AASHTO LFD or LRFD specifications for ultimate
moment, shear and service load stresses. The user can view the results of the analysis
(moments, shears, stresses and deflections) in either tabular or graphical form. A
capacity/demand ratio is calculated for ultimate moment and cracking load. The program
can design or analyze vertical shear reinforcement. It can also design prestressing strand
and debonding for variable support conditions at release.
C
DESCUS I (DESign and Analysis of CUrved I-Girder Bridge Systems) is an analysis and
design (partial design) software for horizontally curved composite or noncomposite I-girder
steel bridges. The user can specify the use of either WSD, LFD or LRFD (loading only)
methods. The input can be in English or SI units. The bridge can be continuous and skewed
over supports. The girders can have a high degree of curvature, can be nonconcentric, and
may contain hinges.
The program models the bridge as a two-dimensional grid structure with three degrees of
freedom at each nodal point. All dead load computations are performed automatically within
the program to satisfy the construction conditions specified by AASHTO. The user can input
additional dead loads as desired. All live load computations are also performed
automatically where the AASHTO truck and lane loadings are applied to an influence
surface previously generated for the entire bridge. Dynamic impact effects are also included.
Arbitrary truck configurations can also be specified and analyzed.
The program output contains the positive and negative maximum moments, shear and
torsion along with the corresponding primary and warping stresses for each girder and
beam or truss diaphragm element. These maximums are given along with all AASHTO
loading combinations. The output also includes deformations along each girder for dead
load and maximum dead load plus impact along with the allowable recommended by
AASHTO. The program will also perform rating calculations using either working stress
rating (WSR), Load Factor Rating (LFR), or Load and Resistance Factor Rating (LRFR)
methods.
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April, 2006
Computer Programs
DESCUS II possesses the same features and functions as DESCUS I, but was specifically
written to analyze a horizontally curved structure composed of steel box sections.
Mathcad Professional
Mathcad Professional is a general purpose computational tool. Mathcad allows text and
math to be combined in the same document. Since the program uses real math notation,
worksheets created in Mathcad look just like computations made with paper and pencil.
Formulas in a Mathcad worksheet are live in the sense that if a change to a variable is
made, all equations are recomputed automatically. Therefore, Mathcad worksheets can
replace hand-calculations where changes are frequently necessary.
Mathcad has extensive computational ability. Equations can be solved numerically of
symbolically. Two- and three-dimensional plots can be readily created. Mathcad can also
handle variables and equations that have units associated with them. More advanced
features include matrices and vectors, derivation and integration, built-in and user defined
functions, solving blocks of equations, programming, and symbolic evaluation.
MERLIN-DASH (Design, Analysis and Rating of StraigHt Girder Bridge Systems) is a steel
beam and plate girder design and analysis program that offers a Windows-based pull-down
menu system, indexed output tables, the ability to perform a complete code check, rating
capabilities, and graphics plots to interpret the numeric output. Various code specification
methods are available in MERLIN-DASH including the AASHTO WSD, LFD, and LRFD
alternates for design, analysis and rating. The user has the option of choosing either English
or metric input and output. The program incorporates a wide range of live load analysis
capabilities including standard and nonstandard AASHTO truck and lane loadings, interstate
(or military) vehicle, and user-defined truck up to 20 axles where direction of travel may be
specified. All dead load conditions, including dead load stage analysis, are given
automatically for both composite and non-composite construction.
MERLIN-DASH can perform detailed steel designs for a wide range of configurations.
Among the various features available to the user is design recycling, placement of lateral
bracing, the shear/moment interactions, stiffener requirements, and minimum weight or
minimum cost optimization. MERLIN-DASH also performs a detailed code check including a
comparison of all actual stresses or stress resultants (moments, shears, etc.) and stress
ranges to allowables generated automatically by the program. Supplementing all code
check results, the program output lists the applicable code equation numbers, the code
provisions, and the constants which are used to calculate the allowables. The results are
given for all fatigue and nonfatigue details. Flags highlight all overstress conditions.
OPIS
Opis is the analysis and design component of the Virtis/Opis software. The program uses
AASHTO LRFD or LFD specifications for analysis and design. The program has a database
component for storing all the input information (geometry, material properties, loads, etc.).
This information is used by the different modules to analyze a structure. At the present time,
OPIS has a module for steel girders and prestressed girders (Brass Girder).
RC-Pier LA
RC-Pier LA is a Windows-based program for the analysis and design of reinforced concrete
piers based on AASHTO LFD and LRFD codes. Wall, multi-column and hammerhead piers
April, 2006
21-7
are all handled by the program. Footings can be either isolated, combined or strap and they
can be either spread or on piles. The program can easily switch between English and metric
unit systems.
The user specifies the geometry of the pier. Cap beams can be straight or tapered. Up to
two lines of bearings can be specified. Columns can be rectangular or circular and can be
tapered in either direction if rectangular. The program provides a three-dimensional
visualization of the substructure.
Substructure dead loads are automatically calculated and the program can also generate
live loads, wind loads and earthquake loads. Users can input bearing, column and cap loads
for any load type. The user can also specify which load groups to include in the analysis.
The results of the analysis can be viewed in tabular form or graphically for a specific load
type or load group. These results include axial forces, shears, moments, displacements and
rotations.
Reinforcement can be input by the user or automatically designed by the program. The cap
is checked for flexure, shear, torsion, cracking and fatigue. Columns are checked for flexure
and axial loads. Slender columns can be analyzed using P-delta or moment magnification
methods. Interaction diagrams for the column can also be viewed. Footings are checked for
flexure, one-way shear, two-way shear, crack control and fatigue. There is an optional strutand-tie method for the analysis of hammerhead piers.
C
SEISAB (SEISmic Analysis of Bridges) can be used to analyze simply-supported or

continuous deck girder-type bridges for seismic response with no practical limitation on the
number of spans or the number of columns at a bent. SEISAB contains both the single
mode and multimode response spectrum analysis techniques included in AASHTO. In
addition, earthquake restrainer units may be placed between adjacent structural segments.
Horizontal alignments composed of a combination of tangent and curved segments are
accommodated. Connections between the superstructure and the substructure and between
adjacent superstructure segments at span hinges can be specified with either a keyword
force release or by using bearing elements on a point by point basis. The flexibility of the
soil and foundations at the abutments and column bottoms is included using stiffness
coefficients or individual piles grouped into pile footings.
SEISAB has generating capabilities that will automatically build a model consistent with the
modeling techniques used to conduct dynamic analyses. Seismic loadings in the form of
acceleration response spectra are stored within SEISAB and may be referenced by the
user, or a site specific spectrum can be utilized. A dead load analysis option can be
requested for model verification or to obtain dead load forces for the Group VII loading. The
user interacts with SEISAB by using the built-in menu system or by supplying an existing
input file and data can be in either English or SI units.
STAAD-PRO (STructural Analysis And Design) is a powerful software for static, dynamic,
p-delta, nonlinear, buckling or cable analysis of structures. The program accepts truss,
plane, floor, and space structural types. STAAD is capable of steel, concrete and timber
design. The program uses a common language-based input format which can be created
through an editor, a graphics input generator, or through CADD-based input generators.
Modeling of the structure consists of two steps: identification of joints and nodes, and
modeling of members or elements through specification of connectivity between joints. The
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April, 2006
Computer Programs
structure is defined as an assemblage of elements. The graphics input generator facilitates

viewing of structural models for both 2D and 3D situations, and allows the user to specify
section properties, material constants, supports, loads, analysis/design requirements, and
printing/plotting requirements. The program also allows member properties to be described
using prismatic property specifications, standard steel shapes from the built-in section
library, and through user-created steel tables, tapered sections, or assigned values.
Graphical post-processing is available for verification of the model and display of the results,
including display and plotting of structure geometry, deflected/mode shapes, bending
moment/shear force diagrams, and stress contours. In addition to STAAD-Pro, the Office of
Structures has also acquired the following ancillary programs:
STAAD.beava: Bridge Engineering Automated Vehicle Application, is used to

automatically generate Live Load effects on 3-D models, using influence surfaces.
STAAD.foundation: a program for analysis and design of various types of

foundations, such as isolated or combined spread footings, mat foundations, and
pile footings.
STAAD.etc: a set of modules for analysis and design of structural components such
as base plates, bolt groups, cantilever retaining walls, moment connections,
masonry walls, rectangular footing, etc.
Section Wizard: creates custom shapes and calculates section properties. Can also
calculate stress at any point of a cross section based on an applied Axial forces and
Moments about principal axes.
VIRTIS
Virtis is the load rating component of the Virtis/Opis software. Virtis can provide bridge
ratings using either AASHTO ASD or LFD specifications.
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Section 22
Maintenance
22.1
Introduction
The purpose of this section is to call the designer's attention to the importance of future
maintenance considerations during the design process. The goal of all designers should be to
design bridges that will require as little maintenance as possible and make it as easy as
possible to do the maintenance that is necessary. Well-thought-out details at the design stage
can often accomplish this with little or no increased initial cost or effort.
For details on recommended maintenance procedures and practices, the current edition of the
AASHTO Maintenance Manual: The Maintenance and Management of Roadways and Bridges,
should be consulted.
22.2
Geometrics
A significant factor in bridge maintenance cost is the skew angle of the bridge. It has been
observed for a number of years that bridges with skews have more maintenance problems than
square bridges. Additionally, it appears that the problems (steel fatigue, deck cracking, leaking
joints, etc.) become larger as the skew angle of the bridge increases. It is understood that site
conditions usually dictate skew angles, but anything that can mitigate this feature should be
investigated.
A bridge skew can also cause a problem when the skew angle of deck joints matches the angle
of snow plow blades. In this situation, a plow blade can catch on the joint, causing serious
consequences for the joint, plow and driver. It is preferable to adjust the skew angle slightly to
avoid this problem. Plow blades are usually set at an angle of approximately 37. Designers
should check with the Regional Office if this issue is of concern and verify the typical plow blade
angle for that Region.
Other geometric factors that can influence maintenance costs are vertical clearances of under
roadways (maximize as much as possible to avoid oversized vehicle impact) and the profile
(avoid flat grades of less than 0.3% to prevent ponding of water on the deck). The placement of
sag vertical curves on bridges should be avoided, if possible. Curbless bridges are preferred
because of their superior drainage characteristics.
22.3
Deck Joints and Drainage
The most important single factor in increasing bridge maintenance costs is the presence of deck
joints. It can be generally assumed that, in time, all joints will leak. Leaking joints are
responsible for the majority of deterioration of underlying bridge components.
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A designer should, therefore, do everything possible to eliminate deck joints. This means that
continuous spans should be used in lieu of simple spans when possible. Integral and semiintegral abutments should be used, when possible, at the ends of bridges to eliminate joints at
those locations. Designers should think of the deck as a roof for the structural elements below.
A properly designed roof will be watertight and will effectively drain itself so as not to create
dams which will inevitably leak and cause drainage to the elements below.
Scuppers and gratings should also be items of maintenance concern to designers. Scupper
downspouts need to be designed to carry their effluent beyond the structural elements they are
there to protect. Downspouts, other than short straight vertical outlets, should be designed with
cleanouts. If diffusers are used on downspouts, care should be taken to avoid them spraying on
substructure elements.
Scuppers are not used as frequently as they once were. The wider shoulders provided on new
structures because of current geometric policy have a larger hydraulic capacity than older
structures. This has eliminated the need for scuppers in many situations. Although they may not
be necessary hydraulically, it may sometimes be a good idea to place scuppers near a joint of a
curbed bridge that has a flat or nearly flat grade to prevent water ponding over a deck joint.
Open steel grating should never be used in new construction as it exposes the underlying
structure to salt laden water. In rehabilitation projects, consideration should be given to filling
open steel grating with concrete. If this is not possible because of loading considerations, some
benefit can be gained by filling only the ends of the spans to protect the substructures in those
locations.
22.4
Approach Drainage
When the approach highway section has curbs, drainage inlets must be provided on both sides
just off the high end of the bridge. This is necessary to prevent approach drainage from being
carried onto the bridge. See Section 13 for more information.
22.5
Superstructure
22.5.1
Material Type
The two principal structural materials, steel and concrete, have very different characteristics
relative to their need and ease of maintenance. Steel tends to need more maintenance than
concrete, but it is relatively easy to repair. Concrete, especially prestressed concrete, does not
need maintenance as frequently as steel, but it may be difficult or impossible to repair.
One of the best ways to reduce maintenance on steel structures is the use of weathering steel.
When used in the proper locations (See Section 8), the elimination of periodic painting is a
significant benefit.
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April, 2006
Maintenance
22.5.2
Steel Details
Well-thought-out steel details are essential in reducing maintenance costs. This is particularly
true of trusses and other complicated structures. Members and connections should be designed
to avoid collecting water and debris. Closed box sections for the lower chords of trusses are far
more preferable than H shaped sections. The horizontal web of the H will be a constant
collector of debris, leading to steel corrosion. This is true even if the web is provided with drain
holes. Consideration should also be given to installing screens to prevent birds from nesting
inside box sections.
22.6
Bridge Inspection and Maintenance Access Considerations
The designer should consider access for bridge inspectors during design. Inspection handrails
should be provided on steel girders when the girder depth is more than 1.5 m. Box sections that
are large enough for an inspector to stand in (minimum of 1.5 m) need to have access hatches
and ventilation. Inspection cat walks may need to be provided on some structures. Provisions
for attaching scaffolding and tie off points for bridge inspectors should also be considered.
Piers located in water may be provided with a mooring ring embedded in the concrete. This can
be an aid to both general and diving bridge inspectors.
Bridge inspectors should be made aware of critical details on unusual bridges. This would
include the presence of any fracture critical details. The presence and location of these details
need to be shown on the contract plans.
On certain structures, designers should consider providing jacking locations for future
maintenance. In the past, the most common reason to jack a superstructure has been to
perform maintenance or replace the bearings. With the present practice of using elastomeric or
multi-rotational bearings, the need for jacking has been reduced. However, when high
substructures are located in an area where it would be difficult to place a jacking bent,
consideration may be given to providing a widened bridge seat so that jacks may be placed. As
an example, this may be a consideration for a very high pier located in deep water. Normally,
the significant additional cost of providing this feature outweighs the benefit from the uncertain
need for its use.
22.7
Movable Bridges
Movable bridges are complex structures that require special maintenance attention. The
designer of a movable bridge must ensure that a complete "owner's manual" is created and
supplied for such a bridge. The "owners manual" shall cover the operating instructions and the
maintenance procedures and schedules for the electrical and mechanical components.
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Section 23
Aesthetics
23.1
Appearance in Design
When designing a structure, its appearance should be considered from the very beginning. The
aim of this chapter is to analyze what constitutes aesthetic quality and to establish criteria that
will serve as an aid in the design of visually pleasing bridges.
It is easy to see the importance of appearance in major bridges like the Brooklyn Bridge and the
Verrazano Narrows Bridge. These bridges are viewed and remembered by thousands of
residents and visitors to New York City every day. However, the thousands of New Yorks less
spectacular bridges also produce aesthetic reactions. Highway users are exposed to these
more typical bridges on a daily basis. On a moderately busy expressway, this exposure adds up
to hundreds of thousands of "person hours" of viewing every single day.
There is a misconception that improving appearance always costs more. The tendency among
engineers is to view aesthetics by a bridge's surface features: color, materials, ornaments, etc.
In truth, the aesthetic impact on the viewer is the effect made by every aspect of the bridge, its
totality and its individual parts. It follows that every decision involving the visible parts of a
structure is important, whether the designer considers it or not. Even those features beyond the
designers control have an aesthetic impact.
Just as structural integrity, safety, and maintainability govern bridge design, so should
appearance. A decision about any one of these features will typically involve some or all of the
other criteria. Sometimes an improvement in one area will increase the cost, and sometimes it
will not. The challenge is always, through creativity and ingenuity, to find ways of improving
these qualities without increasing the cost. 1
While aesthetic response can be reliably measured and predicted, this is very different from the
usual engineering task of defining a problem and finding its solution. While there is a statistical
basis for determining what is aesthetically acceptable to most people, what may be judged as
visually appealing by some may be viewed quite differently by others. Rather than to attempt to
please everyone, therefore, the goal of aesthetics is to avoid a negative emotional reaction.
Certain rules can be followed to make a bridge look acceptable. A notable quote from an expert
in bridge aesthetics states, " . . . a good looking bridge is one which responds most gracefully to
the structural requirements that it must meet." - David P. Billington.
See references at the end of this section.
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It is easy for an engineer to become overwhelmed with matters of schedules, cost,

specifications, structural analysis and to not consider the basic appearance of the structure.
These guidelines are intended to enlighten the bridge designer and to assist in producing
visually pleasing structures through consideration of the following:
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Location and Surroundings

Horizontal and Vertical Geometry
Superstructure Type and Shape
Pier Shape and Placement
Abutment Shape and Placement
Parapet and Railing Details
Colors
Textures
Ornamentation
This section will discuss these topics in more detail.
23.1.1
Location and Surroundings
When determining the appearance of a bridge, the designer must consider it in context with its
surroundings. The designer must decide what color, shape and type of bridge will look best at a
given location. In other words, the surrounding area, be it industrial, urban, or rural should
impact the type of bridge details used. For example, a bridge that looks pleasing on a rural road
in the Adirondacks may look totally out of place in New York City. The location of the structure
tends to separate bridges into categories.
The first category is individual bridges that span a major land area or body of water. Due to their
large size, dramatic location, and carrying capacity, these major structures will tend to dominate
their surroundings. While these structures must harmonize with the surroundings, their
importance and size requires that the aesthetic qualities of the structure stand on their own.
Given the importance of these bridges, preliminary sketches and artist renderings should be
made to determine the best possible selection for a given site.
Multiple bridges seen in succession form the second major bridge group. When a series of
similar bridges is seen one after the other, either in a viaduct configuration or many individual
bridges closely spaced, their cumulative aesthetic impact on the landscape must be considered.
In these cases, there is more reason for uniformity and there should be no noticeable
differences between structures without an obvious reason. A specific theme for a particular
route, such as a parkway, is often appropriate.
The third major bridge group consists of routine bridges, such as our highway overpasses and
stream crossings. It is important that these bridges be simple, with minimal changes and all of
the elements in clear relationship with one another. To handle the large quantity of these types
of bridges being designed in any given year, standard details have been created with a broad
range of details to allow designers to react to specific conditions. Since many of these bridges
are viewed in elevation by those traveling on a roadway below, the structure type, span lengths,
and proportions as viewed in elevation should be carefully considered.
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April, 2006
Aesthetics
The last major bridge category to consider is made up of infrequently viewed bridges. Some
rural bridges on lightly traveled roadways are rarely seen by anyone. In this case, attention to
the elements that can be seen from the roadway surface such as parapets, railings, transitions,
and road surface, is important.
All structures do not fall neatly into one of the preceding categories. Some bridges will be a
combination of these categories. The designer should determine what is appropriate for each
structure.
23.1.2
Horizontal and Vertical Geometry
At one time, bridges dictated the alignment of the roads they carried. Bridges were built at right
angles to the features they crossed. Often, the approaches required steep grades and tight radii
to meet the existing roads. The geometric design standards for todays highways often dictate
the orientation of the bridge. The emphasis is on the need for safe, convenient driving and
providing a more attractive highway system. Bridges must adapt to the highway alignment. So
today, bridges often lie within the curvature of the road and follow the slopes or curvature in
elevation. Curves on the highway are generally large because of safety considerations such as
adequate sight distance. Such large curvature is also desirable for aesthetics.
Often, skewed structures are unavoidable. When it is necessary to orient the substructure
parallel to the feature crossed, a wide bridge presents a greater visual impact and additional
aesthetic treatments may be necessary. Piers in waterways should be placed as close to
parallel as possible to the stream's direction of flow for hydraulic reasons and to reduce scour
action. Abutments that lie parallel to the river banks look better than those placed perpendicular
to the crossing road.
If an alignment requires a curved bridge, then the external longitudinal lines, traffic barriers, and
fascia lines of the structure should follow the curved centerline to provide a smooth visual flow.
In elevation, bridges should follow the profile. On shorter span bridges, the vertical curve should
be extended onto the approaches. For longer bridges it is desirable to extend the vertical curve
over the total length of the bridge. A smooth transition helps the structure fit in with the local
topography. Parallel lines should be maintained by matching barrier, sidewalk, curb and fascia
depth across the structure and U-wingwalls.
23.1.3
Superstructure Type and Shape
The appearance of a bridge is greatly influenced by different aspects of the superstructure.

These include the superstructure type, depth, overhang width, number of spans, and span
lengths. One way to make the structure light and slender, without making it appear weak and
unsafe, is to use a favorable visible slenderness ratio (the ratio of span length to the visible
structure depth, including the decking and any concrete traffic barrier or steel railing). The
typical visible slenderness ratio will vary from approximately 10 to 40 depending on the type of
superstructure chosen. Steel trusses are usually around a slenderness ratio of 10, although
they may be more or less. Steel girders may vary from 15 to 30, with simple spans usually less
than 25 and continuous spans often more than 25. The slenderness ratio for concrete beams is
April, 2006
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usually between 20 to 30 for spans 12 m to 35 m long. Rigid concrete frames are typically
closer to a visible slenderness ratio of 40.
Figure 23.1 shows different girder depths for the same simple span length. A depth that is too
shallow gives the appearance that the bridge is not structurally safe. A girder that is too deep
makes the bridge look bulky and overpowering. Bridges with a well proportioned slenderness
ratio denote strength without excessive materials.
Too Shallow
Aesthetically Better
Figure 23.1
Beam Depth Comparison
For very short spans, a good visual proportion may control over the low slenderness ratio. This
is shown in the three sketches of Figure 23.2 where a slenderness ratio of less than 10 looks
better on the short span. With the longer spans, a slenderness ratio of 10 or more has a better
appearance.
Figure 23.2
Visual Effect of Slenderness Ratios
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April, 2006
Aesthetics
For a two-span structure that has short abutments, the visible slenderness ratio should be
between 25 and 30. For a two-span structure with tall abutments, the visible slenderness ratio
should be between 18 and 22. Multi-span structures should have a slender superstructure on
normal sized piers to give the most pleasing appearance as seen in Figure 23.2
Figure 23.3
Slender Superstructures
An additional guideline that enhances the appearance of multiple spans is to avoid changing
girder depths from one span to another. This gives a very awkward appearance and does not
allow the structure to flow evenly across the bridge. An option is to use constant depth fascia
girders and more economically designed interior girders
Adequate Design
Figure 23.4
Continuous Girder Depth
For a three-span bridge there are structural as well as aesthetic advantages to have the middle
span longer than the end spans.
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23-5
On the superstructure a slender appearance can be achieved through methods such as the use
of horizontal joints or the shadow effect from the overhang. The shadow created by the
overhang reduces the dominance of the girder. The deck overhang should be proportional to
the girder depth. From an aesthetic standpoint the desired overhang is about 23 the girder
depth. Maximum and minimum overhang requirements are discussed in Section 5.
Small Overhang
Small Shadow
More Dominant Girder
Large Overhang
Larger Shadow
Less Dominant Girder
Figure 23.5
Overhang Shadowing
Vertical stiffeners make steel girders seem heavier and should be avoided on the fascia side of
fascia girders, except for the bearing stiffeners.
Interrupted Flow
Smoother Appearance
Figure 23.6
Avoid Stiffeners on the Exposed Side of the Fascia Girders
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April, 2006
Aesthetics
Haunched girders can make the bridge seem more slender and help demonstrate the flow of
forces in the bridge. The following is a guideline for haunched girders. The length of the haunch
should be as long as is economical, up to 40% of the span length. Vertical clearances must
always be considered for both existing and future conditions.
Figure 23.7
Haunched Girders
The depth of the girder at the haunch should be between 1.3 and 2 times the depth of the girder
at the midspan. The angle of the haunch should be between 135 to 160.
Structurally Adequate
Figure 23.8
Haunch Details
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23-7
Haunches should be formed by curves or parabolas. Straight or fishbelly haunches should be

avoided. Fishbellys look heavy and awkward and do not follow the flow of forces.
Figure 23.9
Fishbellied Girders
Trapezoidal steel box girders and concrete segmental superstructures are visually elegant due
to their simplicity and structural efficiency. The form and shape of the superstructure have
clean, simple lines and allow the option of inclining or slanting the girder fascia to reduce its
visual impact.
The arch is one of the most natural bridge types and generally considered one of the most
aesthetically pleasing. The arch should be stronger and thicker than the deck and the
supporting walls and spandrels. The deck supports should be uniform in size and shape and
have the same column spacing throughout the entire length. The archs appearance is best
brought out when it is spanning across a void, such as a valley or deep highway cut and yet
strongly supported by land at both ends. Both thru and deck arches should be considered.
23.1.4
Pier Shape and Placement
The impression one gets from a pier is primarily influenced by the proportions, the relative width
and height, and the configuration of the pier cap with respect to the pier columns. Pier
proportion, in turn, is determined by the bridge geometry and superstructure type and shape.
Piers can broadly be classified as either short or tall. Typically, short piers are more difficult to
design with aesthetic proportions.
Figure 23.10
Pier Height
23-8
January, 2008
Aesthetics
Care should be taken in proportioning a pier to make sure that horizontal lines of the
superstructure are not interrupted. While larger piers will tend to direct attention away from the
superstructure, piers that are too slender may convey a feeling of instability. Figure 23.11
establishes guidelines for better proportioning of the pier width with respect to superstructure
depth.
Figure 23.11
Pier/Column Thickness
A majority of the piers designed in New York are short piers (height/width ratio < 1.0). Typical
short piers have one of these shapes: hammerhead, TT (pi) shaped, solid, solid with battered
sides, multi-column on plinth, or just a multi-column configuration. The selection of the proper
pier type can be dictated by the site, bridge geometry and design considerations. However,
there are aesthetic issues that are common to all pier types involving the shape of the columns
and the pier caps.
On multi-column piers, the column spacing should be kept uniform or at least symmetrical. The
clear spacing between columns should balance the exposed distance between the capbeam
and the footing. Structurally, large spans between columns require massive columns to handle
the larger loads. On the other hand, columns that are spaced too closely create a forest effect
that is unattractive and structurally uneconomical.
April, 2006
23-9
The dimensions shown in Figure 23.13 represent a pleasant general appearance for some
basic pier types and configurations. The member sizes and proportions should be adjusted to
minimize stresses and produce a relatively economical design that is consistent with a good
general appearance. The positioning of columns may be adjusted to balance beam and column
moments caused by an unfavorable number and location of stringer reactions, as well as stage
construction details.
The shape and location of the columns affect the appearance of the piers. The light reflecting
from a surface controls how it is perceived by the viewer. A square or rectangular column with
beveled corners will appear more slender due to the edge lines and varying shades of reflected
light. The designer can use this principle to offset the look of a massive column under a shallow
superstructure. The designer should always assure that the treatment used is in harmony with
the rest of the structure.
Figure 23.12
Alternate Column Treatments
23-10
April, 2006
Aesthetics
Figure 23.13
Pier Layout Details
April, 2006
23-11
A capbeam that is well proportioned (see Figure 23.13) with cantilevered ends balances the
positive and negative moments in its design. This allows the designer to reduce the size of the
capbeam and the column spacing and make the pier appear more graceful. A cantilevered end
of a capbeam can reduce the size and cost of the rest of the pier.
However, when viewed from a position approaching the bridge, the end of the capbeam
protrudes from the shadow of the superstructure and appears more pronounced as shown in
Figure 23.14. This effect distracts the eye from the smooth horizontal flow of the superstructure
and should be minimized as shown in Figure 23.15. Designers are cautioned to not design
capbeams with excessively large overhangs. This can lead to long term durability and
maintenance problems.
Figure 23.14
End View of Capbeam
23-12
April, 2006
Aesthetics
Figure 23.15
Overhang Alternatives
For hammerhead piers, the stem width and height, and the cantilever length and depth should
be carefully balanced. Long cantilevers on short piers appear out of proportion as do shallow
cantilevers on wide stems. There are no specific rules that can encompass all of the possible
variations. It is important to draw scale drawings of the pier and to select the one that appears
the best and conforms to the rest of the structure. Figure 23.13 gives some basic guidelines.
April, 2006
23-13
Figure 23.16
Solid Pier Shapes
Solid piers can be battered to improve their appearance. As a rule, the rate of the batter should
be determined by the pier height and the relative design dimensions at the top and the bottom
of the pier. The higher the pier, the more gradual the batter should be.
23-14
April, 2006
Aesthetics
Figure 23.17
Battered Solid Piers
Tall piers are less common than short piers. They do, however, allow a greater opportunity for
aesthetic treatment. The key to designing tall piers is to accentuate their vertical orientation. The
sketches in Figure 23.18 establish some general rules:
Figure 23.18
Tall Pier Configurations
April, 2006
23-15
When a bridge has a series of piers with varying heights, the designer should select a shape
which, by varying its proportions, will look good as a tall pier as well as a short pier. Any pier
selection should take into account the potential vulnerability from collision. For more
information, see the Bridge Safety Vulnerability Manual.
Figure 23.19
Pier Groupings
23.1.5
Abutment Shape and Placement
For most simple span bridges and some multi-span bridges, the abutments are the most visible
elements. While the abutments function is to support the superstructure and transfer loads to
the ground, it is important to maintain proper proportion and order to create a good appearance.
Good proportions between various elements of the bridge give character to the bridge. For the
abutments it is important to consider the relationships between the exposed abutment height
and length, the size and type of wingwall, and the superstructure depth. An attempt should be
made to achieve a balance among these elements.
23-16
April, 2006
Aesthetics
The designer must maintain order between the lines and edges of the structure. Too many
lines, or lines that are close to, but not parallel to each other, can disrupt the eye and diminish
the appearance of the bridge. Chamfered pour lines and barriers that follow the profile of the
feature carried provide a smooth continuous flow across the structure and can be continued on
U-wingwalls.
Figure 23.20
Abutment Details
Long and tall wingwalls and bridge seats adjacent to and visible from the under feature could
use form liners or stone facing to improve the appearance of a blank concrete wall. These
surface textures can be used to integrate the structure with its surroundings by using or
simulating natural stone or building materials used around the area of the bridge. Other textures
such as scoring, recessing, or grooving may be used to break up the monotony of a large flat
wall.
The dimensions and characteristics of a superstructure are greatly influenced by the location of
the abutments which are in turn influenced by the orientation of the superstructure and the
features over and under the bridge. The aesthetics of a structure are also affected by these
features. For instance, a bridge over a waterway will generally have abutments that follow the
direction of flow or the topography of the stream bank.
23.1.5.1 Skew
The orientation of the abutments to the feature crossed will create different visual appearances.
The length of the abutment is dependent upon the width of the bridge and the skew. For
structures with skews of 10 or less, the designer should consider eliminating the skew.
However, the designer should consider the impact that eliminating skew may have on the
hydraulic features, horizontal offsets, utilities, roadway intersections and constructability of the
project. In narrow medians, skews must be retained to avoid shoulder or clear distance
encroachments.
April, 2006
23-17
Figure 23.21
Abutments on a Skew
Abutments with severe skews can have very long stems and wingwalls. Consideration should
be given to the aesthetic impact of concrete surfaces adjacent to the under feature. The impact
of these surfaces can be reduced by increasing setback, using flared U-wingwalls, and by using
formliners or veneers on the exposed surfaces.
23.1.5.2 Wingwalls and Curtainwalls

The wingwalls are the predominant feature viewed for the majority of abutments. As the
abutments are pulled closer to the feature being crossed, the abutment stem becomes more
visible and should be considered a candidate for aesthetic treatment. As a rule of thumb, a
minimum height of 2.5 m should be provided below the beams if an aesthetic treatment is to be
used. When an aesthetic treatment for the wingwalls is used, the use of curtainwalls should also
be considered to create a more uniform appearance.
The orientation of the wingwalls also allows for more or less exposure. The view presented from
the direction of travel on divided highways as opposed to the view seen in a full two-way
operation should be considered. Plantings may create full or partial obstructions and should
also be evaluated. The Regional Landscape Architect is responsible for developing a landscape
plan.
23-18
April, 2006
Aesthetics
Figure 23.22
Wingwall Configuration
23.1.6
Parapet and Railing Details
The railings or barriers, along with the deck fascia and fascia girders, are sometimes the most
dominant visual aspect of the bridge. The railings are viewed by people traveling under the
structure who see it in elevation and by people in vehicles on the bridge traveling parallel to it.
When vehicle speeds are high, the railing or barrier should have simple and pronounced details
because passengers cannot notice fine details.
In the Adirondack and Catskill Parks, timber railing or galvanized steel railing painted rustic
brown should be used.
The most important aspect of the railing or barrier is its ability to prevent vehicle penetration and
safely redirect an errant vehicle. Aesthetic treatments shall not jeopardize this safety
consideration. The shape of the railing or barrier system should relate to its function and the
overall aesthetic design of the bridge. Tapering of the end of the barrier will decrease the abrupt
visual changes and will smooth the horizontal flow. It also improves the safety aspect of the
railing transition.
April, 2006
23-19
Figure 23.23
End of Barrier Detail
On concrete barriers, the joint between the barrier and the slab can be unattractive. Figure
23.24 shows ways to improve the aesthetics of the concrete traffic barrier.
Figure 23.24
Concrete Barrier Treatments
The fascia side of crash tested barriers may have an architectural treatment. However, the
interior core dimensions and reinforcement of the barrier must be retained. The inner face,
however, shall not be modified without crash testing and proper approvals.
The design and appearance of any fencing to be placed on the bridge should be consistent with
the railing or barrier system. The vertical supports of the screening should align with the railing
post spacing. Fencing on concrete barriers should be detailed to match the construction joints
and the ends of the barriers.
23-20
April, 2006
Aesthetics
Figure 23.25
Fencing Alternatives
23.1.7
Colors
When there is a reason to color the concrete, steel, or railings, a decision should be made
whether the color should complement or contrast with the surrounding environment. Strong
consideration should be made to the fact that colored concrete or steel will require a high level
of maintenance. The designer should also consider the appearance if regular maintenance is
not performed (e.g., peeling paint, rust spots showing, etc.).
The majority of today's steel bridges use ASTM A709M Grade 345W weathering steel.
Weathering steel changes over time from medium brown to dark brown in color. Weathering
steel does cause staining of the abutments and piers. This can be reduced by redirecting runoff
water, by providing drip edging on the steel, or by coating the concrete.
A Regional Office may request that a bridge be painted in a high visibility area for aesthetic
reasons, such as when concrete staining by weathering steel would be objectionable, or to
match a nearby painted bridge.
The Department's current paint policy requires the color of the finish coat be specified in the
Contract Documents. The description must include a reference to one of the following
standards:
1.
Colors defined in Section 708-05.
2.
Federal Color Standard No. 595 with proper color number.
3.
Munsell Book Notation with proper color notation.
April, 2006
23-21
For any of these cases, viewing shall be done under North Standard Daylight and should be so
noted on the plans.
Coloring agents are not frequently used in the concrete for piers, wingwalls, etc. because of
complicated quality control and the high cost of materials, but the idea has not been discounted
completely. Some problems have occurred in coloring concrete. It is difficult to get an identical
color of concrete from one pour to the next. Staining concrete can create a mottled appearance.
External coatings are not always applied correctly and can have durability problems.
For coloring, the following guidelines should be considered:
C
C
C
C
C
C
23.1.8
Determine if coloring is justified on the structure.

Coloring should blend in with the structure and the surrounding environment.
Lighter colors help to emphasize shadows and contrasts.
Weathering steel and brown colors blend in with most backgrounds except sky blue.
The colors on a bridge, including signs, lights and railings should be considered
jointly
If only a portion of a bridge is to be coated for maintenance reasons, the
appearance against the surrounding elements that are uncoated should be
considered. If pedestals or pier caps are coated, they will stand out against the
uncoated abutments or piers.
Textures
Texturing concrete can be achieved through formliners, panels, stone or brick veneer, or acid
washing. Any texturing should fit in within the overall design and proportions of the structure.
The following features should be considered:
C
C
C
C
23-22
The size and shape of the patterns should be in line with how it will be viewed. If
they are only seen from high speed vehicles, they must be large enough; if they will
be viewed mostly by pedestrians at close range, they can be made smaller.
Patterns created by and incorporating expansion joints, construction. joints, and
weep holes should be considered in the overall design.
Horizontal lines should be continuous across the structure. These lines should follow
the profile of the roadway. Continuous horizontal and vertical form liner seams
should be avoided when using random stone patterns.
Form liners imitating stone, rock or brick should appear natural. Special
consideration should be made at the corners and the top of the walls.
April, 2006
Aesthetics
Figure 23.26
Wingwall Stone/Brick Veneer Treatment
Several types of commercial form liners are available. Some can be purchased; others have to
be rented. With rented units it is often required that a company representatives services be
included as part of the rental agreement. The complexity and cost of some form liners may have
an effect on the construction schedule. This is a consideration when the area to be treated is
large and the cost of the form liner is high, therefore placing a practical limit on the area of form
liners to be used at any one time. It is also important that the form liners chosen have the
structural strength to withstand the pressure of wet concrete when the height of the concrete
placement is large.
Natural stone or brick facades can also be used. Stone is most often used for parkway bridges.
The cost of this treatment is high and should be limited to areas of high visibility. Stone or brick
facades should be placed to a 600 mm limit below the finished ground line.
When a concrete cap is used on the top of a wingwall or retaining wall, it should be proportioned
to the wall.
23.1.9
Ornamentation
Ornamentation should only be added to a bridge in very special circumstances. The additional
cost of add-ons is rarely justified except in cases of importance to the community (such as a
gateway to a city) or of historical significance. Details such as ornamental light posts, columns
or pylons, real or simulated gatehouses, plaques or reliefs may be added to a structure. The
designer should consider these details carefully since it is just as easy to detract from the
overall appearance of the bridge as it is to improve it. Such details are secondary to the primary
purpose of the structure, to provide a safe and efficient crossing to the public. Ornamental and
non-structural details require additional coordination, sketches and drawings to ensure that the
April, 2006
23-23
details will add to the aesthetic characteristics of the structure in a way acceptable to all
concerned. The additional costs for the various details need to be identified early, as they can
have a significant impact on project costs.
References:
Bacow, Adele Fleet & Kenneth Kruckmeyer, Bridge Design-Aesthetics and Developing
Technologies, Massachusetts Department of Public Works & Massachusetts Council on the
Arts and Humanities, 1986
Aesthetic Guidelines for Bridge Design, Minnesota Department of Transportation Office of
Bridges and Structures
Aesthetic Bridges Users Guide, Maryland Department of Transportation State Highway
Administration, Office of Bridge Development, 1993
Leonhardt, Fritz; Bridges-Aesthetics and Design, MIT Press, Cambridge, Massachusetts,
1984Referenced Standards, Manuals and Documents
23-24
April, 2006
APPENDIX 23A
January, 2008
January, 2008
23A-2
Appendix 23A Aesthetic Examples
January, 2008
23A-3
January, 2008
23A-4
Appendix 23A Aesthetic Examples
January, 2008
23A-5
January, 2008
23A-6
Glossary
NYSDOT uses many terms, some of which are not commonly used beyond the boundaries of
DOT. This glossary was created to familiarize those that may be unfamiliar with the usage and
correct spelling of certain NYSDOT terms. This glossary is intended to be a quick reference and
shall not be considered all-inclusive. For more complete information, the user is directed to the
FHWAs Bridge Inspectors Training Manual/90, or other appropriate sources.
AADT
Average Annual Daily Traffic
AASHTO
American Association of State Highway and Transportation

Officials
Abutment
Substructure unit supporting the ends of a bridge and, usually,

retaining the approach embankment.
Acceleration
Coefficient
A dimensionless coefficient, as a fraction of the acceleration of

gravity, used to describe the anticipated ground motion due to
seismic forces.
ACI
American Concrete Institute
Admixture
A substance other than cement, water, and aggregate that is

added to a concrete mixture to modify the properties of plain
concrete.
ADT
Average Daily Traffic
ADTT
Average Daily Truck Traffic
Advance Plans
Plans submitted to the region at approximately 75-90% completion

for the purpose of a technical progress review. At this time, all
excavation/embankment work should be defined and major
structural components should be designed and detailed.
AISC
American Institute of Steel Construction
Alternate Deck
Placement
A deck pour sequence suggested by the contractor that is contrary

to the sequence stated on the plans.
April, 2006
G-1
Anchor Dowel
A steel rod used to secure the ends of prestressed concrete units

to the substructure.
Approach
Portion of the highway immediately before or after the bridge.
Approach slab
Reinforced concrete slab placed adjacent to abutment to reduce

the bump a vehicle may feel due to settlement of the approach fill
immediately adjacent to the bridge.
Apron
Concrete slab or riprap placed below the stream bed at the inlet
and outlet of culverts to prevent erosion.
Armored joint
One type of bridge joint that accommodates the thermal expansion

and contraction of the superstructure. This type of joint uses
armoring angles and an elastomeric compression seal.
As-Built Plans
Set of plans containing all field changes made during construction

to the final design plans.
ASD
Allowable Stress Design, a.k.a. Working Stress Design
Asphalt
A bituminous material made of aggregate and processed

petroleum, a.k.a. asphalt concrete.
The total load on a truck axle. Usually two times the wheel load.
Axle Load
Backfill
Retained fill behind an abutment or wingwall. Also, soil placed

back into an excavation.
Backwall
The portion of the abutment above the level of the bridge seat that
primarily acts as a retaining wall. It may also act as a support for
the bridge deck and/or the approach slab.
Balustrade
A railing system comprised of short columns called balusters

connected by a rail.
Base course
A layer of compacted asphalt concrete directly under the wearing

surface.
Battered pile
A pile that enters the ground at some angle from vertical in order
to help resist horizontal forces.
BD Sheets
Bridge Detail Sheets
Bearing
A support element used to transfer loads from superstructure to

substructure while permitting some rotation and horizontal
movement of the superstructure.
G-2
April, 2006
Glossary
Bedrock
Solid rock underlying other surface materials.
Bench
A nearly level area placed in front of an abutment or wingwall to

provide easy access for future inspection and maintenance.
Benchmark
A survey point with known elevation and coordinates from which

other surveys are referenced.
Bifurcation
A point where a single lane forks into two lanes.
BMS
Bridge Management System
Bolster
A built up metal member used to support the ends of beams or

trusses. It is typically used to take up the difference in height
between two different beams or trusses that meet at a pier to avoid
stepped or excessively tall pedestals.
Boring
A soil exploration technique of drilling into the ground at various

locations in an attempt to construct an accurate subsurface profile.
Bridge seat
Horizontal surface of the abutment stem upon which rest the

pedestals and/or the bearings.
Brittle fracture
A sudden failure of a steel element in tension.
Brush curb
A curb used with steel railings to channel water off of a bridge and
preventing it from falling onto the feature crossed.
Butt Joint
Two pieces connected in the same plane end to end.
C.I.P.
Cast-In-Place
Caisson
Large diameter cast-in-place deep foundation units.
Camber
Vertical curvature built-in to a beam during its fabrication to

account for the dead load deflections of the structure. Camber
above level is referred to as 'positive camber'. Also, vertical
curvature caused by the prestressing or post-tensioning of a
concrete member.
Capbeam
Steel or concrete beam spanning between the columns of a pier,

the capbeam transfers concentrated loads from the superstructure
to the pier columns or stems. It may also serve to hold pier
columns in proper position relative to each other.
April, 2006
G-3
Cast-In-Place
Concrete that is poured and cured in its final position at the project
site.
Chamfer
A beveled corner.
Chord
The shortest distance between two points on a curve. Also, a main

load carrying member of a truss.
Clearance
The clear distance between two surfaces.
Cofferdam
An watertight enclosure which permits dewatering of an excavation

and for construction in a waterway.
Cold Joint
The interface of newly placed concrete against hardened concrete.
Column
A vertical structural member resisting compressive and bending

stresses and having, in general, a considerable height in
comparison to its cross sectional dimensions.
Completion Date
The date the contract is completed.
Composite
Construction
Type of construction in which two separate materials act together

to resist the applied forces (e.g., concrete deck and steel beams).
Construction Joint
A point where two concrete pours meet. All reinforcement is

continuous through the joint.
Cover Plate
A steel plate attached to a flange of a beam to increase the

bending capacity of the member.
Cover
The clear distance between an exposed concrete surface and the

reinforcing bar.
Crashwall
A wall between columns of a pier to protect the pier from vehicle

or, especially, locomotive impact.
Creep
Increase in strain with time due to a sustained load.
Cross Frame
Bracing members that are placed in an X or K configuration

between girders to assist in the distribution of loads between
members. See also, Diaphragms.
Cross Section
A view taken transverse to the longitudinal axis of an element.
Cross Slope
The transverse slope of a roadway in section view for the purpose

of drainage and/or riding safety.
G-4
April, 2006
Glossary
Crown
The high point of the roadway (in section view).
Culvert
A structure that carries a water channel through an embankment.

Usually constructed of large diameter corrugated steel tubes or
precast concrete boxes (usually with a clear opening of less than
6.2 m).
Curtainwall
A wall formed above the bridge seat to hide the bearings from view
of oncoming traffic. Infrequently used, and only with U-wingwalls
(a.k.a. cheekwall)
D.C.E.S.
Deputy Chief Engineer Structures
Dap
A notch out in the bottom of a prestressed concrete beam to

provide a level surface to rest on the bearing.
Deadman
An anchor set behind a tie-back retaining wall. The anchor must

be set outside of the failure zone.
Deck
That portion of a bridge that provides a riding surface for vehicular

and/or pedestrian traffic.
Deformed Bar
A reinforcing bar with bumps on the surface to improve the

mechanical connection between the bar and the concrete.
Delamination
Cracks or voids below and parallel to a concrete surface that

cause the concrete to peel off in layers.
Diaphragm
Bracing that spans between bridge main beams or girders that

assist in the distribution of loads. Also, transverse members in a
closed box member.
DL
Dead Load. Permanent loads due to known sources such as the

weight of the concrete deck, girders, diaphragms, utilities, etc.
Dowel
A reinforcing bar that connects one pour of concrete to another. It

may also act as a lap splicing bar to avoid having long reinforcing
bars sticking out of a pour.
Downstation
In the direction of decreasing survey station values
Drilled Shaft
See also, Caisson.
E.I.C.
Engineer In Charge, also referred to in the general notes and

specification as the Engineer.
April, 2006
G-5
Efflorescence
Calcium crystals that accumulate on the surface of concrete as

calcium laden water passes through the concrete and evaporates.
Elastic
Deformation
Displacements that occur within the elastic range of a member,

where the member returns to its original undeformed shape when
the load is removed.
Epoxy-coated
Reinforcing Bar
Reinforcing steel coated with a thin film of epoxy. Used to prevent

corrosion of the bar.
Exodermic Deck
A lightweight decking system consisting of a grid of closely spaced

parallel steel ribs and a precast or cast-in-place concrete topping.
Expansion
The elongation of a superstructure due to temperature increases

or release of camber in a beam.
Fascia
The outside vertical edge of a concrete deck.
Fascia Girder
The outermost girder on each side of a bridge.
Fatigue
Tendency for metal to crack or fracture when it is stressed

repeatedly through many cycles of loading and unloading.
FDR
Foundation Design Report. Generally, prepared by the

Geotechnical Engineering Bureau in conjunction with the
Structures Division to establish the foundation design
requirements and present them to the designer.
Feature Crossed
The roadway, railway, ravine, stream, or other physical feature that

is crossed over by the bridge.
Feature Carried
The roadway, railway, or pathway that is carried by the bridge.
Field Change Sheets
Changes to the PS&E package prepared by the designer after

project award and prior to construction.
Fixed Support
In terms of bridge bearings, a support that allows rotation only. In

analysis, this type of connection is commonly defined as pinned.
Flared Wall
Wingwall that is between an in-line wingwall and a U-wingwall.
Floor Beam
A transverse primary member in a truss or girder system that runs

between the longitudinal primary members.
Footing
The base of a substructure that transfers the load from the

structure to the soil, rock, or from the structure to the piles.
G-6
April, 2006
Glossary
Form Liner
A mold attached to the inside face of a form to introduce an

aesthetic surface effect on the exposed face of the concrete.
Form
A temporary structure that acts as a mold for concrete until it has

cured enough to support itself.
Formwork
The entire system of forms for a structure.
Fracture Critical
A steel tension member whose failure due to fracture would lead to

partial or complete collapse of the structure.
Framing Plan
A detail drawing that shows the length, spacing, types, and

azimuths of the girders and cross frames.
Friction Pile
A pile whose primary support comes from friction between the pile
and the soil.
FSIP Forms
Foam-filled Stay-In-Place Forms. SIP Forms that have a foam

insert in the corrugations to replace some of the concrete and
reduce the dead load. See also, SIP Forms.
Gabion
Wire mesh baskets filled with rocks and stacked on top of one
another to serve as a retaining wall.
Glue Laminated or
Glu Lam
An engineered structural timber member made up of layers of

timber glued together.
Group Loading
Combinations of design loads specified by AASHTO.
Grout
Portland cement or polymer based material used to fill voids in and

around concrete elements.
Gusset Plate
Steel plate used to connect steel members together.
H-Piles
Rolled steel shapes that are proportioned so that they can be used
as substructure piles.
Haunch
A thickness of concrete below the structural deck and above the

top of the girder that is used to accommodate any fabrication or
construction tolerances.
Haunched Girder
A girder that has a varying web depth along its length.
Impact
A factor used to describe the increase in live load due to the

dynamic effect of a vehicle as it moves across a bridge, a.k.a.
dynamic load allowance.
In-line Wingwall
A wingwall that is parallel to the centerline of bearings.
April, 2006
G-7
Integral
Abutment
An abutment constructed as a rigid connection between the deck

and primary support members of the superstructure and a single
row of piles supporting the substructure.
Isotropic
Reinforcement
Deck reinforcement of the same size and spacing, longitudinally

and transversely, in both top and bottom mats.
Jack Arch
A multi-beam bridge having a concrete deck spanning transversely

between the beams, formed in the shape of arches that originate
from the bottom flanges and encasing most, if not all, of the
beams. Jack arches are extremely strong, and nearly impossible
to rehabilitate.
Jacking
Mechanical lifting or sliding of an element or group of elements.
Lateral Bracing
Members used to support or stiffen compression members or

elements, typically oriented diagonally to the supported member.
Letting
Opening of the project bids to determine the low bid.
LFD
Load Factor Design.
Limit States Design
A method of design based on the strength or serviceability limits of

the material and the predictability of the applied loads.
LL + I
Live Load plus Impact.
LL
Live Load. AASHTO uses a narrow definition for live load which
only includes transient loads carried on a bridge, such as vehicular
and pedestrian traffic.
Load Plate
A horizontal plate that transmits a vertical force through its

thickness.
Load Rating
A value that indicates the live load capacity of a bridge.
LRFD
Load and Resistance Factor Design.
LS
Length of Spiral
M.S.E.S.
Mechanically Stabilized Earth Structure.
M&PT
Maintenance and Protection of Traffic. The control plan for traffic

through a construction site.
Masonry Plate
The bottom steel plate that connects the bridge bearing to the
pedestal.
G-8
April, 2006
Glossary
Military Loading
A loading arrangement that simulates heavy military vehicles.
Modular Joint
A type of superstructure deck sealing system that is able to

accommodate large thermal movements and rotations.
MSxx
Designation for a metric design tractor truck with semitrailer or the

corresponding lane load. The xx is replaced with the weight of the
design truck, in metric tons.
Mxx
Designation for a metric design two-axle truck or the

corresponding lane load. The xx is replaced with the weight of the
design truck, in metric tons.
Nail Laminated
A large timber member formed by nailing layers of smaller timber

members together.
NCHRP
National Cooperative Highway Research Program.
Normal Crown
The cross slope arrangement for a tangent roadway alignment.
Orthotropic Deck
A lightweight decking system that uses closely spaced open or

closed steel ribs and a horizontal steel deck plate.
Overlay
A layer of nonstructural material placed on a structural deck.
PC
Point of Curvature of a horizontal curve.
Pedestal
A concrete or built-up metal member constructed on top of a

bridge seat or pier for the purpose of providing a bearing seat at a
specific elevation.
PI
Point of Intersection of a horizontal curve
Pier Stem
The main body of a solid pier that extends from the top of the
footing and supports the pedestals.
Pier Cap
Horizontal surface of a pier upon which rests the pedestals and/or

bearings. All piers have a pier cap.
Pier
Intermediate support for a bridge superstructure, lying between the

abutments.
Pile Shoe
Reinforcing steel plates attached to the tips of piles to prevent

excessive damage during driving. Used where hard driving
conditions are expected.
April, 2006
G-9
Pile
A small cross-sectional foundation member that extends some

distance below the ground surface to either bear on some solid
subsurface strata, or to such a depth as to provide enough skin
friction to withstand the applied loads.
Plastic Deformation
Displacements that occur outside the elastic range of the member,

where the member does not return to its original undeformed
shape when the load is removed.
Plate Girder
A girder that is built up of individual steel plates.
Plinth
A solid wall portion of the concrete pier that connects the individual
columns to the footing. A plinth is commonly used to avoid
damage to the pier/column structure from ice loadings but may be
used instead of a crashwall.
Post-tensioned
Member
A concrete member where the prestressing force is applied after

the concrete has cured.
Precast
Concrete member that is cast and cured at a fabrication facility as

opposed to its final position. The member must be transported and
placed in the field.
Prestressed Member
A concrete member that has a pre-applied compressive force in

the areas that will experience tension in service.
Pretensioning
Process where the steel tendons are stressed before the concrete
is placed.
Primary Member
Structural element designed to carry liveload and act as a main

load path.
Profile
The vertical alignment of the roadway.
PS&E
Plans, Specifications and Estimate - The final submittal from the

designer that contains all necessary contract drawings, special
specifications and the final engineers estimate.
PT
Point of Tangency of a horizontal curve.
PVC
Point of Vertical Curvature
PVI
Point of Vertical Intersection
PVT
Point of Vertical Tangency
G-10
April, 2006
Glossary
Redundant
Containing multiple load paths such that if a failure occurs in any

one member, the structure would not collapse. (Typically refers to
bridge superstructure.)
Rehabilitation
Repairs and retrofits to a structure in lieu of complete replacement.
Retrofit
Work done to an existing structure for the purpose of upgrading

details that do not meet current standards.
Right-of-way
A general term denoting land, property or interest therein, usually

in a strip, acquired for or devoted to a highway.
Rip Rap
Stone fill manually fit around a structure to prevent erosion of the

embankment.
Rivet
A type of metal fastener that connects steel plates together.
Rolled Beam
Steel beams of standard sizes that are produced in large

quantities.
Sag Curve
Used to describe a vertical curve with a downward approach

tangent meeting an upward leaving tangent.
SC
Spiral to Curve
Scour
The removal of the soil under and around a structure due to

moving water.
Screed Machine
A machine that travels along the uncured deck concrete to

consolidate and smooth the concrete while also giving it the proper
cross slope.
Scuppers
Drains in the bridge deck that carry or drop storm water off of the
bridge.
SDL
Superimposed Deal Load. Permanent loads applied after the

structural deck behaves compositely with the beams. These loads
are due to known sources like railing weight, barrier weight, future
wearing surface, etc.
Secondary Member
Structural element which does not carry primary stress or act as a

main load path.
Seismic Forces
Loads applied to a structure due to an earthquake.
Shear Connector
Studs or similar components used to connect the concrete deck to

the bridge beams, allowing them to act compositely.
April, 2006
G-11
Sheeting
Interlocking rolled steel sheets driven vertically into the ground to

retain the soil and allow for the construction of the substructure,
a.k.a. sheet piling.
Shim
Thin piece of metal used to make up for any difference in the

thickness or elevation of two pieces being joined.
Shoring
Temporary supporting members for concrete formwork and

structure stability.
Shrinkage
Reduction in volume that occurs as concrete cures and loses

moisture.
Signing
Traffic signs that are usually included in the M&PT.
SIP Forms
Stay-In-Place Forms. Corrugated light gage metal forms that span

between bridge members and serve as the form for the deck
concrete and remain in place after the concrete has cured.
Slipform
Process of pouring concrete into a moving form. The concrete has

a low slump so that the concrete does not lose the shape of the
form.
Slope Protection
Material that prevents erosion of an embankment slope.
Slump
A measure of the flowability of a batch of concrete.
Sole Plate
The top steel plate of a bearing that attaches to the bottom flange
of the girder.
Sound Rock
Rock that meets the minimum Rock Quality Designation (RQD)

requirements.
A method of checking for voids or delaminations in concrete by
striking a hammer against the structure and listening for a hollow
sound.
Sounding
Spall
Area of deterioration where a layer of the concrete surface has

fallen away.
Splice
The joining of two members to allow them to act like a continuous

member.
ST
Spiral to Tangent
G-12
April, 2006
Glossary
Stage Construction
Construction done so that traffic may be maintained on a portion of

an existing structure while a longitudinal section of a new structure
is constructed. Traffic is then shifted over to that portion of the new
structure while the existing structure is removed and the new
structure is completed.
Station
Term used to describe the location along a roadway alignment.
Stem
The part of the abutment above the footing and below the
backwall.
Stiffener
A metal plate welded to the web of a steel beam to improve the

resistance to buckling of the web.
Stirrup
A U shaped reinforcing bar normally placed transverse to the

axis of concrete beam to resist flexural shear.
Stone Fill
Stone that is dumped around an abutment or pier to prevent

erosion of the embankment.
Structural Lifting
See Jacking
Strut
Bracing inside a deep sheeted excavation or cofferdam which

spans between opposite sides of the enclosure. Struts are
connected to wales to keep the excavation open. See also, Wale.
Substructure
Any supporting member below the superstructure (e.g.,

abutments, piers, wingwalls).
Superelevation
The cross slope of a roadway at a horizontal curve.
Superstructure
That part of the structure above, and supported by, the bearings.
Surcharge
Load that acts on a retaining wall in addition to normal soil forces,

e.g., a vehicular load or a building load.
Temporary Structure
A pedestrian and/or vehicular bridge built to carry traffic around an

active construction site in lieu of stage construction. The structure
will be removed after the new bridge is open to traffic.
Thalweg
A line connecting the lowest points along a stream bed or valley.
TRB
Transportation Research Board
Tremie
A pipe or funnel used for placing concrete under water.
April, 2006
G-13
Tremie Seal
A special concrete mixture that is placed under water for the

purpose of sealing the bottom of a sheeted excavation surrounded
by water.
U-wingwall
A wingwall that is parallel to the feature carried.
Ultimate Strength
Design
Former ACI designation for Load Factor Design.
Underdrain Filter
A method of conveying groundwater away from behind a wall or

abutment through the use of a porous medium and weep holes.
Upstation
In the direction of increasing station values
Vertical Clearance
The minimum vertical distance between the bottom of the structure

and the surface of the feature crossed.
Wale
A horizontal beam that runs along the inside of the walls of an

excavation or cofferdam which can be braced or tied back. a.k.a.,
waler. See also, Strut
Wearing Surface
A sacrificial layer of material on the structural deck that serves as

the riding surface of the structure.
Weep Hole
An opening in a wall or abutment stem for the purpose of relieving

hydrostatic pressure.
Wingwall
A retaining wall placed adjacent to an abutment stem to retain the

fill behind an abutment (see in-line wingwall, flared wingwall, and
U-wingwall).
Working Stress Design
A method of design based on an allowable stress that is some

fraction of the yield strength of the material.
G-14
April, 2006

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New York State

Key for Revisions:

GEOMETRIC DESIGN POLICY FOR BRIDGES

Bridge Roadway Width Tables

NYSDOT Bridge Manual

Required Coordination with the Department of Defense on Non-Standard

PLANNING NEW AND REPLACEMENT BRIDGE TYPES

Scoping ........................................................................................................................ 3-1

Hydraulic Justification Report .....................................................................................3-25

Bridge Data Sheet Part 1

EXCAVATION, SHEETING, AND COFFERDAMS

General Guidelines for Excavation Protection and Support .........................................4-1

Concrete Deck Slabs ....................................................................................................5-1

NYSDOT Bridge Manual

Introduction .................................................................................................................. 6-1

1987 Bridge Railing Crash Test Report

Criteria for Utility Placement on Bridges .......................................................................7-1

NYSDOT Bridge Manual

Introduction .................................................................................................................. 9-1

Prestress Losses ..........................................................................................................9-8

NYSDOT Bridge Manual

Forming Considerations ............................................................................................. 11-6

Bearing Types ............................................................................................................ 12-1

Design Example; Plain Elastomeric Bearing (Type EP)

Approach Slabs ..........................................................................................................13-1

BRIDGE PLAN STANDARDS AND ORGANIZATION

Contract Plan Review Checklist

NYSDOT Bridge Manual

Introduction ................................................................................................................ 15-1

General ...................................................................................................................... 16-1

Introduction ................................................................................................................ 17-1

BRIDGE REHABILITATION PROJECTS

Rehabilitation Preliminary Checklist

NYSDOT Bridge Manual

Guidelines on Use...................................................................................................... 21-1

Introduction ................................................................................................................ 22-1

Appearance in Design................................................................................................ 23-1

Curved Alignment Layout ...................................................................................2-9

Usable Shoulder Details .................................................................................. 2A-5

Shoulder Break Area ..........................................................................................3-8

Overhang Form Bracing .....................................................................................5-9

Cover Plate Connections..................................................................................8-12

Longitudinal Stress Laminated Deck ................................................................10-4

Typical Retaining Wall Types ...........................................................................11-9

NYSDOT Bridge Manual

Hooked Dowel ..................................................................................................15-4

Typical Retrofit Details ...................................................................................19-22

Beam Depth Comparison .................................................................................23-4

Clear Bridge Roadway Width Standards ............................................................2-6

Hydraulic Data Table ..........................................................................................3-4

Soil Design Parameters......................................................................................4-5

Deck Thickness Requirements...........................................................................5-2

Railing and Barrier Selection ..............................................................................6-4

Metal Plate Thicknesses ..................................................................................8-14

Suggested Sheet Scales ..................................................................................14-3

Minimum Reinforcement Cover ........................................................................15-1

NYSDOT Bridge Manual

Lap Splice Selection Guidelines .......................................................................15-8

Precision for Estimate of Quantities .................................................................16-2

Current Bridge Standards.................................................................................19-9

Bridge Plan Technical Progress Reviews.........................................................20-4

George A. Christian Jr., P.E.

James H Flynn III, P.E.

NYSDOT Bridge Manual