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 Introduction 2 Geometric Design Policy for Bridges 3 Planning New and Replacement Bridge Types 4 Excavation, Sheeting and Cofferdams 5 Bridge Decks 6 Bridge Railing 7 Utilities 8 Structural Steel 9 Prestressed Concrete 10 Timber 11 Substructures 12 Bridge Bearings 13 Approach Details 14 Bridge Plan Standards and Organization 15 Concrete Reinforcement 16 Estimate of Quantities 17 Standard Notes 18 Special Specifications 19 Bridge Rehabilitation Projects 20 Quality 21 Computer Programs 22 Maintenance 23 Aesthetics

January 2008 i

Table of Contents

Foreword Acknowledgments 1 INTRODUCTION 1.1 Purpose ........................................................................................................................1-1 1.2 Applicability...................................................................................................................1-1 1.3 Policy ............................................................................................................................1-2 1.4 Referenced Standards, Manuals and Documents ........................................................1-3 2 GEOMETRIC DESIGN POLICY FOR BRIDGES 2.1 Purpose ........................................................................................................................2-1 2.2 Geometric Design Policy Glossary ...............................................................................2-1 2.3 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

2.4 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

2.5 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

2.6 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

2.7 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

Appendix 2A Bridge Roadway Width Tables Appendix 2B One Lane Bridge Policy Appendix 2C Vertical Clearance over the NYS Thruway, I-90 and Revised 4.9 m

Clearance Network

NYSDOT Bridge Manual

ii January 2008

Appendix 2D Required Coordination with the Department of Defense on Non-Standard Vertical Clearances over Interstate Routes

Appendix 2E Coast Guard Jurisdiction Checklist 3 PLANNING NEW AND REPLACEMENT BRIDGE TYPES 3.1 Scoping ........................................................................................................................ 3-1 3.2 Preliminary Engineering ............................................................................................... 3-2 3.3 Site Data ...................................................................................................................... 3-3 3.4 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

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

3.6 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

3.7 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

3.8 Alternate Designs....................................................................................................... 3-20 3.9 Hazardous Materials .................................................................................................. 3-21 3.10 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

3.11 Final Preliminary Bridge Plan..................................................................................... 3-24 3.11.1 General ........................................................................................................ 3-24 3.11.2 Format ......................................................................................................... 3-24

3.12 Structure Justification Report ..................................................................................... 3-25

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3.13 Hydraulic Justification Report .....................................................................................3-25

Appendix 3A Bridge Data Sheet Part 1 Appendix 3B Bridge Data Sheet Part 2 Appendix 3C Project Monitor Sheet Appendix 3D Preliminary Plan Development Procedure for New and Replacement

Bridges Appendix 3E Preliminary Bridge Plan Work Process – Structures Division Design Appendix 3F Structures Preliminary Plan Check List Appendix 3G Preliminary Plan Tear Sheet Notes Appendix 3H Structure Justification Report

4 EXCAVATION, SHEETING, AND COFFERDAMS 4.1 General Guidelines for Excavation Protection and Support .........................................4-1 4.2 Unclassified Excavation and Disposal ..........................................................................4-2 4.3 Structure, Trench and Culvert, and Conduit Excavation...............................................4-2 4.4 Removal of Substructures ............................................................................................4-3 4.5 Excavation Protection System......................................................................................4-4 4.6 Interim Sheeting............................................................................................................4-4

4.6.1 Interim Steel Sheeting ....................................................................................4-4 4.6.2 Interim Timber Sheeting .................................................................................4-5

4.7 Temporary Sheeting .....................................................................................................4-6 4.7.1 Temporary Steel Sheeting..............................................................................4-6 4.7.2 Temporary Timber Sheeting...........................................................................4-7

4.8 Permanent Sheeting .....................................................................................................4-7 4.8.1 Permanent Steel Sheeting..............................................................................4-7 4.8.2 Permanent Timber Sheeting...........................................................................4-8

4.9 Cofferdam and Waterway Diversion Guidelines ...........................................................4-8 5 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


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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

5.2 Jointless Decks at Abutments .................................................................................... 5-22 5.3 Other Deck Types ...................................................................................................... 5-23 5.4 Deck Drainage ........................................................................................................... 5-24 5.5 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 5.6 Sidewalk and Brush Curb Overlays ........................................................................... 5-28 6 BRIDGE RAILING 6.1 Introduction .................................................................................................................. 6-1 6.2 Types of Railing ........................................................................................................... 6-1 6.3 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

6.4 Precast Concrete Barrier.............................................................................................. 6-8 6.5 Pedestrian Fencing ...................................................................................................... 6-8 6.6 Permanent Snow Fencing............................................................................................ 6-9 6.7 Railing/Parapet Design Dead Loads ............................................................................ 6-9 6.8 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 6.9 Bridge Railing/Transition Shop Drawing Requirements ............................................. 6-16

Appendix 6A 1987 Bridge Railing Crash Test Report Appendix 6B Railing Treatments on Rehabilitation Projects

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7 UTILITIES 7.1 Criteria for Utility Placement on Bridges .......................................................................7-1 7.2 Design Information Furnished by Utilities .....................................................................7-1 7.3 Utility Locations.............................................................................................................7-1 7.4 Design Criteria for Utilities and Supports......................................................................7-2 7.5 Utility Shares.................................................................................................................7-3 8 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

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

8.3 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

8.4 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 8.5 Metal Thicknesses ......................................................................................................8-13 8.6 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

8.7 Stiffeners.....................................................................................................................8-19 8.7.1 Bearing Stiffeners .........................................................................................8-19


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8.7.2 Intermediate Stiffeners and Connector Plates ............................................. 8-19 8.7.3 Longitudinal Stiffeners.................................................................................. 8-20

8.8 Designation of Tension Zones ................................................................................... 8-20 8.9 Camber ...................................................................................................................... 8-21

8.9.1 Sag Camber ................................................................................................. 8-21 8.10 Moment, Shear, and Design Load Tables.................................................................. 8-22 8.11 Splices ....................................................................................................................... 8-22

8.11.1 Girder Splices............................................................................................... 8-22 8.11.2 Rolled Beam Splices .................................................................................... 8-25

8.12 Framing Plans ............................................................................................................ 8-25 8.13 Curved Girders........................................................................................................... 8-25 8.14 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

8.15 Miscellaneous Details ................................................................................................ 8-28 8.15.1 Bolsters ........................................................................................................ 8-28 8.15.2 Safety Handrail............................................................................................. 8-30

8.16 Railroad Structures .................................................................................................... 8-31 8.16.1 General Considerations ............................................................................... 8-31 8.16.2 Design ......................................................................................................... 8-31 8.16.3 Details ......................................................................................................... 8-31

8.17 Movable Bridges ........................................................................................................ 8-31 9 PRESTRESSED CONCRETE 9.1 Introduction .................................................................................................................. 9-1

9.1.1 Pretensioning ................................................................................................. 9-1 9.1.2 Post-Tensioning ............................................................................................. 9-1

9.2 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

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

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

9.5 Bearings for Prestressed Concrete Structures............................................................. 9-6 9.6 Concrete Strength ........................................................................................................ 9-6 9.7 Prestressing Strand Type............................................................................................. 9-6 9.8 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

9.9 Tensile Stresses Due to Pretensioning ........................................................................ 9-7

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9.10 Prestress Losses ..........................................................................................................9-8 9.11 Allowable Stresses .......................................................................................................9-9

9.11.1 Temporary Stresses .......................................................................................9-9 9.11.2 Final Stresses.................................................................................................9-9

9.12 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

9.13 Camber .......................................................................................................................9-10 9.14 Stage Construction Camber Differences ....................................................................9-11 9.15 Simple Spans Made Continuous Design ....................................................................9-11 9.16 Corrosion Inhibitors and Sealers ................................................................................9-11 9.17 Post-Tensioned Spliced Girder Designs.....................................................................9-12 10 TIMBER 10.1 Introduction .................................................................................................................10-1 10.2 Characteristics and Properties of Wood as a Construction Material ..........................10-1 10.3 Types of Construction.................................................................................................10-1 10.4 Selection Criteria ........................................................................................................10-2 10.5 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

10.6 Substructures..............................................................................................................10-6 10.7 Wearing Surfaces .......................................................................................................10-7 10.8 Maintenance and Repairs...........................................................................................10-7 10.9 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


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11.2 Forming Considerations ............................................................................................. 11-6 11.3 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

11.4 Concrete for Substructures ........................................................................................ 11-8 11.5 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

11.6 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

11.7 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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12.1.3.3 Steel Laminated Elastomeric Bearings with Sole Plate (Type E.B.)12-2 12.1.4 Multi-Rotational Bearings (Type M.R.)..........................................................12-2

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

12.3 Bearing Selection Criteria ...........................................................................................12-4 12.4 Painting of Bearings....................................................................................................12-4 12.5 Standard Bearing Designs..........................................................................................12-5

Appendix 12A Design Example; Plain Elastomeric Bearing (Type EP) Appendix 12B Design Example; Steel Laminated Elastomeric Bearing (Type EL) Appendix 12C Design Example; Steel Laminated Elastomeric Bearing With Sole Plate

– Fixed (Type EB) Appendix 12D Design Example; Steel Laminated Elastomeric Bearing With Sole Plate

– Expansion (Type EB) Appendix 12E Design Example; Multi-Rotational Bearing - Fixed (Type MR) Appendix 12F 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

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

14 BRIDGE PLAN STANDARDS AND ORGANIZATION 14.1 Overview.....................................................................................................................14-1 14.2 Project Work File Initiation ..........................................................................................14-1 14.3 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

14.4 Bridge Plan Organization............................................................................................14-4 14.5 Amendment and Field Change Sheets.....................................................................14-10 14.6 Quality Assurance and Electronic Data Transfer......................................................14-10

Appendix 14A Contract Plan Review Checklist Appendix 14B Checklist for Constructability Review


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15 CONCRETE REINFORCEMENT 15.1 Introduction ................................................................................................................ 15-1 15.2 Spacing ...................................................................................................................... 15-1 15.3 Cover.......................................................................................................................... 15-1 15.4 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

15.5 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

15.6 Marking of Bars for Bar Lists.................................................................................... 15-12 15.7 Footing Reinforcement............................................................................................. 15-13 15.8 Abutment Reinforcement ......................................................................................... 15-13 15.9 Column Reinforcement ............................................................................................ 15-14 15.10 Pier Cap Reinforcement........................................................................................... 15-14 15.11 Temperature and Shrinkage Reinforcement ............................................................ 15-15 15.12 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

15.13 Reinforcing Bar Lists ................................................................................................ 15-21 15.14 Drilling and Grouting ................................................................................................ 15-21 16 ESTIMATE OF QUANTITIES 16.1 General ...................................................................................................................... 16-1 16.2 Precision Versus Practicality...................................................................................... 16-1 16.3 Utility Share of Bridge Estimate ................................................................................. 16-2 16.4 Lump Sum Price Analysis .......................................................................................... 16-2 16.5 Alternate Bid Procedure ............................................................................................. 16-3 17 STANDARD NOTES 17.1 Introduction ................................................................................................................ 17-1 17.2 Standard Proposal Notes ........................................................................................... 17-1 17.3 General Notes Sheet/Superstructure Slab Sheet .................................................... 17-23

Appendix 17A Bridge Removal

Table of Contents

January 2008 xi

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

19.2 Existing Structure Evaluation......................................................................................19-6 19.2.1 In Depth Inspections.....................................................................................19-6 19.2.2 Bridge Rehabilitation vs Replacement Selection Guidelines........................19-7

19.3 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

19.4 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

19.5 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 19.6 Truss Rehabilitation ..................................................................................................19-26 19.7 Seismic Rehabilitation ..............................................................................................19-27

Appendix 19A Rehabilitation Preliminary Checklist 20 QUALITY 20.1 Introduction .................................................................................................................20-1 20.2 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


xii January 2008

21 COMPUTER PROGRAMS 21.1 Guidelines on Use...................................................................................................... 21-1 21.2 Hydraulics Programs.................................................................................................. 21-1 21.3 Structures Programs .................................................................................................. 21-2

21.3.1 In-House Programs...................................................................................... 21-2 21.3.2 Commercial Programs ................................................................................. 21-4

22 MAINTENANCE 22.1 Introduction ................................................................................................................ 22-1 22.2 Geometrics................................................................................................................. 22-1 22.3 Deck Joints and Drainage .......................................................................................... 22-1 22.4 Approach Drainage .................................................................................................... 22-2 22.5 Superstructure............................................................................................................ 22-2

22.5.1 Material Type ............................................................................................... 22-2 22.5.2 Steel Details ................................................................................................. 22-3

22.6 Bridge Inspection and Maintenance Access Considerations ..................................... 22-3 22.7 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

January 2008 xiii

List of Figures

Figure Page Number No. 2.1 Curved Alignment Layout ...................................................................................2-9 2.2 Schematic of a Median Berm ...........................................................................2-15 2.3 Typical Canal Channel Sections.......................................................................2-20 2.4 Canal Pier Details.............................................................................................2-21 2.5 Railroad Clearance Diagram ............................................................................2-23 2.6 Track on Embankment .....................................................................................2-24 2.7 Track in Cut ......................................................................................................2-25 2.8 Typical Railroad Rock Cut Section...................................................................2-26 2.9 Typical Thru Girder Railroad Bridge.................................................................2-28 2.10 Banking Simple Curve......................................................................................2-33 2.11 Banking Spiral Curve........................................................................................2-34 2.12 Banking Details for Bridge Decks.....................................................................2-35 2A.1 Usable Shoulder Details .................................................................................. 2A-5 3.1 Shoulder Break Area ..........................................................................................3-8 5.1 Overhang Form Bracing .....................................................................................5-9 5.2 Haunch Table ...................................................................................................5-11 5.3 Haunch Detail (Cracking Problem)...................................................................5-11 5.4 Slab Placement Sequence - A .........................................................................5-16 5.5 Slab Placement Sequence - B .........................................................................5-16 5.6 Slab Placement Sequence - C .........................................................................5-16 8.1 Cover Plate Connections..................................................................................8-12 8.2 Reinforced Cope Detail ....................................................................................8-17 8.3 Blocked Flange Detail ......................................................................................8-18 8.4 Low Bolster Detail ............................................................................................8-29 8.5 High Bolster Detail............................................................................................8-30 10.1 Longitudinal Stress Laminated Deck................................................................10-4 10.2 Parallel Chord Truss.........................................................................................10-4 10.3 'T' Section Bridge .............................................................................................10-5 10.4 Box Section Bridge...........................................................................................10-5 11.1 Typical Retaining Wall Types ...........................................................................11-9 11.2 Suggested Proportions of Retaining Wall.......................................................11-13 11.3 Typical Abutment Types.................................................................................11-15 11.4 Bridge Seat Width ..........................................................................................11-23 11.5 Typical Pier Types..........................................................................................11-25


xiv January 2008

15.1 Hooked Dowel ..................................................................................................15-4 19.1 Typical Retrofit Details ...................................................................................19-22 23.1 Beam Depth Comparison .................................................................................23-4 23.2 Visual Effect of Slenderness Ratios .................................................................23-4 23.3 Slender Superstructures...................................................................................23-5 23.4 Continuous Girder Depth..................................................................................23-5 23.5 Overhang Shadowing.......................................................................................23-6 23.6 Avoid Stiffeners on the Exposed Side of the Fascia Girders............................23-6 23.7 Haunched Girders ............................................................................................23-7 23.8 Haunch Details .................................................................................................23-7 23.9 Fishbellied Girders ...........................................................................................23-8 23.10 Pier Height........................................................................................................23-8 23.11 Pier/Column Thickness ....................................................................................23-9 23.12 Alternate Column Treatments.........................................................................23-10 23.13 Pier Layout Details .........................................................................................23-11 23.14 End View of Capbeam....................................................................................23-12 23.15 Overhang Alternatives....................................................................................23-13 23.16 Solid Pier Shapes...........................................................................................23-14 23.17 Battered Solid Piers........................................................................................23-15 23.18 Tall Pier Configurations ..................................................................................23-15 23.19 Pier Groupings ...............................................................................................23-16 23.20 Abutment Details ............................................................................................23-17 23.21 Abutments on a Skew ....................................................................................23-18 23.22 Wingwall Configuration...................................................................................23-19 23.23 End of Barrier Detail .......................................................................................23-20 23.24 Concrete Barrier Treatments ..........................................................................23-20 23.25 Fencing Alternatives.......................................................................................23-21 23.26 Wingwall Stone/Brick Treatment ....................................................................23-23

January 2008 xv

List of Tables

Table Page Number No. 2-1 Clear Bridge Roadway Width Standards............................................................2-6 2-2 Vertical Clearance over Highways (Travel Lane and Paved Shoulders).........2-11 2-3 Lateral Offset from Centerline of Tracks...........................................................2-27 R Minimum roadway Widths for and Replacement ............................................. 2A-2 N Maximum width of Traveled Way and Shoulder .............................................. 2A-3 X 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 Deck Thickness Requirements...........................................................................5-2 5-2 Traditional Deck Slab Reinforcement .................................................................5-7 5.3 Design Haunch Table.......................................................................................5-11 5-4 Aggregate Type Selection ................................................................................5-22 6-1 Railing and Barrier Selection..............................................................................6-4 6-2 Railing/Barrier Design Dead Loads ....................................................................6-9 - Metal Plate Thicknesses ..................................................................................8-14 - Minimum Size Fillet Welds ...............................................................................8-15 - Bearing Nomenclature......................................................................................12-5 12-1 Bearing Design – Standard Type EL Elastomeric ............................................12-6 12-2 Bearing Design – Standard Type EB Elastomeric............................................12-6 - Suggested Sheet Scales ..................................................................................14-3 - Dimension Rounding Guidelines ......................................................................14-3 - Minimum Reinforcement Cover ........................................................................15-1 A Standard Reinforcing Bar Properties................................................................15-2 B Basic Development Length (BDL) for Compression Bars ................................15-4 C BDL of Hooked Dowels in Tension...................................................................15-4 D BDL for Straight Uncoated Dowels & Tension Bars (Not Top Bars).................15-5 E BDL for Straight Uncoated Dowels & Tension Bars (Top Bars) .......................15-5 F BDL for Straight Epoxy Coated Dowels & Tension Bars (Not Top Bars) .........15-5 G BDL for Straight Epoxy Coated Dowels & Tension Bars (Top Bars) ................15-6 H BDL Reduction Requirements ..........................................................................15-6 I Length of Splices for Tension Bars...................................................................15-7


xvi January 2008

15-1 Lap Splice Selection Guidelines.......................................................................15-8 J Class B Splice – Uncoated (Not Top Bars) ......................................................15-9 K Class B Splice – Uncoated (Top Bars) .............................................................15-9 L Class C Splice – Uncoated (Not Top Bars) ......................................................15-9 M Class C Splice – Uncoated (Top Bars)...........................................................15-10 N Class B Splice – Epoxy Coated (Not Top Bars) .............................................15-10 O Class B Splice – Epoxy Coated (Top Bars)....................................................15-10 P Class C Splice – Epoxy Coated (Not Top Bars) .............................................15-11 Q Class C Splice – Epoxy Coated (Top Bars)....................................................15-11 R Length of Splices for Compression Bars ........................................................15-11 15-2 Approximate Reinforcement Cost Comparison ..............................................15-16 15-3 Expected Service Life.....................................................................................15-17 15-4 Hooks for Galvanized Bars.............................................................................15-19 - Precision for Estimate of Quantities .................................................................16-2 19-1 Current Bridge Standards.................................................................................19-9 19-2 Bridge Rehabilitation vs. Replacement Worksheet ........................................19-13 19-3 Concrete Cracking Treatments.......................................................................19-15 20-1 Bridge Plan Technical Progress Reviews.........................................................20-4

xvii

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)

xix

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 Division’s 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

January 2008 1-1

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 Specifications–2007 or the New York State Department of Transportation Standard Specifications for Highway Bridges–2002. 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.


1-2 January 2008

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 Edition–2007, together with the “LRFD Blue Pages” constitute the NYSDOT LRFD Bridge Design Specifications–2007. The adoption of these specifications continues a process in which NYSDOT has been transitioning from the NYSDOT Standard Specifications for Highway Bridges–2002 to full adoption of the LRFD specifications. The NYSDOT Standard Specifications for Highway Bridges–2002 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 Federal-Aid 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 Bridges–2002 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 Bridges–2002 for the design of buried structures unless approval to use the LRFD specifications has been granted by the Deputy Chief Engineer (Structures).

Introduction

January 2008 1-3

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 2-1

Section 2 Geometric Design Policy for Bridges

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 aid-funded-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).

1 Refer to the NYSDOT Project Development Manual Exhibit 4-2 for the Approval Matrix for projects on the NHS.


2-2 April, 2006

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.

Geometric Design Policy for Bridges

April, 2006 2-3

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

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.


2-4 April, 2006

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 Chapter 18 of the Highway Design Manual.

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.


January, 2008 2-5

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.

2-6 April, 2006

Facility Carried by the Bridge

Type of Bridge Work No Planned Improvement Planned Improvement

Interstate All Full approach roadway width, but not less than the AASHTO’s 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 AASHTO’s 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.

Rural Arterial

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

Full width of planned roadway. If on the NHS, HDM Chapter 2 roadway widths shall be met with the exception of long bridges. A minimum 1.2 m shoulder applies to long bridges (over 60 m in length).

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.

Minor Arterial (Non-NHS)

Rehab

Match approach traveled way with shoulders not less than 0.6 m on each side. Where cost-effective, match approach roadway section.

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).

New Replace Urban Arterial

Rehab

Full approach roadway width. If on the NHS, HDM Chapter 2 roadway widths shall be met.

Full width of planned roadway. If on the NHS, HDM Chapter 2 roadway widths shall be met.

New

Replace

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. Rural Local and

Collector Road and Street

Rehab

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.

New

Replace

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. Urban Local and

Collector Road and Street

Rehab

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.

Pedestrian 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


April, 2006 2-7

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.


2-8 April, 2006

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.


April, 2006 2-9

Figure 2.1 Curved Alignment Layout


2-10 January, 2008

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 All routes on the Interstate System. C 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.

C 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 Parkways. C Portions of the New York State Thruway, I-90, and I-190 (See Appendix 2C.) C 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. Cohen’s 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.

January, 2008 2-11

Highway System Crossed

Type of Work on Bridge

Over Highway

Functional Classification / Designation3 of Highway

Crossed

4.9 m Exemption

Vertical Clearance

Minimum Desirable Nonexempt 4.9 m 5.05 m

Interstate NHS

New, Replacement & Rehabilitation w/structural deck replacement

Rural Freeway, Urban Freeway where there is no designated route, or part of the 4.9 m designated route for urban area. Exempt 4.3 m or

existing, whichever is greater

4.45 m or existing, whichever is greater

Urban Freeway Principal Arterial not part of the 4.9 m designated route for that urban area.

N/A 4.3 m or existing, whichever is greater

4.45 m or existing, whichever is greater

Rehabilitations w/o structural deck replacement

All N/A 4.3 m 4.45 m

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

New, Replacement & Rehabilitation w/structural deck replacement 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

NHS Parkways (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

Rehabilitations All (except Region 10 Parkways north of Route 27)

N/A 4.3 m 4.45 m

w/o structural deck replacement

Parkways in Region 10 north of Route 27

N/A 3.8 m 3.95 m

New, Replacement & Rehabilitations w/o vertical clearance posting

All N/A 4.3 m 4.45 m

Non-NHS Rehabilitation w/ vertical clearance posting

All N/A As approved by Regional Director

N/A

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. Cohen’s 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


2-12 January, 2008

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 NYSDOT’s “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:


April, 2006 2-13

C 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.

C 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.


2-14 January, 2008

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.)


April, 2006 2-15

Figure 2.2

Schematic of a Median Berm


2-16 April, 2006

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 Transportation’s 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 Chapter 8 of the Highway Design Manual.

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)


April, 2006 2-17

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 AASHTO’s 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.


2-18 April, 2006

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.


April, 2006 2-19

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 owner’s 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 owner’s 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.


2-20 April, 2006

Figure 2.3 – Typical Canal Channel Sections


April, 2006 2-21

Figure 2.4 Canal Pier Details


2-22 January, 2008

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).


April, 2006 2-23

Figure 2.5 Railroad Clearance Diagram

*Check individual RR for acceptance of the clipped corners


2-24 January, 2008

Notes:

1. This detail applies for multiple track installations on a tangent. 2. This detail also applies to new track installation constructed simultaneously with new

structure construction. 3. W.P.1 is a working point used to establish the shoulder break length as shown in

Figure 3.1. 4. 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.

5. 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.

6. 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)


April, 2006 2-25

Notes:

1. This detail also applies to multiple track installations on a tangent. 2. W.P.2 is a working point used to establish the shoulder break length as shown in

Figure 3.1. 3. 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.

4. 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.

5. 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



2-26 April, 2006

Notes:

1. This detail also applies to multiple track installations on a tangent. 2. 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.

3. Ditching through the structure area shall meet and match adjoining existing drainage ditches for both alignment and profile.

4. 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.

5. 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



January, 2008 2-27

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

Cut−Heavy 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 Bridges−A 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.


2-28 January, 2008

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.


January, 2008 2-29

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 State-owned 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 Interstate or equivalent highways with very high Average Daily Truck Traffic (ADTT). Very high ADTT can generally be taken to be over 10,000.

C Interstate or equivalent highways where it is anticipated that the temporary structures will be in service longer than one year.

C 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.


2-30 January, 2008

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.


January, 2008 2-31

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.


2-32 April, 2006

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.


January, 2008 2-33

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


2-34 April, 2006

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


April, 2006 2-35

Figure 2.12 Banking Details for Bridge Decks

(Break-Back Option Shown – See HDM Figure 3-5 for Full Bank Option)

January 2008 2A-1

Appendix 2A Bridge Roadway Width Tables

The tables included in the following two pages have been derived from Chapters V and VI of AASHTO’s 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.


2A-2 January, 2008

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. AASHTO’s 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.

b For bridges in excess of 30 m in length the minimum width of traveled way plus 1 m on each side is acceptable.

Bridge Roadway Width Tables

January, 2008 2A-3

Table N

Maximum Width of Traveled Way and Shoulder (Non-NHS) (Local and Collector Roads)

Design Volume (veh/day)

Under 400

400 to 1500

1500 to 2000

Over 2000

Design Speed (km/h)

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

- Width of Shoulder on Each Side of Road (m) a

All Speeds 1.2 b 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.

b Per HDM Chapter 2, Table 2-5, a 1.2 m shoulder is required where barrier is utilized.


2A-4 April, 2006

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.

b 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.

Bridge Roadway Width Tables

April 2006 2A-5

Figure 2A.1 Usable Shoulder Details

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


2B-2 April, 2006

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.

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

C 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 Carried Feature Crossed Vertical Clearance Thruway

Milepoint

Metric 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 5510150 CR48 Buckley Rd 90IX 4.3 m 14'-2" 0028304


33 5510190 CR47 Morgan Rd 90IX 4.3 m 14'-1" 0028522


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 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 O’Brien 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


2C-14 April, 2006

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

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 FHWA’s 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 Command-Transportation Engineering Agency (SDDCTEA)1 during preliminary design, prior to requesting FHWA’s 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 Group’s 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 Command–Transportation Engineering Agency. In 2004, the name was changed to the Surface Deployment and Distribution Command–Transportation 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

Required Coordination with the Department of Defense

SAMPLE LETTER

State of New York

Department of Transportation Albany, N.Y. 12232

http://www.dot.state.ny.us Thomas Madison, Jr. George E. Pataki Commissioner 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

http://www.dot.state.ny.us/


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 e-mail should be sent to [email protected]. Sincerely WILLIAM S. BROWN Regional Design Engineer WSB:bb bcc: Robert Arnold, Division Administrator Director, Design Quality Assurance Bureau, 50 Wolf Road, POD 23

2D-4 April, 2006


MEMORANDUM

U.S. Department of Transportation Federal Highway Administration

Subject: ACTION: Vertical Clearance, Interstate

System Coordination of Design Exceptions

Date: August 15, 1997

From: Associate Administrator for Program Development

Reply toAttn 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 Interstate-to-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


April, 2006 2D-7

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 202-366-1332, or Robert C. Schlicht at 202-366-1317.

/s/ Thomas J. Ptak

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' ☐ 3' to 5' ☐ over 5' ☐

April, 2006 2E-1


2E-2 April, 2006

(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 ☐ No ☐

(6) Does the existing bridge have navigation lights?

Yes ☐ No ☐

(7) Does secondary lighting in the area provide a clear definition of the navigable channel and bridge opening?

Yes ☐ No ☐

(8) 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.

April, 2006 3-1

Section 3 Planning New and Replacement Bridge Types

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 Project Objectives C Design Criteria C Feasible Alternates C 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?

C Is the roadway alignment a problem? (e.g., accident history, nonstandard features)

C Is an adequate roadway section provided?

C What is the condition of the bridge?

C Could it be a highway improvement project only or should bridge work be included?

C Does the bridge provide an adequate opening for the feature it crosses (i.e., waterway, roadway, railroad)?

C Can the existing bridge be widened? Should it be widened based on its condition?

C Can part or all of the bridge be retained? If so, for how many years?

C What input is the community providing (e.g., historical, maintenance of traffic, utilities, and aesthetic treatments)?

C What preliminary cost estimates are available?

C When can the work be scheduled?


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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 Short-Term Repair C Long-Term Rehabilitation C Replacement

3.2 Preliminary Engineering

During the preliminary engineering process, any structure(s) within the limits of the project must be assessed with regard to:

C The load carrying capacity of the existing structure(s). C The expected remaining life of the structure(s). C 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.)?

C How can traffic be maintained during construction?

C How will a new bridge differ from the old? Should it be longer or shorter? Should it be wider or narrower?

C What procedures are different between a rehabilitation project and a replacement project?

C Does the site require any special construction considerations?

C 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.

Planning New and Replacement Bridge Types

January, 2008 3-3

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 Bridge Data Sheet - Part 1 - Must be completed for all structures. C 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 Structure’s 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 bridge’s 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 Structure’s 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


3-4 April, 2006

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 Basic Flood

Design Flood

Recurrency Interval (yrs) 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 Four-Sided 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.


April, 2006 3-5

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.)


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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 device’s 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


April, 2006 3-7

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.


3-8 January, 2008

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.


January, 2008 3-9

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. Non-prismatic 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-in-place, 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.


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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.


January, 2008 3-11

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

2 1.0 : 1.0 *0.90 x 1.0 span 27.5 30**

3 0.75 : 1.0 : 0.75 *0.85 x 1.0 span 27.5 30**

4 0.80 : 1.0 : 1.0 : 0.80 *0.75 x 1.0 span 27.5 30**

5 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


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C 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.


April, 2006 3-13

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.

C Treatments such as high abutments with large reveal heights for form liner, masonry or brick treatments.

C 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.


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C 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.

C 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.

C 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.

C 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:

C Location with respect to the new bridge - Do the boring locations allow the designer to confidently perform a preliminary foundation assessment?

C 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?

C Number of borings taken - Are there enough borings to extrapolate information? What if long walls are anticipated?

C 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?

C 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.

C Unless founded on rock, all structures crossing water shall be supported on piles or have other positive protection to prevent scour of the substructure.

C The minimum length of pile to be considered is 3 m.


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C 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.

C 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:

C Two piers close to each shore line may be more hydraulically efficient and economical to build than one deep water pier.


3-16 April, 2006

C 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.

C 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.

C 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.

C 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.


April, 2006 3-17

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:

C Off-Site Detour C Stage Construction C Temporary on-site detour bridge. C 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).


3-18 April, 2006

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

C 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.

C Show staging details for old and new pier(s) in each of the appropriate cross-sectional views.

C 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.

C A dashed line should also be used to indicate temporary barrier and its location.

C Identify all temporary and permanent utilities in the appropriate stage.

C 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.

C 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.


April, 2006 3-19

C 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.

C 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.

C 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.

C 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:

C 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.


3-20 April, 2006

C 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.

C 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.


April, 2006 3-21

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:

C Value Engineering C Conceptual Plans only C 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 Governor’s Environmental Initiative of 1998 re-emphasized the importance of assuring a project’s 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 Governor’s initiative requires that the Department’s 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 Department’s steadfast environmental ethic.


3-22 April, 2006

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.


April, 2006 3-23

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 enhancement’s 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 Department’s environmental ethic. It is the designer’s responsibility to integrate this ethic into a project’s 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 Department’s number one priority and any project enhancements must conform to that priority.


3-24 April, 2006

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.

C Plan View C Elevation View including a section of the feature being crossed C Transverse Bridge Section including the type of pier, where appropriate C Profiles C Typical Section(s) of the Bridge Approach(s) C 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 C Plan view of the finished structure with the general features of the existing bridge

shown dotted C Full elevation view of the new structure C Hydraulic Summary Table/Detour Opening Note C Appropriate Highway Curve Data Table C 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.

C Full Transverse Section of the New Structure (showing a pier type where appropriate) C All necessary profiles with banking details C A detailed banking diagram of the bridge deck if it is in transition C 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.

C Typical Approach Section showing the approach slab, railing transition details, and wingwall or retaining wall treatment where appropriate.

C Special elevation views to show the treatment of wingwalls, slopes, etc.(as required).


January, 2008 3-25

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 8½ x 11 paper and included with the preliminary plan. (See Appendix 3G.)

3.12 Structure Justification Report

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 3A-1

APPENDIX 3A BRIDGE DATA SHEET – FOR ALL STRUCTURES NEW YORK STATE DEPARTMENT OF TRANSPORTATION

Approved By: , Regional Structures Engineer, Region Date: (Approval should be via e-mail from the Regional Structures Engineer ) DESCRIPTION 1. PIN: 2. BIN: 3. Project Description: 4. County: 5. Town: 6. 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 % f. Projected Traffic Year g. Projected AADT 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 f. Minimum Vertical Clearance Required (See Bridge Manual Section 2) 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. Structure Description: 9. Original Construction Contract No.(s)

(Information can be found in WINBOLTS Report)

10. Type of structure, span, and skew

(Information can be found in WINBOLTS Report)


3A-2 January, 2008

11. Are plans available? Do they accompany

submittal?

12. 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. Do any of these utilities need to be kept in service during construction?

b. 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:

Bridge Data Sheet – Part A

January 2008 3A-3

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 project’s 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. Should weathering steel be used? b. Should drip bars be used? c. Should all or a portion of the substructure concrete be cleaned? d. Should the steel be painted? e. 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 Department’s 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.


3A-4 January, 2008

File Name Location - Folder In ProjectWise 1.) Geometry Project (Alg) Feature Horizontal Vertical Superelevation A.) Existing-Over N/A " Under N/A " Additional N/A " Additional N/A " Additional N/A B.) Proposed-Over " Under " Additional " Additional " Additional C.) Detour File Name 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.

Bridge Data Sheet – Part A

January 2008 3A-5

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. (Information can be found in WINBOLTS Report) 33. Plans of the existing bridge - preferably "As Builts" (Many As-Built drawings are now available on the P:Drive @

P:\Office of Engineering\Design\MO_RecordPlans\As-Built Contract Plans) 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

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 ________ Scour _________ Structure Damage __________

b.

Does the waterway carry debris? What problems have been created by debris?

Light ______ Medium ____Heavy ________

Blockage ______Scour _______ Structure Damage ________ 4. 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:*

5. 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. 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? 11. 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

16. Has water ever over topped the structure?*

Describe

Has water ever over topped the structures approaches?*

Describe

If so, to what elevation? What Date 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

April, 2006 3B-4

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

Appendix 3C Project Monitor Sheet

Project Monitor (Target Dates)

P.I.N.____________

HYDRAULIC ANALYSIS

DESIGN PHASE (6-7 MONTHS)

C. G. PERMIT

SIT

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EV

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FIN

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30 DAYS 60 TO 90 DAYS 30 DAYS 30 DAYS 60 DAYS 30 DAYS

DA

TE

DA

TE

DA

TE

DA

TE

DA

TE

DA

TE

DA

TE

DA

TE

PRELIMINARY PLAN STAGE DESIGN AND DETAIL STAGE

PROGRAMMED ________________ CHECKED___________ ______________________________________ HYDRAULICS_________________ FOUNDATIONS________ ______________________________________ COMMENTS _____________________________________ ______________________________________ ______________________________________ ______________________________________ ______________________________________ ______________________________________ ______________________________________ ______________________________________ ______________________________________ ESTIMATED COMPLETION DATE (ECD)

April, 2006 3C-1

April, 2006 3D-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.


3D-2 April, 2006

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 Plan view (1:250) showing bridge centerline and features crossed C Substructure locations (existing and proposed) C Span lengths

Preliminary Plan Development

April, 2006 3D-3

C Elevation view (1:250) or larger C Minimum clearances (horizontal & vertical) C Full transverse sections of proposed bridge including proposed staging

details (if applicable) and utility locations (if applicable) C Existing contours C Existing & proposed boring locations C Profile of all roads and/or railroads, including banking diagrams* C Horizontal alignment data *Included in Design Approval Document (if available)

b. 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 Superstructure type, configuration, materials C Substructure type, foundation constraints (if known) C 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 M&PT requirements C Utilities C Design exceptions due to nonstandard features (e.g., sag curve and crest

curve) C Brief narrative of existing hydraulic conditions at the site (e.g., ice, debris) C Subsurface soil conditions, type of foundation, and type of temporary

sheet piling/lagging system (if required) C Any special features (e.g., aesthetic treatments) C Anticipated construction problems C Construction cost estimates C Structure alternates eliminated from selection C Reasons for barrier/railing type selected C Reasons for alternate selected C A determination whether the structure is innovative or unusual.

c. 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


3D-4 April, 2006

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.


April, 2006 3D-5

For a complete review, the following items are required:

C Structure Study Plan C Structure Justification Report C Preliminary Cost Estimate C Bridge Site Data

Soil Boring Logs Bridge Data Sheets Part I (Items 1-26) Part II (Items 1-29)*

C Preliminary Hydraulics Summary and Data Table* C Design Approval Document C 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 8½ 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 Plan view including controlling clearances and dimensions C Full transverse section of the proposed structure with elevation view of a

proposed pier C Sections of approach treatments


3D-6 January, 2008

C Profiles of over and under features and banking diagrams C Stream profile and sections (only if relocating the stream) C Hydraulic Box including temporary structure note C Staging details showing bridge sections including maintenance of traffic

stages and new construction stages C *Notes regarding design specifications C *Proposed foundation treatment C *Disposition of utilities C *Special conditions that may apply C *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. Complete Preliminary Plan Checklist (See Appendix 3F).

5. 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.


January, 2008 3D-7

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.

Distribution of Approved Preliminary Plan

(Internal and External)

Hydraulic Justification

Report

Collect Support

Data

Prepare Structure

Study Package

Perform In-Progress Technical Review

Complete PreliminaryStructure

Plan Package

PreliminaryPlan

Package Review

PreliminaryPlan

Approval

Hydraulic Analysis

Hydraulic Summary &

Table

Design

Approval

Prepare Advance

Detail Plans

Preliminary Foundation

Recommendations

Foundation Design Requirements (FDR)

Report

*Structure Study Plan *Structure Justification Report *Preliminary Cost Estimate *Hydraulic Criteria

PRELIMINARY BRIDGE PLA N DEVELOPMENT FLOW CHART NEW AND REPLACEMENT BRIDGE PROJECTS

This flow chart is the same, regardless of designer and/or hydraulic engineer

*Structure Justification Report*Preliminary Structure Plan *Preliminary Cost Estimate *Hydraulic Justification Report

Site Data

3D-8

April, 2006

April, 2006 3D-9

Site Data Received &Reviewed by

PDU R1-10

Design Decision(Director/Asst Dir

SDB) By PDU

PDU Coordinates with; GEB, Bridge Foundation

Unit, Hydraulics,

Coast Guard, Railroad

Layout & Design by Design. √ by PDU

In-Progress Technical Review 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

By SDB

PDU DistributesPDU 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

Abbreviations DCES – Deputy Chief Engineer Structures GEB – Geotechnical Engineering Bureau DSB – Design Services Bureau PDU – Project Development Unit RDE – Regional Design Engineer RSE – Regional Structures Engineer

○PDU notifies Asst. Dir. SDB that Site Data is received ○PDU assures completeness and conformance to Design Criteria represented in the project’s 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.

○PDU maintains a database that contains both basic and unusual project features, and allows “sorting” for future reference.

○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.

Incorporate comments and prepare Final Preliminary Plan Package (See NYSDOT Bridge Manual –

Appendix 3D 4.a-d)

Submit for “approval”:Through: Unit Head PDU → Asst. Dir. SDB →Dir. SDB

To: DCES for Approval

Develop Structure Study Package

(See NYSDOT Bridge Manual –

Appendix 3D 2.a-d)

Develop Structure Study Package

(See NYSDOT Bridge Manual –

Appendix 3D 2.a-d)

In-House Preliminary Bridge Plan Preparation Sequence

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


3E-2 April, 2006

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.

January, 2008 3F-1

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.


3F-2 January, 2008

□ 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. or

b. Indicate and identify proposed channel width, alignment as solid lines. c. Identify direction of stream flow, or ebb and flow of tides and edge of water. d. Indicate and identify stream bank protection, showing limits by stations or

dimensions. e. Indicate spur dikes, if necessary.

□ 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.

April, 2006 3F-3

□ 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. Indicate section but not dimensions of under roadway. Identify as existing, proposed, and future.

b. Indicate and identify ℄ or H.C.L., station line, T.G.L. and point of rotation of under roadway.

c. Identify cross slopes of under roadway. d. Identify minimum horizontal clearances and indicate guide rail, where

required. e. Identify minimum vertical clearance over travel lane or usable shoulders. f. Indicate and identify type and thickness of slope protection. g. Indicate and identify "deflection berm" or safety slopes, if required, at piers

and abutments. □ For Structures over Streams:

a. Indicate and identify the theoretical or actual bottom angle width or channel width at the controlling elevation.

b. Indicate and identify slope protection. c. Identify Design High Water Elevation at bridge or Maximum Navigable and

Normal Pool elevations, where applicable. d. Indicate and identify minimum freeboard above Design High Water elevation,

or vertical clearance over maximum navigable pool elevation. e. Indicate and identify navigation lights where applicable. f. Indicate stone fill at piers where required, i.e., around the footing, inside the

cofferdam, etc. g. Provide navigation channel dimensions. h. Show pier impact protection details and locations of rub rails or dock fenders,

where appropriate. □ For Structures over Railroads:

a. Indicate all pertinent track dimensions not shown in plan. b. Indicate and identify min. vertical clearance over railroad clearance point. c. 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-4 April, 2006

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. Show profile for rail that controls vertical clearance. b. Specify top of existing and/or top of proposed rail as appropriate. c. Specify track number and identify which rail is being plotted.

□ For stream relocation identify T.G.L. as bottom of dish.

Structures Preliminary Plan Checklist

April, 2006 3F-5

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.

January 2008 3G-1

Appendix 3G Preliminary Plan Sheet Notes

1. GENERAL NOTES:

2. DESIGN SPECIFICATIONS: NYSDOT LRFD BRIDGE DESIGN SPECIFICATIONS.

3. CONSTRUCTION AND MATERIALS SPECIFICATION: NYSDOT STANDARD 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 ABUTMENTS: PIERS: or

12. TOP OF FOOTING ELEVATIONS - (FOR ROCK)

13. ESTIMATED COSTS TO BE INCLUDED IN BRIDGE ESTIMATE:

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 $____________


3G-2 April, 2006

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.

Preliminary Plan Sheet Notes

April, 2006 3G-3

31. HYDRAULIC INFORMATION:

32. WATER ELEVATIONS @ APPROACH: XX M D.H.W. X.XXX± O.H.W. X.XXX± O.W. X.XXX± L.W. X.XXX± (FROM TABLE)

33. STREAM VELOCITY FOR TWO-YEAR FLOOD XX.X m/s

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.


3G-4 April, 2006

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 IN–STREAM 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.


April, 2006 3G-5

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.


3G-6 April, 2006

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).


April, 2006 3G-7

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.


3G-8 April, 2006

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.


April, 2006 3G-9

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.)


3G-10 April, 2006

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

BEARING CAPACITY ________ kPa

COEFF OF FRICTION ________ kPa

January 2008 3H-1

Appendix 3H Structure Justification Report

STRUCTURE JUSTIFICATION REPORT

P.I.N: B.I.N.: TITLE: PS&E: DATE: COUNTY: SITE DATA RECEIVED: 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 YES: (specify) NO:

COMMENTS & ALTERNATIVES:1

1(See Appendix 3D.2.b for information about factors that should be considered.)


April, 2006 3H-2

STRUCTURE JUSTIFICATION REPORT P.I.N: B.I.N: PAGE: COMMENTS CONT’D:

Signature/Title:_____________________________ Date:______________________________________

Section 4 Excavation, Sheeting and Cofferdams

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 When they are used. C Who is responsible for the design. C 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 The excavation is made entirely in stable rock; or C 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

Excavation, Sheeting and Cofferdams

It is the Department’s 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 designer’s 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. Today’s 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 Location C 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 Department’s 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 Location of the excavation support system placement. C 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


April 2006 4-5

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 Plan location of the sheeting placement C 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.

C Minimum section modulus for the sheeting C 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) COHESION

(kPa)

WALL FRICTION

ANGLE (Degrees)

0 0 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


4-6 April, 2006

material and of any acceptable species. It shall be free of any defects that may impair its strength or tightness.


C Plan location of the sheeting placement 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

C Minimum cross section (use actual dimensions) and stress grade for the timber C If required, minimum cross section (use actual dimensions) and stress grade for the

timber of wales and bracing C 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.



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 Payment lines. B Location of wales or bracing, if required.

C Minimum section modulus for the sheeting C If required, minimum section modulus of wales and size of bracing C Show the same table used for Interim Steel Sheeting (Section 4.6.1).


April 2006 4-7

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.



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 Payment lines. B Location of wales or bracing, if required.


timber of wales and bracing C Show the same table used for Interim Steel Sheeting (Section 4.6.1).

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.



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.

C Minimum section modulus for the sheeting C If required, minimum section modulus of wales and size of bracing C 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.


4-8 April, 2006

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 is to be shown on the Contract Plans:


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


timber of wales and bracing C 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.

4.9 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.


April 2006 4-9

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 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

C 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.


4-10 January, 2008

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-in-Charge, 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.

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.



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 Structure Excavation 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.

No

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.




N/A

Pay Unit Cubic Meter Cubic Meter Cubic Meter Linear Meter Cubic Meter Cubic Meter

4-11

4-12

SUPPORT AND PROTECTION SYSTEM REQUIREMENTS

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)

ITEM 552.16 Excavation Protection System

ITEM 206.01* ITEM 206.02* ITEM 206.03* ITEM 206.04* Trench, Culvert and Structure Excavation

Intended Use: Provide excavation support. To remain in place to function as a structure.

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

Provide temporary excavation support. When no longer needed as support, is cut off and left in place.Example: Wall within embankment for staged construction.

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.

Included in these items is the protection necessary to ensure safety of workers.

Designed By: State/Consultant State/Consultant State/Consultant Contractor Contractor

Materials: Steel: New Timber: Any acceptable species free of defects.

New or used New or used New or used sheeting, shoring, trench box, or shield; other pre-engineered support system

Anything meeting the requirements of OSHA.

Final Status: Left in place Removed or left in place with Engineer’s approval.

Left in place after use, but cut off to elevation shown/stated on plans.

Removed or left in place with Engineer’s approval.

Removed after use.

Layback Option Available:

No No No No Yes

De-Watering Included:

No: Included in excavation item.




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.

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.

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)//Bracing size (if required)// Soil parameters table//Groundwater elev. //Pertinent notes//Cut-off elevation.

Location Typical Section - If used for pipe installation.

Location Typical Section showing payment lines when situation not covered by Standard Sheets.

*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: Contractor’s NYS Professional Engineer Contractor’s 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.

New or used timber or steel sheeting, impermeable earth-filled bags, precast concrete, commercially designed system.

New or used timber or steel sheeting, impermeable earth-filled bags, precast concrete, commercially designed system, such as a Portadam.

Pay Unit: Each Each 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

January, 2008 5-1

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.


5-2 January 2008

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 7½ inch (190 mm) deck with uncoated reinforcement and a 1½ 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 3¼ inches (83 mm) and the total deck thickness was increased to 9¼ 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 2½ inches (64 mm) and the total deck thickness to 8½ inches (216 mm). In 1992, because of renewed concerns about chloride penetration and deck durability, the top cover on the reinforcement was increased to 3½ inches (90 mm) and the total deck thickness to 9½ 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.

Bridge Decks

January 2008 5-3

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 21 MPa (Class HP concrete) Thickness 240 mm Cover on Top Steel 75 mm Cover on Bottom Steel 35 mm

5.1.3 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

C 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 two-course 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.


5-4 January 2008

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:

C 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.)

C The maximum center-to-center spacing of the girders is 3.3 m and the minimum spacing is 1.5 m.

C 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.

C 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).

C The supporting components are made of spread steel or concrete I-girders.

C 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.

C 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.

C 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.

C 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°.

Bridge Decks

January 2008 5-5

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.

C 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°.

C The top and bottom mats of reinforcement are epoxy coated or galvanized.

C 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.

C The longitudinal bars of both mats shall be placed on top of the transverse bars.

C 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.

C 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.

C 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.

C For skew angles greater than 30° the transverse bars shall be placed normal to the girders.

C 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.

C 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.


5-6 January 2008

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 designer’s 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.

Bridge Decks

January 2008 5-7

Table 5-2 Traditional Deck Slab Reinforcement


5-8 January 2008

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 Contractor’s 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.

Bridge Decks

January 2008 5-9

If the structure is designed by a Consultant, a task for checking the fascia girder for the actual construction loads calculated by the Contractor’s 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


5-10 January 2008

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.

Bridge Decks

January 2008 5-11

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.

DESIGN HAUNCH DEPTH S. ABUT. (m) PIER (m) N. ABUT. (m) G1 0.093 0.131 0.099 G2 0.131 0.125 0.087 G3 0.098 0.140 0.087 G4 0.107 0.134 0.096 G5 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


5-12 January 2008

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).”

Bridge Decks

January 2008 5-13

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.


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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.

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January 2008 5-15

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.


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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)

Bridge Decks

January 2008 5-17

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 bridge’s 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.


5-18 January 2008

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.

Bridge Decks

January 2008 5-19

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.


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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.

Bridge Decks

January 2008 5-21

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.

C The deck or approach slabs are in a location where vehicles regularly queue regardless of distance from a traffic control device.

C 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).

C The deck or approach slab is ≤150 m before an exit ramp, as measured from the initiation of the taper for the deceleration lane.

C The deck or approach slab is ≤150 m after an entrance ramp, as measured from the terminus of the taper for the acceleration lane.


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C The deck or approach slab is located on an entrance or exit ramp.

C Any location where the ratio of wet weather accidents to total accidents is greater than the state average for the same facility type.

Traffic Location Aggregate Type

High Volume 1 Downstate 2 Type 1

Upstate 2 Type 2

Low Volume 1 All Type 3

1“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. 2 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 5-23

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:

C Approach slabs must be used. See Section 13 of this manual for appropriate details.

C Maximum skew of 30° at the expansion end. It is difficult for the slab to slide over the backwall when the skew exceeds 30°.

C 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.

C Maximum skew of 60° at the fixed end.

C 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.

C On a curved girder bridge, jointless deck details may be used at the fixed end.

C 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.)

C 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.

5.3 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


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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 designer’s 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 designer’s 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.

Bridge Decks

January 2008 5-25

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.

C Maximum spread depth is 10 mm less than the curb height.

C 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.

C 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.


5-26 January 2008

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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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.


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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).

C Likelihood that traffic will have to traverse the joint.

C The existence of a raised or flush median.

C 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.

April, 2006 6-1

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 FHWA’s 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.

C 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.

C 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.

C Combination Railing - A bicycle or pedestrian railing system added to a traffic railing or concrete barrier system.

C Vertical Faced Concrete Parapets - a traffic barrier system of reinforced concrete, usually used adjacent to a sidewalk.

C 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 Texas-type Barrier.

C 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.


6-2 April, 2006

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 PL-1 TL-4 PL-2 TL-5 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.

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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.

TL-2(Less than 500 AADT)

TL-2(Less than 1500 AADT)

TL-2(Greater than 1500 AADT)

TL-4

TL-5 and Controlled Access Interstate

Controlled Access Non-Interstate

1. Thrie Beam (BD-RL1)

2. Steel Two-Rail Curbless (BD-RL3)

3. Steel Three-Rail Curbless (BD-RS1)

4. Steel Four-Rail (BD-RS1)

5. Steel Five-Rail Curbless (BD-RS3)

6. Steel Two-Rail with Brush Curb (BD-RS2)

7. Timber Two-Rail (BD-RT1)

8. 864 mm Safety Shape (BD-RC1)

9. 1.07 m Single-Slope (BD-RC11)

10. 1.07 m F-Shape (BD-RC15)

11. 1.07 m Vertical Parapet (BD-RC2)

12. 1.07 m Texas-Type (BD-RC8)

1. Steel Two-Rail Curbless (BD-RL3)





6. Timber Two-Rail(BD-RT1)



9. 1.07 m F-Shape (BD-RC15)








6. 1.07m Single-Slope (BD-RC11)














1. 1.07 m Single-Slope [CIP and slipform options only] (BD-RC11)




3.1.07 m F-Shape (BD-RC15)

Table 6-1 Railing and Barrier Selection Table

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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 F-Shape 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 barrier’s 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.


6-6 January, 2008

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.

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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.


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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 Contractor’s 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 Department’s 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.

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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


6-10 April, 2006

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 designer’s 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.

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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:


6-12 April, 2006

C Bridge Superstructure Widening (Consider widened portions only)

C Superstructure Replacement

C Complete Deck Replacement (Thru-girder, truss, P/S box beam and other unique bridges need special consideration)

C Bridge Railing Replacement Contracts

C 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 short-term 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

C Asphalt Overlay Projects

C Bridge Curb Replacement/Repair/Modifications

C Extensive Sidewalk and/or Concrete Work (involving railing anchorage)

C 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 structure’s 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 curb’s 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 curb’s face is within 225 mm of the face of rail. If the existing

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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?

C Relative to project cost and the Region’s budget, the impact of addressing the bridge railing and safety walks.

C 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.

C 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.


6-14 April, 2006

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 bridge’s 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:

Bridge Railing

April, 2006 6-15

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

C Joint Repair/Replacement

C Bearing Repair/Replacement

C Striping

C Steel Repair (Impact Damage, Localized Corrosion, etc.)

C Scour Work

C Sign Projects

C Navigational Light Repair/Installation

C Preventive Maintenance Work (Cyclic Work to Reduce Deterioration)

C 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 TL-2 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.


6-16 January, 2008

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:

C Transitions requiring connections between existing bridge rail and existing highway rail.

C Transitions requiring connections between existing bridge rail and new, upgraded bridge rail or between existing bridge rail and existing truss members.

C Unique and complex end transitions.

C 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.

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 11⁄8 inches above the tested rails for a six inch curb, and 41⁄8 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


6A-2 April, 2006

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.”

Appendix 6B Railing Treatments on Rehabilitation Projects

Yes No

No Yes

Consider Work Strategy

Monodeck Project (Long Term > 10 Yrs)

Meets NCHRP 230

Long Term Project (> 10 Yrs)

Must Upgrade/Replace OR

Must Justify Retaining

Must Upgrade/Replace AND

Modify Deck Overhang (If Necessary)

Evaluate for Upgrade/ReplaceOR

Defer to Future Project

May Retain

Curb to Rail Face < 225 mm

Short Term Project (≤10 Yrs)

Remove Safety Walk OR

Blockout Railing

Consider Warrants

April, 2006 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:

C Unit weight of the utility (assuming all ducts or carriers are full).

C Maximum allowable span of the ducts or pipes.

C Type of expansion system.

C Desired support details.

C 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:

C In the sidewalk for small diameter ducts carrying telephone, electrical or cable television lines. No more than six 64-mm ducts shall be used.

C In the bays between main longitudinal members or in a void created by spreading adjacent prestressed concrete box beams under a sidewalk.

C A maximum of two 64-mm conduits may be carried in a concrete traffic barrier.

C On a utility ledge or outrigger (preferably on the downstream side).

C Attached to the fascia (preferably on the down stream side).

C In the voids of closed box bridge members.

C 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:

C Utilities are not allowed on an existing bridge if the load rating would be reduced below the legal limit.

C The plans must fully detail the utility installation.

C The utility (and all supports) must be above the bottom of the superstructure.

C The utility should not be attached to a railing.

C Utilities shall not be hung from the structural slab.

C No welding is permitted to connect utility hangers to existing structural steel.

C Thermal movements must be accommodated by:

B Utility expansion devices located at bridge deck expansion joints (at both abutments for bridges with integral abutments), or

B Supporting the utility on a system of rollers so it moves independently of the bridge, or

B A combination of the above.

C The utility shall be marked with the carrier contents.

C Water and sewer lines shall either:

B Have welded or restrained joints, or B Be cased for the length necessary to prevent liquid from falling on the

underlying highway or railway.

C 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.

C The design and placement of utility supports should consider the need to inspect, paint and otherwise maintain the bridge.

C 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.)

C 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.

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Utilities

April, 2006 7-3

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:

C Providing and installing the carrier.

C Providing and installing the hanger system.

C The cost of any extra diaphragms or cross members needed to support the utility.

C 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 Department’s 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.

C 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.

C 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.

C 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 engineer’s estimate shares is found in the Highway Design Manual, Chapter 21, Section 21.5.

January, 2008 8-1

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:

C Strength Limit States - ensure strength and stability, both local and global. C Service Limit States - impose limits on stress and deformation. C Fatigue and Fracture Limit States - limit the liveload stress range under regular

service conditions. C 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.


8-2 January, 2008

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, three-dimensional 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.

Structural Steel

January, 2008 8-3

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 Bridges over low water crossings where the structural steel is less than 2.5 m over the ordinary water elevation.

C Marine coastal areas. C Industrial areas where concentrated chemical fumes may drift directly onto the

structure. C Bridges exposed to spray from adjacent waterfalls or dam spillways, or located in an

area of high rainfall, high humidity or persistent fog. C Areas where debris can collect and primary connections may be exposed to

roadway drainage (e.g., bottom chords of thru truss structures). C Any staining of substructure is unacceptable. C 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 (1⁄16 inch), if weathering steel is used. This will act as sacrificial section in order to achieve the intended service life.


8-4 January, 2008

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:

C 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.

C One or more girders can be eliminated from a bridge cross section. C The bridge requires a reduced superstructure depth, based on critical vertical

clearance issues, which cannot be accomplished without using HPS.

Structural Steel

January, 2008 8-5

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.

C 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.

C Shipping costs will increase because of the greater flexibility of the shipped units.

8.2.5 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.


8-6 January, 2008

Item 564.05XX, Structural Steel, L.S.

C New bridges and superstructure replacements. C Shop drawings reviewed by D.C.E.S.

Item 564.10nnnn, Structural Steel Replacement, KG

C Minor rehabilitation projects, with variable quantities due to unknown deterioration. C Secondary member repair/replacement, minor repair to primary members: (e.g.,

diaphragm replacements and replacement of primary member stiffeners and/or connection angles.)

C Quantities verified by the Engineer-In-Charge. C Shop Drawings reviewed by the Engineer-In-Charge. C Stock steel option is allowed.

Item 564.51nnnn, Structural Steel, KG

C Major rehabilitation contracts, with variable quantities due to unknown deterioration. C Primary member replacement or strengthening: (e.g., truss rehabilitations, girder

web and flange repairs, floor beam and stringer replacements, continuity retrofits and seismic retrofits).

C Quantities verified by the Engineer-In-Charge. C Shop Drawings reviewed by D.C.E.S.

Item 564.70nnnn, Structural Steel Replacement, Each

C Minor rehabilitation projects with known quantities. C Secondary member repair/replacement, minor repair to primary member

components: (e.g., diaphragm replacements, and replacement of primary member stiffeners and/or connection angles.)

C 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.

C Stock steel option is allowed.

Item 656.01, Miscellaneous Metals, KG

C Used for extraneous items (e.g., hand rails, metal floor grating, ladders). C 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.

Structural Steel

January, 2008 8-7

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:

C Load path redundancy. C Structural redundancy. C 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 two- and 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


8-8 January, 2008

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.

C Designers shall designate and provide a table of all fracture-critical members on the contract plans.

C Designers shall designate tension zones of all fracture-critical members on the contract plans.

C 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.

C 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.

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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 (mm²)) / 1000

Grade 345 and 345W steel:

kg saved ≥ 1.33 x (135 + (13.8 x cross sectional area of smaller flange (mm²))/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.


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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 Contractor’s 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 Bridges–2002, 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 Bridges–2002. 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.

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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 Rolled section C Rolled section with cover plate on bottom flange C Rolled section with cover plates on both top and bottom flanges C 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 Full-length cover plates. C 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.


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Figure 8.1 Cover Plate Connections

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8.5 Metal Thicknesses

An effort should be made to design and detail steel plate in the following thicknesses:

5 mm 16 32 60 6 18 36 70 8 20 40 10 22 45 12 25 50 Over 80 use 10 mm 14 28 55 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.


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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.

C Weathering steel applications (Painted or Unpainted) Mxx high-strength ASTM A325 (Type 3)

C 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 7⁄8 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 ¼ 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

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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

Minimum Size Fillet Weld (mm)* Material thickness of thicker part joined

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.


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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.

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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.


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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 8-19

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.

C 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.


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Connection plate welds:

C Straight girders with skews ≤30 degrees: Connection plates shall be fillet welded to both flanges and the web.

C 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.

C When welding directly to the tension flange, designers shall limit the fatigue stress range to category CN.

8.7.3 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 stiffener-intersection 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.

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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.


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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:

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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.

C The centerline of field splice shall be located >1.5 m from a flange plate transition groove weld.

C The minimum distance from a lateral gusset plate to the end of a flange splice plate is 150 mm.

C The minimum distance from a stiffener or connection plate to the end of a flange splice plate is 300 mm.

C 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


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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.

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AISIsplice has the following limitations:

C It is limited to straight steel I-girders. C It will not design hybrid splices, girders must be homogeneous. C Flanges should be parallel at the location of the splice (do not locate the splice at a

location the web depth is varying). C Bolt patterns are limited to constant pitch, nonstaggered patterns. C The program designs only symmetric splices, which may not be the most cost

effective. C 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


8-26 January, 2008

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 General Considerations

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.

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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.


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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 Table of Fracture Critical Members C Table of LRFD Member Forces: DC1, DC2, DW, LL + Impact (AASHTO HL-93 and

NYSDOT Permit Vehicle) C 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.

C 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 Low bolster, A/B <1 Use rolled section, See Figure 8.4 C High bolster, A/B ≥1 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.

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Figure 8.4 Low Bolster Detail and Section A-A


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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.

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8.16 Railroad Structures

8.16.1 General Considerations

Railroad structures are commonly 2 or 3 girder structures that contain fracture critical elements.

Contract plans shall include:

C A listing of all primary/main members. C Tension zones defined for floor-beams and girders C A table of all fracture critical members.

8.16.2 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.


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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.

January, 2008 9-1

Section 9 Prestressed Concrete

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.


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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.

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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.

C 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.

C 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.


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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.

C Spread beams can accommodate field adjustments due to variations in camber and/or camber growth, especially for staged construction.

C 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.

C 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.

C 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.

C 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.

C 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.


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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).


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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.

C Replace the mortar pad with a galvanized steel plate of equivalent thickness.

C 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 ½ 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 0.7f’cN 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.


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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:


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a. The maximum allowable number of debonded prestressing strands is 25% of the total number of strands.

b. No more than 40% of the number of prestressing strands in any one row may be debonded.

c. The debonding pattern shall be symmetrical about the beam centerline. d. The spacing of debonded strands shall be a minimum of 100 mm. e. The outermost prestressing strands in a row shall not be debonded. f. 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.

g. 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 post-tensioned 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.


January, 2008 9-9

f c′

f c′

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 MPa, as per the LRFD specifications. When the NYSDOT Design Permit Vehicle is used, the maximum allowable tension shall be 0.375 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.


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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.


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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, High-Performance 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.


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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:

C Increasing span lengths to reduce the number of sub-structure units and total project cost;

C Increasing the girder spacing to reduce the number of girder lines and total project cost; C Increasing span lengths to improve safety by eliminating shoulder piers or interior

supports; C Minimizing structure depth through the use of long, continuous members to obtain

required vertical clearance for traffic, waterways, and so forth; C Avoiding the placement of piers in water to reduce environmental impact and total

project cost; C Placing piers to avoid obstacles on the ground, such as railroad tracks, roadways, and

utilities; C Improving aesthetics through various design enhancements, such as more slender

superstructures, longer spans, of haunched sections at piers; C 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.

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.

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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:

C The length of the bridge and the span arrangement C Available depth for the superstructure C Debris and ice problems C Aesthetics C Type of roadway C Traffic volumes and operating speeds C Alignment and grade of the roadway C 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.

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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:

C Nail-laminated plank decks C Nail-laminated deck panels with interconnecting transverse stiffener beams C Glue-laminated deck panels (doweled and undoweled) C 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).

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Figure 10.1 Longitudinal Stress Laminated Deck

Figure 10.2 Parallel Chord Truss

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Timber

Figure 10.3 'T' Section Bridge

Figure 10.4 Box Section Bridge

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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.

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Timber

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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.

January, 2008 11-1

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.


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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 1⁄3 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.

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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.


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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.

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January, 2008 11-5

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 Service’s 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 it’s 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


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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 H-piles.

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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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.


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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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11.5.1 Retaining Wall Types

Fig. 11.1 Typical Retaining Wall Types


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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 m–9 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 m–18 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 m–8 m.

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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.


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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.

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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.


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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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11.6.1 Abutment Types and Considerations

Figure 11.3 Typical Abutment Types

(a) Cantilevered (b) Isolated Pedestal Stub (c) Spill Through (d) Gravity


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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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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 The project site should be predominately a fill area. If extensive excavation is required, this type of system would be inappropriate.

C Utilities of any nature shall not be placed within or underneath the reinforced zone. C If the project site involves a railroad, the railroad must approve the use of this type of

system. A copy of the railroad’s acceptance letter of this type of construction should accompany the Structure Justification Report submitted to the Office of Structures.

C 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.

C 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 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.

C 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.

C 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.

C 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.


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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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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.


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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.

C 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

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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.


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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 Backwalls must be designed for full passive soil pressure. C Wingwalls must be independent from the backwall to allow movement. Clearance details

are shown on the applicable BD sheets. C Adequate clearance to handle expected movements must be provided between the

suspended backwall and the abutment stem. C Provision for expansion at the ends of approach slabs should be provided in accordance

with the details on the applicable BD sheet. C 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 Maximum skew = 30°. C Maximum expansion length = 70 m (distance to nearest fixed bearing). C No restriction on abutment height. C No restriction on maximum grade. C No restriction on footing type (spread or pile foundation). C Utility restrictions are the same as integral abutments. See Section 11.6.1.6 of the

Bridge Manual. C 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.

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C 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.

C Backfill procedures are the same as for Integral Abutments. C The hanging backwall may have its bottom surface cast on the ground or formed at the

option of the Contractor. C Polyethylene curing covers need not be placed under the hanging backwall.

11.6.2 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.


11-24 January, 2008

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.

Substructures

January, 2008 11-25

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.


11-26 January, 2008

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 π (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.

Substructures

January, 2008 11-27

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.

April, 2006 12-1

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.


12-2 April, 2006

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

Bridge Bearings

January 2008 12-3

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.


12-4 January 2008

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.

Bridge Bearings

January 2008 12-5

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

n Number of elastomer layers

ni Number of internal elastomer layers

Max. Move. Maximum Movement: Maximum allowable bearing movement

hrt 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


12-6 January 2008

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 1 24 12 4.85 119570 125540

200 850 675 2 36 18 6.20 161770 168040

250 850 1000 3 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)

N 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 3 36 18 6.70 6.70 108335 106950 112500 111365

250 450 500 155 4 48 24 6.70 6.70 108335 106950 112500 111365

250 450 500 155 5 60 30 6.70 6.70 108335 106950 112500 111365

350 450 850 215 5 60 30 8.20 8.20 152735 151350 157500 156365

350 450 850 215 6 72 36 8.20 8.20 152735 151350 157500 156365

350 450 850 215 7 84 42 8.20 8.20 152735 151350 157500 156365

350 450 850 215 8 96 48 8.20 8.20 152735 151350 157500 156365

450 450 1250 275 7 84 36 9.38 9.38 197135 195750 202500 201365

450 450 1250 275 8 96 42 9.38 9.38 197135 195750 202500 201365

450 450 1250 275 9 108 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

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: (Expansion/Span Length) Lspan 9.997m := (Parallel to Girder) Lbrg 250 mm:= (LL Deflection,w/ Impact) ΔLL 12.7 mm := (Perpendicular to Girder) Wbrg 850mm :=(Unfactored LL, w/o Impact) LLhl93 127.664kN:= (Center line of bearing) STABrg 120002.4m :=(Unfactored DL) DC1 68.503kN := (Location of bearing on span,

0 for begin or 1 for end) Location 0:=

(Unfactored DL Load on Composite Section)

DC2 5.338kN :=(Plain Pads have one layer) n 1:=

(Unfactored FWS Load on Composite Section)

DW 8.896kN:= (Elastomer layer thickness) hi 24mm:=

(Depth of Girder) D 380mm := (Hole diameter for anchor rod) Dia 50mm :=(Initial Camber) Δinitial 15.748mm:=

(Final Camber) Δfinal 12.7mm:=

(Total Prestress Force) P 3869.953kN:=

(Beam Concrete Modulus of Elasticity) E 34474MPa:=

A 359999mm2:= (Cross-Sectional Beam Area)

(Maximum horizontal Seismic Load) Seismic 0 kN⋅:=

(Beam Shortening, taken from CONSPAN) ΔES 13.931mm:=

(Final Concrete Shrinkage Losses, taken from CONSPAN) ΔCS 30MPa:=

(Final Concrete Creep Losses, taken from CONSPAN) Δcreep 50MPa:=

(Initial Total Prestress Losses, taken from CONSPAN) Δelastic_shortening 99.73MPa:=

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")

(Start Grade) G1 1%:=

(End Grade) G2 1.0%:=

(VC length) Lvc 0 m⋅:=

(PVI Station) STAPVI 0m:=

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

Tlow 18− C:=

α 10.8 10 6−⋅

1C

⋅:= Concrete coefficient of thermal expansion LRFD 5.4.2.2

Total Loading:

Max. live load LL LLhl93 LL 127.664kN= :=

Service I limit state no impact TL DC1 DC2+ DW+ LL+:= TL 210.401kN =

SDL DC2 D Unfactored Dead Load on composite section W SDL 14.234kN= +:=

Strength I limit state (no impact)

Pstrength_I 1.25 DC1( DC2+ ) 1.50DW+ 1.75 LLhl93 ⋅+:= Pstrength_I 329.057kN =

Pstrength Pstrength_I := Pstrength 329.057kN =

12A-2 January, 2008

Bearing Design Example (Type EP)

LRFD 14.7.5.1 Shape Factor LRFD 14.7.5.1-1

SLbrg Wbrg⋅

π

4Dia2⋅−

hi 2Lbrg 2Wbrg+ π Dia⋅+( )⋅:= S 3.72=

LRFD 3.12.2.1 Movements

Temperature Range to Determine Design Movement

ΔTexp α Lspan⋅ Thigh 20C−( )⋅:= Expansion: Δ 0.756mTexp m=

ΔTcont α Lspan⋅ 20C Tlow−

( ) Contraction: ⋅:= ΔTcont 4.103mm =

Movement Due to Camber Release, ΔCR

Change in Camber = C Δ initial Δ final−:= C 3.048mm=

ΔCR4 C⋅ D⋅Lspan

(expansion) := ΔCR 0.463mm =

Movement Due to Concrete Shrinkage, and Creep:

Assume % of Shrinkage, and Creep at Installation = %shrinkageAndCreep 50 %⋅:=

ΔCSandCREEPΔCS Δcreep+( ) %shrinkageAndCreep⋅

Δelastic_shortening

ΔES ⋅:= ΔCSandCREEP 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 ΔS_expansion ΔTexp ΔCR+ ΔCSandCREEP−:= ΔS_expansion 4.368− mm =

ΔS_contraction ΔTcont ΔCR− ΔCSandCREEP+:= ΔS_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.

hrt 2 Δservice⋅≥

For service limit state γtu 1.20:= LRFD Table 3.4.1-1

Δservice = γtu Δs_expansion or contraction

treq γtu 2⋅ max ΔS_expansion ΔS_contraction,( )( ) ⋅:= treq 22.144mm =

hrt hi:= hrt 24mm =

Check if t h≤ "OKAY"1 req rt, "Increase number of layers",( ):= Check1 "OKAY"=

January, 2008 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:=

σTLπ

4

LRFD 14.7.6.3.2 Compressive Stress

Compare allowable to applied compressive stress:

TLσTL 0.999MPa=

Lbrg Wbrg⋅ Dia2⋅−

:=

LRFD 14.7.6.3.2-1 σallow 5.5MPa:=

Check2 if σTL σallow≤ "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 : Δ = Σ ε ihri considered for both total and live loads, and Δ < or = 0.07hri for any layer Refer to Figure3- C1 of Section C14.7.5.3.3 to obtain values of ε 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

σTLTL

Lbrg Wbrg⋅π

4Dia2⋅−

:= ==> σTL 0.999MPa= εTL 3ε σTL S,( ) ==> ε 0.063=:= TL

σDC1DC1

Lbrg Wbrg⋅π

4

Dia2⋅−

:= ==> σDC1 0.325MPa= ==> εDC1 3ε σDC1 S,( ) = := ε DC1 0.022=

εLLandSDL εTL εDC1−:= ε 0.041=σLL

LLLbrg Wbrg⋅

LLandSDL ==> := σLL 0.601MPa=

12A-4 January, 2008


Compressive Deflection of the bearing due to total loading:

Δ ε hTL TL rt⋅:= ΔTL 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

Δ ε hLLandSDL LLandSDL rt⋅:= ΔLLandSDL 0.973mm=

Check3 if ΔLLandSDL 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 hi⋅ LRFD 14.7.6.3.3

ΔTL.i εTL hi ⋅:=

Check4 if ΔTL.i 0.07 hi⋅> "Excessive deflection", "OKAY",( ):= Check4 "OKAY"=

LRFD 14.8.2 Determine if Grade at Center Line of Bearings

rG2 G1−

r 0m1m

= Rate of change of grade = Lvc

:=

STAPVC STAPVIvc

2

L−:= STAPVC 0=

Grade at C.L. of brgs. = GCL G1 STABrg STAPVC( )− 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 (θDL), Live Load (θLL) 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: θDC1

θGrade GCL− Location

= Induced rotation due to highway grade and beam camber θLL = Induced live load rotation θC = Estimated rotation due to construction inaccuracies

0 if

G Location 1

:=

CL if

0 otherwise

θGrade 0.010−=

θCamber if Location 0⎛ 2 Δ final⋅

0.5 Lspan⋅,

2 Δfinal⋅

0.5 Lspan⋅

⎞ ⎜ ⎟ := −, θ 0.005=Camber

⎝ ⎠

θDC1 θGrade θCamber+:= θDC1 0.005−=

θLL

0.5 Lspan⋅

2 Δ⋅θLL 0.005= LL :=

January, 2008 12A-5


(assumed value based on strict NYSDOT testing and quality control procedures) θC 0.002:=

θm θDC1 θLL+ θC+:= θm 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

σTL_rot 0.5 Gmax⋅ S⋅Lbrg

hrt

⎛ ⎞⎜⎝

⎟⎠

2

⋅ θ LRFD 14.7.6.3.5b m ⋅:= σTL_rot 0.393MPa=

σTL σTL_rot≥ "OKAY", "Thicker elastomer needed",( )

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:= Check5 "OKAY"=

Check for Excessive Strain

(Creep deflection) LRFD Table 14.7.6.2-1 Cd 0.25:=

Δhrt θmLbrg

2⋅:= Δhrt 0.27mm=

εdue_to_rotationΔhrt

εdue_to_rotation 0.011= hrt

:=

εtotal εdue_to_rotation 1 Cd+ εDC1⋅+ εLLandSD( ) L+:= εtotal 7.976%=

Check6 if εtotal 10 %⋅≤ "OKAY", "Excessive Strain",:= ( ) Check6 "OKAY"=

12A-6 January, 2008


LRFD 14.7.6.3.6 Stability

To ensure stability, the total thickness of the Elastomer pads and steel laminates is:

Tt hrt := Tt 24mm =

shall not exceed the least of Lbrg/3 or Wbrg/3:

Check7 if Tt minLbrg

3⎛ ⎛ Wbrg

3⎞ ⎞

⎜ ⎜ ⎟ ⎟ ,⎝ ⎠

≤ "OKAY", "FAILS Stability",:= Check7 "OKAY"=⎝ ⎠

Connection of Beam to Substructure

Reinforcing bar used to connect the beam to the substructure in shear:

(25mm Minimum Diameter) φAnchor_rod 25mm:=

AAnchor_rod πφAnchor_rod

2

4⋅:= AAnchor_rod 490.874mm2 =

Fu_Anchor_rod 620MPa:=

Rn 0.6AAnchor_rod Fu_Anchor_ro

ASTM A615 GRADE 420

When Threads are excluded in the shear plane,

⋅ d:= LRFD 6.13.2.7

Rn 182.605kN =

Resistance Factor for reinforcing rod in shear may be conservatively estimated as,

φs 0.65:=

Check8 if max 10 %⋅ Pstrength⋅ Seismic,( ) φs Rn⋅≤ "OKAY", "Anchor Rod Too Small",( ):=

LRFD 6.5.4.2

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


12A-8 January, 2008

Output Required for "Bearing Table"

Loading

DC1 DC2+ DW+ 82.7kN LL 127.7kN= TL 210.401kN= S 3.722==

Elastomer Layers

hi 24mm= n 1= Lbrg 250m m= Wbrg 850m m = hrt 24mm =

Areas

Compressive_Area Lbrg( ) Wbrg( )⋅:= 212500mm2====> = Compressive_Area

Shear_Area Wbrg Lbrg⋅:= ====> Shear_Area 212500.00mm2=

Anchor Dowel Diameter

φAnchor_rod 25mm=

CODE CHECKS

Check

"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 "

"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 "

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

⎛ ⎞⎜ ⎟⎜⎜⎜⎜⎜⎜⎜

⎟⎟⎟⎟⎟⎟⎟

=

⎜ ⎟⎝ ⎠

Appendix 12B Design Example; Steel Laminated Elastomeric Bearing (Type EL)

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: (Expansion/Span Length) (Parallel to Girder) Lbrg 200 mm:= L span 21 m:=

(LL Deflection,w/ Impact) (Perpendicular to Girder) Δ LL 20mm := W brg 850mm :=

(Unfactored LL, w/o Impact) (Center line of bearing) LLhl93 143.233kN := STABrg 24018.1m :=

(Location of bearing on span, 0 for begin or 1 for end)

(Unfactored DL) DC1 186.825kN Location 1:= :=(Unfactored DL Load on Composite Section) DC2 16.458kN :=

(Number of internal layers,do not include exterior layers)

n 3 :=(Unfactored FWS Load on Composite Section)

DW 13.345kN :=

(Elastomer layer thickness) h i 12 mm:= (Depth of Girder) D 840 mm:=(Hole diameter for anchor rod) Dia 50mm :=(Initial Camber) Δ initial 28mm :=

(Final Camber) Δ 18 mm:=final

(Total Prestress Force) P 7300kN :=

(Beam Concrete Modulus of Elasticity) E 34474MPa:=

A 485160mm2:= (Cross-Sectional Beam Area)

(Maximum horizontal Seismic Load) Seismic 0 kN ⋅:=

(Beam Shortening, taken from CONSPAN) ΔES 13.931mm :=

(Final Concrete Shrinkage Losses, taken from CONSPAN) Δ CS 48.48:= MPa

(Final Concrete Creep Losses, taken from CONSPAN) Δ creep 91.71 MPa:=

(Initial Total Prestress Losses, taken from CONSPAN) Δ elastic_shortening 99.73MPa:=


(Start Grade) G 3.0%:=1


(VC length) Lvc 30.4 m:=

(PVI Station) STAPVI 24018.2m:=

January 2008 12B-1



For concrete girder bridges with concrete decks.

Temperature range LRFD 3.12.2.1-1

Thigh 27C :=

T 18−low C :=

α 10.8 10 6−⋅

1C

Concrete coefficient of thermal expansion LRFD 5.4.2.2 ⋅:=

Total Loading:

Max. live load LL LLhl93:= LL 143.233kN=


SDL DC2 D Unfactored Dead Load on composite section W SDL 29.803kN= +:=

Strength I limit state (no impact)

Pstrength_I 1.25 DC1( DC2+ ) 1.50DW+ 1.75 LLhl93 ⋅+:= Pstrength_I 524.779kN =

Pstrength Pstrength_I:= Pstrength 524.779kN=

LRFD 14.7.5.1 Shape Factor LRFD 14.7.5.1-1

SLbrg Wbrg⋅

π

4Dia2⋅−

hi 2Lbrg 2Wbrg+ π Dia⋅+⋅( ):= S 6.20=

12B-2 January, 2008

Bearing Design Example (Type EL)



ΔTexp α Lspan⋅ Thigh 20C−( )⋅:= Expansion: ΔTexp 1.588mm=

Contraction: ΔTcont α Lspan⋅ 20C Tlow−( ) ⋅:= ΔTcont 8.618mm =

Movement Due to Camber Release, ΔCR C 10mm= Change in Camber = C Δ initial Δ final−:=

Deflect "One end is free to deflect":=

4 C⋅ D⋅

ΔCR ΔCR Lspan← Deflect "One end is free to deflect"if

ΔCR2 C⋅ D⋅Lspan

← Deflect "Both ends are free to deflect"if

ΔCR

:=

(expansion)

Movement Due to Concrete Shrinkage, and Creep:

Assume % of Shrinkage, and Creep at Installation = %shrinkageAndCreep 50 %⋅:=

ΔCSandCREEPΔCS Δcreep+( ) %shrinkageAndCreep⋅

Δelastic_shorteningΔES⋅:= ΔCSandCREEP 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

ΔS_expansion ΔTexp ΔCR+ ΔCSandCREEP−:= Δ 6.604− mm S_expansion =

ΔS_contraction ΔTcont ΔCR− ΔCSandCREEP+:= ΔS_contraction 16.81mm=

LRFD 14.7.5.3.4 Shear Deformation

hrt 2 servicΔ e ⋅≥

For service limit state γtu 1.20:= LRFD Table 3.4.1-1

Δservice = γtu Δs_expansion or contraction

treq γtu 2⋅ max ΔS_expansion ΔS_contraction,( )( ) ⋅:= t 40.343mm =req

hrt n 1+( ) hi h 48mrt m= ⋅:=

Check1 if treq hrt≤ "OKAY", "Increase number of layers",( ):= Check1 "OKAY"=

January, 2008 12B-3



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" ========> G 0.66MPa:=

Gmax 0.9MPa:=



σTL

σTL 2.142MPa= TL

Lbrg Wbrg⋅π

4Dia2⋅−

:=

Check2 "OKAY" σTL 7MPa≤ σTL 1.0 G⋅ S⋅≤∧if

"FAILS" otherwise

:=

Check2 "OKAY"=


Find Compressive Strain From AASHTO Fig. 14.6.5.3.3-1


σTLTL

Lbrg Wbrg⋅π

4Dia2⋅−

:= ==> σTL 2.142MPa= εTL ε σTL S,( ) = :===> εTL 0.018=

σDC1DC1

Lbrg Wbrg⋅π

4

Dia2⋅−

:= ==> σDC1 1.112MPa= ==> εDC1 ε σDC1 S,( ) = := ε DC1 9.199 10 3−×=

σLLLL

Lbrg Wbrg⋅:= ε 8.863 10−×=LLandSDL

3 εLLandSDL TL DC1 ε ε−:===> σLL 0.843MPa=

ΔTL εTL h

Compressive Deflection of the bearing due to total loading:

rt⋅:= ΔTL 0.87mm=


12B-4 January, 2008


ΔLLandSDL εLLandSDL hrt⋅:= Δ 0.425mLLandSDL m=

( )

Check3 if ΔLLandSDL 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 hi⋅ LRFD 14.7.6.3.3

Δ ε hTL.i TL i⋅:=

( )

Check4 if Δ:= TL.i 0.07 hi⋅> "Excessive deflection", "OKAY", Check4 "OKAY"=

LRFD 14.8.2 Tapered Plates (Determine if Internal Plate Must be Beveled) (function of grade and final camber)

rG2 G1−

Lvc:= r 0

1m

Rate of change of grade = m

=

STAPVC STAPVILvc

2 −:= STAPVC 24003m =

Grade at C.L. of brgs. = GCL G1 STABrg STAPVC( )− r⋅+:= GCL 3.0% =

January, 2008 12B-5


Req'd thickness change due to grade = t% GCL Lbrg⋅:= t 6m% m=

θCamber if Location 02 Δ final⋅

0.5 Lspan⋅,

2 Δ final⋅

0.5 Lspan⋅−,

⎛⎜⎝

⎞⎟⎠

:= θCamber 0.003−=

camber θCamber LReq'd thickness change due to camber = S brg⋅:= Scamber 0.686− mm=

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 6mm=

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 (θDL), Live Load (θLL) 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.

θDC1 = Induced rotation not accounted for by beveled internal laminate (if beveled internal shim is used, = 0) θDC1

θLL = Induced live load rotation θC = Estimated rotation due to construction inaccuracies

where:

θDC1 θCamber GCL− Location 0if

GCL Location 1if

0 otherwise

+ S1 S2if

0 otherwise

:= θDC1 0.000=

θLL2 ΔLL⋅

0.5 Lspan⋅θLL 0.004= :=


θm θDC1 θLL+ θC+:= θ 0.006=m


σTL_rot0.5 Gmax⋅ S⋅

n 1+

Lbrg

hi

⎛⎜⎝

⎞⎟⎠

2

⋅ θm⋅:= LRFD 14.7.6.3.5d σTL_rot 1.126MPa=

Check5 if σTL σTL_rot≥ "OKAY", "More elastomer layers needed",( ):=


Check5 "OKAY"=


(Creep deflection) LRFD Table 14.7.6.2-1 C 0.2d 5:=

Δhrt θmLbrg

2 ⋅:= Δhrt 0.581mm =

Δhrt

hrt εdue_to_rotation := εdue_to_rotation 0.012=

1 Cd+( )εtotal εdue_to_rotation εDC1⋅+ εLLandSDL +:= εtotal 3.247%=

10 %⋅ "OKAY", "Excessive Strain",( )

Check6 if εtotal ≤:= Check6 "OKAY"=


To ensure stability, the total thickness of the elastomer pads and steel laminates is:

Tt n 1+( ) hi⋅ if S1 S2 3mm n 1+( )⋅, 3mm n⋅⎡⎢⎣

S1 S2+

2+,

⎤⎥ Tt 65.657mm= ⎦

+:=

January, 2008 12B-7


Shall not exceed the least of L

brg/3 or W

brg/3:

Check if T minLbrg

7 t 3

Wbrg

3,

⎛⎜⎝

⎞⎟⎠

≤ "OKAY", "FAILS Stability",⎛⎜⎝

⎞⎟⎠

:= Check7 "OKAY"=

LRFD 14.7.6.3.7 Reinforcement

ASTM A36A hmax hi:= Fy_internal 250MPa:=

For Service Limit State:

hsteel_req_str3 hmax⋅ σTL⋅

Fy_internal:= hsteel_req_str 0.308mm =

Check8 if hsteel_req_str 3mm≤ "OKAY", "Steel Reinforcement Too Thin",( ):= Check8 "OKAY"=

For Fatigue Limit State:

LRFD Table 6.6.1.2.5-3 ΔFTH 165MPa:=

hsteel_req_ftg2 hmax⋅ σLL⋅

ΔFTH:= hsteel_req_ftg 0.123mm =

Check9 if hsteel_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:

(24mm Minimum Diameter) φAnchor_rod 30mm:=

AAnchor_rod π4

φAnchor_rod2

⋅:= AAnchor_rod 706.858mm2 =

ASTM A615 GRADE 420 Fu_Anchor_rod 620MPa:=

n Anchor_rod u_Anchor_ro

When Threads are excluded in the shear plane,

LRFD 6.13.2.7 R 0.6A F d ⋅:= R 59.114kip =nResistance Factor for reinforcing rod in shear may be conservatively estimated as,

LRFD 6.5.4.2 φs 0.65:=

if max 10 %⋅ Pstrength⋅ Seismic,

( ) φs Rn⋅≤ "OKAY", "Anchor Rod Too Small",( ):= Check10

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


January, 2008 12B-9


Loading

DC1 DC2+ DW+ 216.6kN LL 143.2kN= TL 359.861kN= S 6.204= =

Elastomer Layers

hi 12mm= n 3= Lbrg 200m m = Wbrg 850mm = hrt 48mm =

Areas

Compressive_Area Lbrg 6mm−( ) Wbrg 6mm−( )⋅:= Compressive_Area 163736mm 2====> =

Shear_Area Wbrg Lbrg⋅:= ====> Shear_Area 170000.00mm2 =

Beveled Steel Shim

S1 6mm= S2 11mm=

Anchor Dowel Diameter

φAnchor_rod 30mm =

CODE CHECKS

Check

"Shear Deformation Check"

"Compressive Stress Check"

"Joint System Deflection Check"

" Initial Compressive Deflection"

"Rotational Stress 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"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

⎛ ⎞⎜ ⎟⎜⎜⎜⎜⎜⎜⎜⎜⎜⎜

⎟⎟⎟⎟⎟⎟⎟⎟⎟⎟

=

⎜ ⎟⎝ ⎠

Appendix 12C Design Example; Steel Laminated Elastomeric Bearing with Sole Plate -

Fixed (Type EB)

Note: Highlighted values on the following pages require user input. This bearing design assumes straight, single span steel 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. Elastomeric bearings shall be designed using Method A. B.M 12.2.1

Enter known data:


Superstructure Properties: Bearing Data:

(Expansion Length) Lspan 25.900 m:= (Parallel to Girder) Lbrg 350 mm:=

(LL Deflection) ΔLL 25.4mm:= (Perpendicular to Girder) W brg 450mm:=

(HL93 Unfactored LL (no impact)) LLhl93 333.617kN:= (number of elastomeric layers) n 5:=

(Location of bearing on span, 0 for begin or 1 for end)

Location 0:= (Unfactored DL) DC1 280.238kN:=

(Unfactored DL Load on Composite Section)

(Steel Laminate Thickness) hs 3mm:= DC2 35.586kN:=

(For Steel Laminate) Fy 345MPa:= (Unfactored FWS Load on Composite Section)

DW 35.586kN:=

STABrg 63916.189m:= (Bottom Flange Width at CL Bearing)

w bf 305 mm:=

(Individual elastomer layer thickness)

hi 12mm:= (Girder Ultimate Tensile Strength, Steel Only)

Fu_girder 450MPa:=

(Maximum horizontal Seismic Load) Seismic 0 kN⋅:=


(Start Grade) G1 1.3%:=


(VC length) Lvc 0 m⋅:=

STA PVI 63916.189 m:=

January, 2008 12C-1


Total Loading:


Service I limit state no impact TL DC1 DC2+ DW+ LL+:= TL 685.027kN=

Unfactored Dead Load on composite section SDL DC2 DW+:= SDL 71.172kN=

Strength I limit state no impact

Pstrength_I 1.25 DC1 DC2+( ) 1.50DW+ 1.75 LLhl93⋅+:= Pstrength_I 1032kN=

Pstrength Pstrength_I:= Pstrength 1032kN=

LRFD 14.7.5.1 Shape Factor

SLbrg Wbrg⋅

2 hi⋅ Lbrg Wbrg+( )⋅:= 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:=



σTLTL

Lbrg Wbrg⋅:= σTL 4.349MPa=

Check1 "OKAY" σTL 7MPa≤ σTL 1.1 G⋅ S⋅≤∧if

"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:

σminDC1 SDL+

Lbrg Wbrg⋅:= σmin 2.231MPa=

Check2 if σmin 1.4MPa≥ "OKAY", "Minimum compression not met",( ):= Check2 "OKAY"=


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


σTLTL

Lbrg Wbrg⋅:= εTL ε σTL S,( ):= = εTL 0.032= ==> ==> σTL 4.349MPa=

σDC1DC1

Lbrg Wbrg⋅:= εDC1 ε σDC1 S,( ):= = εDC1 0.013= ==> ==> σDC1 1.779MPa=

σLLLL

Lbrg Wbrg⋅:= ==> σLL 2.118MPa= εLLandSDL εTL εDC1−:= εLLandSDL 0.018=

January, 2008 12C-3


hrt hi n⋅:= hrt 60mm=

Deflection of the bearing due to total loading:

ΔTL εTL hrt⋅:= ΔTL 1.90mm=


ΔLLandSDL εLLandSDL hrt⋅:= ΔLLandSDL 1.087mm=

Check3 if ΔLLandSDL 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 hi⋅ LRFD 14.7.6.3.3

ΔTL.i εTL hi⋅:= ΔTL.i 0.38mm=

Check4 if ΔTL.i 0.07 hi⋅> "Excessive deflection", "OKAY",( ):= Check4 "OKAY"=

Determine Sole Plate Dimensions

12C-4 January, 2008


Ls Ceil Lbrg 26mm+( ) 5mm,⎡⎣ ⎤⎦:= Length =>

Ls 380mm=

Ws Ceil max Wbrg wbf,( ) 26mm+( ) 5mm,⎡⎣ ⎤⎦:= Width => Ws 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.

Resistance Factor for Bending AISC FACTOR φb 0.9:=

OHwbf Wbrg−

2:=

OH 72.5mm=

tsmin OH2 Pstrength⋅

φb Fy⋅ Lbrg⋅ Wbrg⋅:= AISC LRFD Equation

tsmin 14.9mm=

T1 if tsmin 40mm<( ) 40mm, tsmin,⎡⎣ ⎤⎦:= T1 40mm=

January, 2008 12C-5


LRFD 14.8.2 Tapered Plates (Determine if Sole Plate Must be Beveled)

rG2 G1−

Lvc:= Rate of change of grade =

r 0=

STAPVC STAPVILvc

2−:=

STAPVC 63916.189m=

GCL G1 STABrg STAPVC−( ) r⋅+:= Grade at C.L. of brgs. = GCL 1.3%=

t% GCL Ls⋅:= Req'd thickness change = 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:

T1 40mm= T2 if GCL 1 %⋅≥ t% 3mm≥∨ T1 t%+, T1,( ):=

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.

θDC1 = Induced dead load rotation not accounted for by beveled sole plate θLL = Induced live load rotation θC = Estimated rotation due to construction inaccuracies

where:

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.

θDC1

GCL− Location 0 GCL 0<∧if

GCL Location 1 GCL 0>∧if

GCL− Location 0 GCL 0>∧if

GCL Location 1 GCL 0<∧if

0 otherwise

T1 T2if

0 otherwise

:= θDC1 0.000=

θLL2 ΔLL⋅

0.5 Lspan⋅:=

θLL 0.004=


θm θDC1 θLL+ θC+:= θm 0.006=

12C-6 January, 2008



σTL_rot.transverse0.5 Gmax⋅ S⋅

n

Lbrg

hi

⎛⎜⎝

⎞⎟⎠

2

⋅ θm⋅:= σTL_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 σTL σTL_rot.transverse≥ "OKAY", "More elastomer layers needed",( ):= Check5 "OKAY"=


Δhrt θmLbrg

2⋅:=

Δhrt 1.036mm=


hrt:= εdue_to_rotation 0.017=

εtotal εdue_to_rotation 1 0.25+( ) εDC1⋅+ εLLandSDL+:= εtotal 5.226%=

Check6 if εtotal 10 %⋅≤ "OKAY", "Excessive Strain",( ):= 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 hi⋅ n 1−( ) hs⋅+:= Tt 72mm=

Shall not exceed the least of Lbrg/3 or Wbrg/3:


3

Wbrg

3,

⎛⎜⎝

⎞⎟⎠

≤ "OKAY", "FAILS Stability",⎛⎜⎝

⎞⎟⎠

:= Check7 "OKAY"=

January, 2008 12C-7


AASHTO 14.7.6.3.7 Reinforcement

hmax hi:=



Fy:=

hsteel_req_str 0.454mm=

Check8 if hsteel_req_str hs≤ "OKAY", "Steel Reinforcement Too Thin",( ):= Check8 "OKAY"=



hsteel_req_ftg2 hmax⋅ σLL⋅

ΔFTH:=

hsteel_req_ftg 0.308mm=

Check9 if hsteel_req_ftg hs≤ "OKAY", "Steel Reinforcement Too Thin",( ):= Check9 "OKAY"=

LRFD 6.13.3.2.4 Fillet Welded Connection of Beam to Sole Plate

AWS E7018 weld type AWS A5.1 φe2 0.8:=

Fexx 480MPa:=

Weld max 8mmmax 10 %⋅ Pstrength Seismic,( )

2 Ls⋅( ) 0.707⋅ 0.6 φe2⋅ Fexx( )⋅,

⎡⎢⎣

⎤⎥⎦

:= Weld 8mm=

High Strength Bolts Diabolt_sole 20mm:=

Abolt_sole πDiabolt_sole

2

4⋅:=

Abolt_sole 314.2mm2=

Fu_bolt_sole if Diabolt_sole 24mm≤( ) 825MPa, 725MPa,⎡⎣ ⎤⎦:= Fu_bolt_sole 825MPa=

When Threads are included in the shear plane, Rn 0.38Abolt_sole Fu_bolt_sole⋅:=

Resistance Factor for A325 bolts in shear, LRFD 6.5.4.2 φs 0.8:=

Bolts maxmax 10 %⋅ Pstrength⋅ Seismic,( )

φs Rn⋅4,

⎛⎜⎝

⎞⎟⎠

:= Bolts 4.0=

12C-8 January, 2008


Optional Cap Screws (ASTM F835M)

Diascrew_sole 16mm:=

Ascrew_sole πDiascrew_sole

2

4⋅:=

Ascrew_sole 201.1mm2=

Fu_screw_sole 1172MPa:=

When Threads are included in the shear plane, Rn 0.38Ascrew_sole Fu_screw_sole⋅:= LRFD 6.13.2.7

LRFD 6.5.4.2 Resistance Factor for screws in shear, φs 0.80:=

Cap_Screws maxmax 10 %⋅ Pstrength⋅ Seismic,( )

φs Rn⋅4,

⎛⎜⎝

⎞⎟⎠

:= Cap_Screws 4.0=

LRFD 5.7.5 Bearing (Check Bearing Stress on Concrete Pedestal)


AASHTO 14.8.3.1 Anchorage and Anchor Bolts - Masonry Plate Anchor Bolts

Masonry Anchor Bolts:

(24mm. Minimum Diameter) φAnchBlt 24mm:=

(2 Bolt Minimum, Typical) bolts 2:=

AAnchBlt πφAnchBlt

2

4⋅:=

AAnchBlt 452.4mm2=

Fu_AnchBlt if φAnchBlt 24mm≤ 825MPa, 725MPa,( ):= Fu_AnchBlt 825MPa=

When Threads are included in the shear plane, Rn 0.38AAnchBlt Fu_AnchBlt⋅:= LRFD 6.13.2.7

Resistance Factor for A325 bolts in shear, φs 0.8:= LRFD 6.5.4.2

AnchBlt_reqmax 10 %⋅ Pstrength⋅ Seismic,( )

φs Rn⋅:=

AnchBlt_req 0.91=

Anchor_bolt if bolts AnchBlt_req≥ bolts, "Anchor bolts FAIL",( ):= Anchor_bolt 2=

φm φAnchBlt 10mm+:= φm 34mm=

January, 2008 12C-9


Masonry Plate Dimensions referred to BM section 12

Longitudinal min. bolt cover = El 1.75 φAnchBlt⋅ 40mm+:= El 82mm=

Lm Ceil Lbrg 50mm+( ) 5mm,⎡⎣ ⎤⎦:= Length - Lm 400mm=

Width - Based on the sum of the sole plate width and the anchor bolt location.

Et 1.75 φAnchBlt⋅ 5mm+:= Et 47mm=

EL El Ceil 1.75 φAnchBlt⋅ 40mm+( ) 5mm,⎡⎣ ⎤⎦← bolts 2>if

ElLm

2← bolts 2if

El

:=

EL 200mm=

Ez φAnchBlt 10mm+:= Ez 34mm=

-For Anchor Bolts Located Outside of Sole Plate:

Wmout Ceil Ws 2 Ez Et+( )⋅+⎡⎣ ⎤⎦ 5mm,⎡⎣ ⎤⎦:= Wmout 645mm=

-For Anchor Bolts Located Inside of Sole Plate:

WmIn Ceil Wbrg 2 Ez Et+( )⋅+⎡⎣ ⎤⎦ 5mm,⎡⎣ ⎤⎦:= WmIn 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.):

Wm Ceil if WmIn Wmout> WmIn, if Tt 2 0.7⋅ φAnchBlt⋅ 25mm+( )> WmIn, Wmout,⎡⎣ ⎤⎦,⎡⎣ ⎤⎦⎡⎣ ⎤⎦ 5mm,⎡⎣ ⎤⎦:=

Wm 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 φanchor_pin 38mm:= diameter Anchor pin with min tensile strength A588 Minimum tensile strength of 480MPa

ASTM

Fub 480MPa:=

Ns 1:=

φanchor_pin 38mm:=

Aanchor_pin πφanchor_pin

2

4⋅:=

LRFD 6.13.2.7 Rn_Anchor_pin 0.6Aanchor_pin Fub⋅ Ns⋅:=

resistance factor pin in shear LRFD 6.5.4.2 φs 0.65:=

Rr_Anchor_pin φs Rn_Anchor_pin⋅:= Rr_Anchor_pin 212.3kN=

Rtotal G Lbrg⋅ Wbrg⋅ Rn_Anchor_pin+:=

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 hi⋅ n 1−( ) hs⋅+T1 T2+

2+ Tm+:= Hbearing 139mm=

January, 2008 12C-11


12C-12 January, 2008


Loading

DC1 SDL+ 351.4kN= LL 333.6kN= TL 685.0kN= S 8.203=

Elastomer Layers

hi 12mm= Lbrg 350mm= Wbrg 450mm= hrt 60mm= n 5=

Areas

Compressive_Area Lbrg 6 mm⋅−( ) Wbrg 6 mm⋅−( )⋅ πφanchor_pin

2

4Compressive_Area 151602mm2

= ====> ⋅−:=

Shear_Area Wbrg Lbrg⋅ πφanchor_pin

2

4⋅−:= Shear_Area 156366mm2

= ====>

Masonry Plate

Tm 25mm= Wm 615mm= Lm 400mm= Et 47mm= EL 200mm= Ez 34mm= φm 34mm=

Anchor Bolts

φAnchBlt 24mm= bolts 2=


Weld Size = Weld 8mm=

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)

Ws 480mm= Ls 380mm= T1 40mm= T2 45mm=

Fixed Anchor Pin Bearing Height

φanchor_pin 38mm= Hbearing 139mm=

CODE CHECKS

Check


"Minimum Compression Check"





"Stability Check"

"Service Limite State Check"

"Fatigue Limite State Check"

"Anchor Pin Resistance Check"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

⎛⎜⎜⎜⎜⎜⎜⎜⎜⎜⎜⎜⎜⎝

⎞⎟⎟⎟⎟⎟⎟⎟⎟⎟⎟⎟⎟⎠

=

Appendix 12D Design Example; Steel Laminated Elastomeric Bearing with Sole Plate -

Expansion (Type EB)

Note: Highlighted values on the following pages require user input. This bearing design assumes straight, single span steel 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. Elastomeric bearings shall be designed using Method A. B .M 12.2.1

Enter known data:


Superstructure Properties: Bearing Data:

(Expansion Length) (Parallel to Girder) Lspan 25.900m Lbrg 350mm:= :=

(UnfactoredLL Deflection) (Perpendicular to Girder) Δ 25.4mLL m := Wbrg 450mm :=

(number of elastomeric layers) (Unfactored LL (no impact)) LLhl93 333.617kN := n 5:=

(Unfactored DL) DC1 280.238kN :=(Location of bearing on span, 0 for begin or 1 for end)

Location 0:= (Unfactored DL Load on Composite Section) DC2 35.586kN:=

(Steel Laminate Thickness) hs 3mm:= (Unfactored FWS Load on Composite Section)

DW 35.586kN := Fy 345MPa:=

(Bottom Flange Width at CL Bearing)

wbf 305mm := STABrg 63916.189m :=

(Girder Ultimate Tensile Strength, Steel Only)

F 450MPa:=u_girder(Individual elastomer layer thickness)

h 12mi m :=(Maximum Horizontal Load from Seismic Analysis - LRFD 14.8.3.2)

Seismic 0 kN ⋅:=


(Start Grade) G1 1.3% :=

(End Grade) G2 1.3% :=

(VC length) Lvc 0 m ⋅:=

STA 63916.189PVI m :=


For steel girder bridges with concrete decks.

Temperature range LRFD 3.12.2.1-1 Thigh 50 C ⋅:=

Tlow 35− C⋅:=

α 11.7 10 6−⋅

1C

steel coefficient of thermal expansion LRFD 6.4.1 ⋅:=

January 2008 12D-1


Total Loading:



Unfactored Dead Load on composite section SDL DC2 DW+:= SDL 71.172kN =

DC2+ ) 1.50DW+ 1.75 LLhl9 Strength I limit state no impact

Pstrength_I 1.25 DC1( 3 ⋅+:= Pstrength_I 1032kN =

strength strength_P P I := Pstrength 1032kN =

LRFD 14.7.5.1 Shape Factor

For rectangular bearing without holes, the shape factor for ith layer is:

SLbrg Wbrg⋅

2 hi⋅ Lbrg Wbrg+( )⋅ :=

S 8.20=

ΔTexp Thigh 20



Expansion: C ΔTexp 30 C=−:=

Contraction: ΔTcont 20C Tlow−:= ΔTcont 55 C=

Δs if ΔTcont ΔTexp> α ΔTcont⋅ Lspan⋅, α ΔTexp⋅ Lspan⋅,( ):= Δs 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.

hrt 2 Δservice⋅≥

For service limit state LRFD 3.4.1-1 γtu 1.20:=

Δ γ Δservice tu s ⋅:=

treq 2 Δservice ⋅:= treq 40mm=

hrt n hi ⋅:= hrt 60mm=

Check1 if treq hrt≤ "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:=

σTLTL

L W⋅



brg brg := σTL 4.349MPa=

Check1.1 "OKAY" σTL 7MPa≤ σTL 1.0 G⋅ S⋅≤∧if :=Check "OKAY" 1.1 =

"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:

σminDC1 SDL+

Lbrg Wbrg⋅:= σmin 2.231MPa=

Check2 if σmin 1.4MPa≥ "OKAY", "Minimum compression not met",( ):=

Check2 "OKAY"=

January, 2008 12D-3



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


σTLTL⋅

εTL ε σTL S,( ):= = εTL 0.032= Lbrg Wbrg

:= σTL 4.349MPa===> ==>

σDC1 Lbrg Wbrg⋅

DC1:= σ 1.779MPa= εDC1 ε σDC1 S,( ) = ==> ==> DC1 := εDC1 0.013=

σLLLL

Lbrg Wbrg⋅:=

σLL 2.118MPa= εLLandSDL ==> εTL εDC1−:= ε

ΔTL εTL hr

LLandSDL 0.018=

Deflection of the bearing due to total loading:

t⋅:= ΔTL 1.90mm =

ΔLLandSDL εLLandSDL h

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

rt⋅:= ΔLLandSDL 1.087mm =

3mm( ) "OKAY", "Excessive deflection", Check3 if ΔLLandSDL ≤⎡⎣ ⎤ ⎦:= 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 hi⋅

ΔTL.i εTL h

LRFD 14.7.6.3.3

i⋅:= ΔTL.i 0.38mm=

ΔTL.i 0.07 hi⋅> "Excessive initial compressive deflection", "OKAY",( )

Check3.1 "OKAY"= Check3.1 if:=

12D-4 January, 2008



Length => Ls Ceil Lbrg 26mm+ 5mm( ) ,⎡⎣ ⎤⎦:= Ls 380mm=

Ws Ceil max Wbrg wbf,( ) 26 mm⋅+( ) 5 mm⋅,⎡⎣ ⎤⎦:= Width => Ws 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.

January, 2008 12D-5



OHwbf Wbrg−

2:= OH 72.5mm =


φb Fy⋅ Lbrg⋅ Wbrg⋅:= AISC LRFD Equation tsmin 14.9mm =

T1 if tsmin 40mm<( ) 40mm, tsmin, T1 40mm= ⎡ ⎤:= ⎣ ⎦

LRFD 14.8.2 Tapered Plates (Determine if Sole Plate Must be Beveled) G2 G1−

Lvc:= Rate of change of grade =

r r 0=

STAPVC STAPVILvc

2

−:= STAPVC 63916.189m=

GCL G1 STABrg STAPVCGrade at C. L. of brgs. = ( )− r⋅+:= GCL 1.3% =

t% GCL LsReq'd thickness change =

⋅ 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

T1 40mm= T2 if GCL 1 %⋅≥ t% 3mm≥∨ T1 t%+, T1,( ):=

T2 45mm =

θDC1

θDC1

GCL− Location 0


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.

= Induced dead load rotation not accounted for by beveled sole plate θLL = Induced live load rotation θC = Estimated rotation due to construction inaccuracies

where:

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.

if

GCL Location 1if

0 otherwise

T1 T2if

0 otherwise

:= θDC1 0.000=

12D-6 January, 2008


θLL2 ΔLL⋅

0.5 Lspan⋅:= θLL 0.004=

(Assumed value based on strict NYSDOT testing and quality control procedures) θC 0.002:=

θ θ θ+m DC1 LL θC+:= θm 0.006=


σTL_rot.transverse0.5 Gmax⋅ S⋅

n

Lbrg

hi

⎛⎜⎝

⎞⎟⎠

2

⋅ θm⋅:= σTL_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.


Check σTL_rot.transverse "OKAY", "More elastomer layers needed",( ) 4 if σTL ≥:= Check4 "OKAY"=


Δhrt θmLbrg

2⋅:= Δh 1.036mrt m =


hrt:= εdue_to_rotation 0.017=

εtotal εdue_to_rotation 1 0.25+( ) εDC1⋅+ εLLandSDL+:= εtotal 5.226% =

Check5 if εtotal 10 %⋅≤ "OKAY", "Excessive Strain",( ):= Check5 "OKAY"=


To ensure stability, the total thickness of the elastomer pads and steel laminates is:

Tt n hi⋅ n 1−( ) hs⋅+:= Tt 72mm=

shall not exceed the least of Lbrg/3 or Wbrg/3:


3⎛ ⎛ Wbrg

3⎞ ⎞

⎜ ⎜ ⎟ ⎟ ,⎝ ⎠

≤ "OKAY", "FAILS Stability",⎝ ⎠

:= Check6 "OKAY"=

January, 2008 12D-7


LRFD 14.7.6.3.7 Reinforcement

hmax hi:= Fy_internal 345MPa:=



hsteel_req_str 0.454mm= Fy_internal

:=

Check7 if hsteel_req_str hs≤ "OKAY", "Steel Reinforcement Too Thin",:= ( ) Check7 "OKAY"=



h2 hmax⋅ σLL⋅

steel_req_ftgΔFTH

hsteel_req_ftg 0.308mm= :=

Check8 if hsteel_req_ftg hs≤ "OKAY", "Steel Reinforcement Too Thin",( ):=

Check8 "OKAY"=


φe2 0.8:= AWS E7018 weld type AWS A5.1

Fexx 480MPa:=

% Pstrength Seismic,( )0.707 0.6 φe2⋅ Fexx( )⋅

Weld max 8mmmax 10⋅

2 Ls⋅( )⋅,

⎡⎢⎣

⎤ ⎥⎦

:= Weld 8mm =



2

4⋅:= Abolt_sole 314.2mm2

=

if Diabolt_sole 24mm≤ 825MPa, 725MPa

Fu_bolt_sole ,( ):= Fu_bolt_sole 825MPa=

Rn 0.38Abolt_sole Fu_bolt_solWhen Threads are included in the shear plane, LRFD 6.13.2.7 ⋅ e:=



φs Rn⋅

⎛4,⎞ Bolts 4.0= ⎜ ⎟:=

⎝ ⎠

12D-8 January, 2008


Optional Cap Screws (ASTM F835M)

ASTM F835 Diascrew_sole 16mm:=


2

4Ascrew_sole 201.1mm2

= ⋅:=

Fu_screw_sole 1172MPa:=

When Threads are included in the shear plane, R 0.38A Fn screw_sole u_screw_sole⋅:= LRFD 6.13.2.7

Resistance Factor for screws in shear, φs 0.80:= LRFD 6.5.4.2


φs Rn⋅4,

⎛⎜⎝

⎞⎟⎠

:= Cap_Screws 4.0=





(24mm. Minimum Diameter) φAnchBlt 24mm:=



2

4

A 452.4mmAnchBlt2

= ⋅:=

if φAnchBlt 24mm≤ 825MPa, 725MPa,( ):= Fu_AnchBlt Fu_AnchBlt 825MPa=

When Threads are included in the shear plane, LRFD 6.13.2.7 Rn 0.38AAnchBlt Fu_AnchBlt⋅:=


max 10 %⋅ Pstrength⋅ Seismic,( )φs Rn⋅

:= AnchBlt_req 0.91= AnchBlt_req


January, 2008 12D-9


Washer Plate Details ( refer to BD- BG5 For typical slotted hole detail.) : where Am = φAB + 40mm

Bm = φAB + 10mm Awp = Am + 26mm Bwp = Bm + 26mm

Determine "Slotted Hole" details for masonry plate:

Am φAnchBlt 40mm+:= Am 64mm=

Awp Am 26mm+:= Awp 90mm=

Bm φAnchBlt 10mm+:= Bm 34mm=

Bwp Bm 26mm +:= Bwp 60mm =

Masonry Plate Dimensions referred to BM section 12

Length - L Ceil L 50mm+m brg( ) 5mm,⎡ Lm 400m⎣ ⎤ m= ⎦:=


Et 1.75 φAnchBlt⋅ 5mm+:= Et 47mm =

EL El Ceil 1.75 φAnchBlt⋅ 40mm+( ) 5mm,⎡⎣ ⎤⎦← bolts 2>if :=

ElLm

2← bolts 2if

El

EL 200mm=

Longitudinal min. bolt cover = EL.min 1.75 φAnchBlt⋅ 40mm +:=

E φ 10mz AnchBlt m +:= Ez 34mm =

Wmout Ceil Ws 2 Ez Et+( )⋅+


⎡⎣ ⎤⎦ 5mm,⎡⎣ ⎤⎦:= Wmout 645mm =

WmIn Ceil Wbrg 2 Ez Et+( )⋅+


⎡⎣ ⎤⎦ 5mm,⎡⎣ ⎤⎦:= WmIn 615mm =

12D-10 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.):

Wm Ceil if WmIn Wmout> WmIn, if Tt 25mm+2 φAnchBlt⋅( ) WmIn, Wmout,> ⎡ ⎡⎣ ⎤⎦,⎡⎣ ⎤⎦⎣⎡ ⎤ 5mm, ⎤:= ⎣ ⎦ ⎦

Wm 645mm =Thickness - Masonry Plate is standard at Tm 25mm:=

Hbearing n hi⋅ n 1−( ) hs⋅+T1 T2

Final determination of total bearing height: Hbearing= nhri + ( n- 1)hs + Tm +( T1 + T2) / 2

+

2+ Tm +:= Hbearing 139mm =

January, 2008 12D-11


12D-12 January, 2008

Output Required for "Bearing Table" Loading

DC1 DC2+ DW+ 351.4kN LL 333.6kN= TL 685.027kN= S 8.203==

Elastomer Layers

hi 12mm= n 5= Lbrg 350m m= Wbrg 450m m = hrt 60mm =

Areas

Compressive_Area Lbrg 6mm−( ) Wbrg⋅:= Compressive_Area 152736mm26mm−( ) ====> =

Shear_Area Wbrg L 157500mm2brg⋅:= Shear_Area ====> =

Masonry Plate Tm 25mm= Wm 645m m= Lm 400m m= Et 47m m = EL 200mm= Ez 34mm=

Anchor Bolts

φAnchBlt 24mm= bolts 2 =


Weld Size = Weld 8mm=

Bolts 4

Number bolts necessary for bolt option = =


Washer Plate

Awp 90mm= Bwp 60m m =

Sole Plate (it is the designer's responsibility to verify if T2 is up station of T1)

Ws 480mm= Ls 380m m= T1 40mm= T2 45m m =

Bearing Height

Hbearing 139mm =

CODE CHECKS

Check

"Shear Deformation Check"


"Minimum Compression Check"





"Stability Check"

"Service Limite State Check"

"Fatigue Limite State Check"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

"OKAY"

⎛ ⎞⎟

"OKAY"⎜⎜

⎜⎜⎜⎜⎜⎜⎜

⎟⎟⎟⎟⎟⎟⎟⎟⎟⎟

⎜⎜

=

⎜ ⎟⎝ ⎠

Appendix 12E Design Example; Multi-Rotational Bearing – Fixed (Type MR)

Note: Highlighted values on the following pages require user input. This bearing design assumes straight, single span steel 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 Specification. The designer is responsible for the final design.


Superstructure Properties: Bearing Data (See BD-BG5, R1)

(Expansion Length) Lspan 129.54m:= Vertical_Load 1779 kN :=

(LL Deflection) ΔLL 50mm :=Horizontal_Load 338 kN :=(HL93 Unfactored LL w/ impact) LLhl93 578.269kN:= A 560 mm :=(HL93 Minimum LL w/impact, including uplift) LLmin.hl93 0kN :=

B 480mm:= (Unfactored DL) DC1 971.047kN:= OD 435mm:= (Unfactored DL Load on Composite

Section) DC2 46.706kN :=

D 175mm :=(Unfactored FWS Load on Composite Section)

DW 44.482kN :=

STABrg 1520m:= (Bottom Flange Width at CL Bearing)

wbf 600mm:=

Masonry: (Girder Ultimate Tensile Strength, Steel Only)

Fu_girder 450MPa:= (Pedestal Concrete 28 Day Strength)

f'c 21MPa:=

(Distance Between Fascia Beams) Wout 9559mm:=

(Maximum Horizontal Load from Seismic Analysis - LRFD 14.8.3.2)

Seismic 0kN:=

Fy 345MPa:=



(End Grade) G2 0.199− %:=

(VC length) Lvc 886 m:=

STAPVI 1469m:=

January 2008 12E-1


Total Loading:

LLmin 0= LLmin LLmin.hl93:=

Max. live load LL LLhl93:= LL 578.269kN =

TL DC1 DC2+ DW+ L TL 1.641 10×3 kService I limit state no impact L+:= N=

Unfactored Dead Load on composite section SDL DC2 DW+:= SDL 91.188kN =

Pstrength_I 1.25 DC1 DC2+( ) 1.50DW+ 1.75 LLhl9 Pstrength_I 2.351× 103 kStrength I limit state with impact

3⋅+:= N=

Pstrength 2.351 103× kPstrength Pstrength_I:= N =

LRFD 3.12.2.2.1 Temperature Range for Procedure A


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 => Ws Ceil if wbf A> wbf 50mm+, A 50mm+,( )( ) 5mm ,⎡⎣ ⎤⎦:= Ws 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.


Minimum thickness of Sole Plate 20 mm. NYSDOT BD-BG5-R1 t 20mmin m:=

OHwbf A−

2 := OH 20mm =


φb Fy⋅ Ls⋅ Ws⋅:= AISC LRFD Equation tsmin 4.193mm=

T1 if tsmin tmin<( ) tmin, tsmin, ⎡⎣ ⎤⎦:= T1 20mm =

January, 2008 12E-3



rG2 G1−

Lvc:= r 6.884− 10 8−

×1

mRate of change of grade =

m =

STAPVC STAPVILvc

2 STAPVC 1026000mm= −:=

Grade at C.L. of brgs. = GCL G1 STABrg STAPVC( )− r⋅+:= GCL 2.499% =

t% GCL LsReq'd thickness change = ⋅ t% 13.247mm= :=

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 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.

φ 0.e2 8:=

Fexx 480MPa:=

W1 max 8mmmax 10 %⋅ Pstrength Seismic,( )

2 Ls⋅( ) 0.707⋅ 0.6 φe2⋅ Fexx( )⋅

AWS E7018 weld type AWS A5.1

,⎡⎢⎣

⎤ ⎥⎦

:= W 8m1 m=

W2 max 8mmmax 10 %⋅ Pstrength( ) Seismic,⎡⎣ ⎤⎦

2 B⋅( ) 0.707⋅ 0.27 420⋅ MPa( )⋅,

⎡⎢⎣

⎤⎥⎦

:= W2 8 mm( )=



2

4Abolt_sole 314.159mm2

= ⋅:=

Fu_bolt_sole if Diabolt_sole 24mm≤ 825MPa, 725MPa,( ):= F 825MPa=u_bolt_sole

12E-4 January, 2008


When Threads are included in the shear plane,

LRFD 6.13.2.7 Rn 0.38Abolt_sole Fu_bolt_sole⋅:=


Bolts maxstrengthmax 10 %⋅ P⋅ Seismic,( )φs Rn⋅

4,⎛⎜⎝

⎞⎟⎠

:= Bolts 4.0=

Optional Cap Screws (ASTM F835M):



2

4⋅:= Ascrew_sole 201.062mm2

=

F 1172MPa:=u_screw_sole


LRFD 6.13.2.7 Rn 0.38Ascrew_sole Fu_screw_sole⋅:=

φs 0.80:=

Cap_Screws maxmax 10 %⋅ Pstrength

Resistance Factor for screws in shear, LRFD 6.5.4.2

⋅ Seismic,( )φs Rn⋅

⎛4,⎞ ⎜

⎝⎟⎠

:= Cap_Screws 4.0=



(24 mm Minimum Diameter) φ 24mAnchBlt m:=


φ2

AAnchBlt πAnchBlt

4⋅:= AAnchBlt 452.389mm2 =


LRFD 6.13.2.7 R 0.38A Fn AnchBlt u_AnchBlt⋅:= When Threads are included in the shear plane,



φs Rn⋅ := AnchBlt_req 2.072=


φm φAnchBlt 10mm +:= φm 34mm =

January, 2008 12E-5


Determine "Slotted Hole" details for masonry plate:

A φ 40mm AnchBlt m Am 64mm= +:=



B B 26m

wp m m+:= Bwp 60mm =

Masonry Plate Dimensions

Longitudinal min. bolt cover = El 1.75 φAnchBlt⋅ 40mm+:= El 82.00mm=


Et 1.75 φAnchBlt⋅ 5mm Et 47mm= +:=

Ez φAnchBlt 10mm Ez 34mm= +:=


Wmout Ceil Ws 2 Ez Et+( )⋅+⎡⎣ ⎤⎦ 5mm,⎡⎣ ⎤⎦:= W 815mmout m =

WmIn Ceil OD 2 Ez Et+( )⋅+


⎡⎣ ⎤⎦ 5mm,⎡⎣ ⎤⎦:= WmIn 600mm=


Wm Ceil if WmIn Wmout> WmIn, if D 2 φAnchBlt⋅ 25mm+( )> WmIn, Wmout, ⎡ ⎡⎣ ⎤⎦,⎡⎣ ⎤⎦⎣⎡ ⎤ 5mm, ⎤:= ⎣ ⎦ ⎦

Wm 600mm =

Length - Based on the greater of either the anchor bolt placement or 2in. plus the base plate (O.D.).

Lm Ceil max OD 50mm+ bolts 1+( ) El ⋅,⎡⎣ ⎤⎦⎡⎣ ⎤⎦ 5mm,⎡⎣ ⎤⎦:= Lm 485mm =

12E-6 January, 2008


Thickness - Masonry Plate is standard at Tm 20mm:= NYSDOT BD-BG5-R1

Tmin.mp 20mm:=

OHmWm OD−

2 OHm 82.5mm= :=

Tmin.masonryplate if OHm2 Pstrength⋅

φ F⋅ W⋅ L⋅b y m mTmin.mp< Tmin.mp, OHm

2 Pstrength⋅

φ F⋅ W⋅ L⋅b y m m,

⎛⎜

⎞ ⎟

⎝:=

Tmin.masonryplate 20m

⎠

m =


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.

Apedestal 5.753 105× mm2Apedestal Wm 2 Et⋅− 2 200⋅ mm+( ) Lm 2 75⋅ mm+( ) ⋅:= =

Lm W

Amasonry m⋅:= Amasonry 291000mm2 =

Apedestal

Check resistance of concrete pedestal, Pn

Pn 0.85 f'c⋅ Amasonry⋅ min 2⎛

Amasonry

⎞ ⎜

⎝⎟,⎠

⋅:=

LRFD 5.5.4.2.1 φc 0.70:=

Check1 if TL φc Pn⋅≤ "OKAY", "Pedestal Overstressed",( ):= Check1 "OKAY"=

The minimum vertical loading is 20% of SDL and DL (LRFD 14.6.1) plus any LL uplift.

σmin 20 %⋅ Vertical_Load⋅:=

σTDC SDL DC1+ if LLmin 0 kN⋅< LLmin, 0,

( ) +:=

Check2 if σmin σTDC≤ "OKAY", "FAILS",( ):= Check2 "OKAY"=

January, 2008 12E-7


12E-8 January, 2008


Capacity

Vertical_Load 1779kN =

Horizontal_Load 338kN=

Masonry Plate

Lm 485mm= Wm 600m m= Tm 20m* (minimum) m Et 47mm= E 82mm= = l

Am 64mm= Bm 34m m =

*The designer shall determine the masonry plate thickness.

Washer Plate

Awp 90mm Bwp 60mm= =


Ws 650mm= Ls 530m m T1 20mm= = T2 33mm =

Bearing Height

D 175mm =

Anchor Bolts

φAnchBlt 24mm= bolts 4 =


Weld Sizes: W1 8mm =

W2 8mm=

Bolts 4.0

Number bolts necessary for bolt option = =


Additional Information

Check1 "OKAY"= Check2 "OKAY"=

Ez 34m

m =

Appendix 12F Design Example; Multi-Rotational Bearing – Expansion (Type MR)

Note: Highlighted values on the following pages require user input. This bearing design assumes straight, single span Steel 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.


Superstructure Properties: Bearing Data (See BD-BG5, R1) (Expansion Length) Lspan 129.54m:= Vertical_Load 1779 kN:= (LL Deflection) ΔLL 50mm:=

(HL93 Unfactored LL w/ impact) LLhl93 578.269kN:= Horizontal_Load 338 kN:=

(HL93 Minimum LL w/impact, including uplift) LLmin.hl93 0kN:= A 560 mm:=

B 480mm:= (Unfactored DL) DC1 971.047kN:= (Unfactored DL Load on Composite Section)

OD 435mm:= DC2 46.706kN:=

(Unfactored FWS Load on Composite Section) DW 44.482kN:= D 175mm:=

(Bottom Flange Width at CL Bearing) wbf 600mm:= STABrg 1520m:=

(Girder Ultimate Tensile Strength, Steel Only) Fu_girder 450MPa:=

(Distance Between Fascia Beams) Masonry: Wout 9559mm:=

(Pedestal Concrete 28 Day Strength)

(Maximum Horizontal Load from Seismic Analysis - R14.8.3.2)

L FD f'c 21MPa:= Seismic 0kN:=

Fy 345MPa:=



(End Grade) G2 0.199− %:=

(VC length) Lvc 886 m:=

STAPVI 1469m:=

Thermal Conditions: (AASHTO 'Cold Climate' Zone 'C', LRFD Table 3.12.2.1-1 - Regions 10 and 11 are in 'Moderate Climate' zone) For steel girder bridges with concrete decks.

Temperature range Thigh 50C:= LRFD 3.12.2.1-1 Tlow 35− C:=

α 11.7 10 6−⋅

1 Steel coefficient of thermal expansion C⋅:= LRFD 6.4.1

January 2008 12F-1


Total Loading:

LLmin LLmin.hl93:= LLmin 0=


TL 1.641 103× kN= Service I limit state no impact TL DC1 DC2+ DW+ LL+:=

Unfactored Dead Load on composite section SDL DC2 DW+:= SDL 91.188kN=

Pstrength_I 2.351 103× kN= Strength I limit state

with impact Pstrength_I 1.25 DC1 DC2+( ) 1.50DW+ 1.75 LLhl93⋅+:=

Pstrength 2.351 103× kN= Pstrength Pstrength_I:=

LRFD 3.12.2.2.1 Temperature Range for Procedure A

Temperature Range to Determine Design Movement ΔTexp Thigh 20C−:= Expansion: ΔTexp 30 C=

Contraction: ΔTcont 20C Tlow−:= ΔTcont 55C=

Δs if ΔTcont ΔTexp> α ΔTcont⋅ Lspan⋅, α ΔTexp⋅ Lspan⋅,( ):= Δs 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 Ceil if Δs 25mm> B 2 Δs 25mm−( )⋅+⎡⎣ ⎤⎦, B,⎡⎣ ⎤⎦⎡⎣ ⎤⎦ 5mm,⎡⎣ ⎤⎦:= B 600.0mm=

12F-2 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=

Ws Ceil if wbf A> wbf 50mm+, A 50mm+,( )( ) 5mm,⎡⎣ ⎤⎦:= Ws 650mm= Width =>

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.


Minimum thickness of Sole Plate 20 mm NYSDOT BD-BG5-R1 tmin 20mm:=

OHwbf A−

2:= OH 20mm=


φb Fy⋅ Ls⋅ Ws⋅:= AISC LRFD Equation tsmin 3.786mm=

T1 if tsmin tmin<( ) tmin, tsmin,⎡⎣ ⎤⎦:= T1 20mm=


rG2 G1−

Lvc:= r 6.884− 10 8−

×1

mm= Rate of change of grade =

STAPVC STAPVILvc

2−:= STAPVC 1026000mm=

GCL G1 STABrg STAPVC−( ) r⋅+:= Grade at C.L. of brgs. = GCL 2.499%=

t% GCL Ls⋅:= Req'd thickness change = t% 16.246mm=

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 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)

Coefficient of Expansion for Concrete = αc 10.8 10 6−⋅

1C⋅:=

Guide_Clearance if Wout 12m> "Non-Standard", "Standard",( ):= Guide_Clearance "Standard"=

Gmin.gap if Wout 12m>αc max ΔTexp ΔTcont,( )⋅ Wout

2, 3mm,

⎛⎜⎝

⎞⎟⎠

:= Gmin.gap 3mm=

12F-4 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.

φe2 0.8:=

Fexx 480MPa:= AWS E7018 weld type AWS A5.1

W1 max 8mmmax 10 %⋅ Pstrength Seismic,( )

2 Ls⋅( ) 0.707⋅ 0.6 φe2⋅ Fexx( )⋅,

⎡⎢⎣

⎤⎥⎦

:= W1 8mm=

W2 max 8mmmax 10 %⋅ Pstrength( ) Seismic,⎡⎣ ⎤⎦

2 B⋅( ) 0.707⋅ 0.27 420⋅ MPa( )⋅,

⎡⎢⎣

⎤⎥⎦

:= W2 8mm=

High Strength Bolts

Diabolt_sole 20mm:=


2

4⋅:= Abolt_sole 314.159mm2

=

Fu_bolt_sole if Diabolt_sole 24mm≤ 825MPa, 725MPa,( ):= Fu_bolt_sole 825MPa=


LRFD 6.13.2.7 Rn 0.38Abolt_sole Fu_bolt_sole⋅:=

Rn 98.489kN=



φs Rn⋅4,

⎛⎜⎝

⎞⎟⎠

:= Bolts 4.0=

Optional Cap Screws (ASTM F835M):



2

4⋅:= Ascrew_sole 201.062mm2

=

F 1172MPa:=u_screw_sole

January, 2008 12F-5


LRFD 6.13.2.7 Rn 0.38Ascrew_sole Fu_screw_sole⋅:= When Threads are included in the shear plane

Resistance Factor for screws in shear, LRFD 6.5.4.2 φs 0.80:=


φs Rn⋅4,

⎛⎜⎝

⎞⎟⎠

:= Cap_Screws 4.0=



(24 mm Minimum Diameter) φAnchBlt 24mm:=



2

4⋅:= AAnchBlt 452.389mm2

=


LRFD 6.13.2.7 Rn 0.38AAnchBlt Fu_AnchBlt⋅:= When Threads are included in the shear plane,



φs Rn⋅:= AnchBlt_req 2.072=


Washer Plate Details (refer to BD- BD5-R1) : where Am = φAB + 40mm

Bm = φAB + 10mm Awp = Am + 26mm Bwp = Bm + 26mm

Determine "Slotted Hole" details for masonry plate: NYSDOT BD-BG5-BR1

Am φAnchBlt 40mm+:= Am 64mm=



B B 26mwp m m+:= B 60mwp m=

12F-6 January, 2008


Masonry Plate Dimensions

Longitudinal min. bolt cover = El 1.75 φAnchBlt⋅ 40mm+:= El 82mm=


Et 1.75 φAnchBlt⋅ 5mm+:= Et 47mm=

Ez φAnchBlt 10mm+:= Ez 34mm=


Wmout Ceil Ws 2 Ez Et+( )⋅+⎡⎣ ⎤⎦ 5mm,⎡⎣ ⎤⎦:= Wmout 815mm=


WmIn Ceil OD 2 Ez Et+( )⋅+⎡⎣ ⎤⎦ 5mm,⎡⎣ ⎤⎦:= WmIn 600mm=


Wm Ceil if WmIn Wmout> WmIn, if D 2 φAnchBlt⋅ 25mm+( )> WmIn, Wmout,⎡⎣ ⎤⎦,⎡⎣ ⎤⎦⎡⎣ ⎤⎦ 5mm,⎡⎣ ⎤⎦:=

Wm 600mm=

Length - Based on the greater of either the anchor bolt placement or 50 mm. plus the base plate (O.D.).

Lm max OD 50mm+ bolts 1+( ) lE⋅,⎡⎣ ⎤⎦:= Lm 485mm=

Thickness of Masonry Plate

Thickness - Masonry Plate is standard at Tm 20mm:= NYSDOT SBD-BG5-R1

Tmin.mp 20mm:=

OHmWm OD−

2:= OHm 82.5mm=

Tmin.masonryplate if OHm2 Pstrength⋅

φb Fy⋅ Wm⋅ Lm⋅Tmin.mp< Tmin.mp, OHm

2 Pstrength⋅

φb Fy⋅ Wm⋅ Lm⋅,

⎛⎜⎝

⎞⎟⎠

:= Tmin.masonryplate 20mm=

January, 2008 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.

Apedestal 5.753 105× mm2

= Apedestal Wm 2 Et⋅− 2 200⋅ mm+( ) Lm 2 75⋅ mm+( )⋅:=

Amasonry 291000mm2= Amasonry Lm Wm⋅:=

Check resistance of concrete pedestal, Pn

Pn 0.85 f'c⋅ Amasonry⋅ min 2Apedestal

Amasonry,

⎛⎜⎝

⎞⎟⎠

⋅:=

φc 0.70:= LRFD 5.5.4.2.1

Check1 if TL φc Pn⋅≤ "OKAY", "Pedestal Overstressed",( ):= Check1 "OKAY"=

The minimum vertical loading is 20% of SDL and DC1 (LRFD 14.6.1) plus any LL uplift.

σmin 20 %⋅ Vertical_Load⋅:=

σTDC SDL DC1+ if LLmin 0 kN⋅< LLmin, 0,( )+:= σTDC 1062kN=

Check2 if σmin σTDC≤ "OKAY", "FAILS",( ):= Check2 "OKAY"=

12F-8 January, 2008


January, 2008 12F-9


Capacity

Vertical_Load 1779kN=

Horizontal_Load 338kN=

One Way Longitudinal Movement = Δs 25mm+ 108.359mm=

at a value of Gmin.gap 3mm= Guide_Clearance "Standard"=

Masonry Plate

* (minimum) Lm 485mm= Wm 600mm= Tmin.masonryplate 20mm= Et 47mm= El 82mm=

Am 64mm= Bm 34mm=

*The designer shall determine the masonry plate thickness.

Washer Plate

Awp 90mm= Bwp 60mm=


Ws 650mm= Ls 650mm= T1 20mm= T2 36mm=

Bearing Height

D 175mm=

Anchor Bolts

φAnchBlt 24mm= bolts 4=


Weld Sizes = W1 8mm=

W2 8mm=

Number bolts necessary for bolt option = Bolts 4.0=


Additional Information

Check1 "OKAY"= Check2 "OKAY"=

Ez 34mm=

April, 2006 13-1

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.


13-2 January, 2008

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.

Approach Details

January, 2008 13-3

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 14-1

Section 14 Bridge Plan Standards and Organization

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 Three Dimensional Abutments C Three Dimensional Piers C Three Dimensional Earthwork sheets C Framing Plan C Superstructure Slab C Approach Slabs C 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.


14-2 April, 2006

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.

Bridge Plan Standards and Organization

April, 2006 14-3

The following are suggested scales (based on full D-sized sheets) to be used by detailers in the preparation of contract plans:

Preliminary Plan 1:250 Abutments Plan and Elevation 1:25 (Ideal) No smaller than 1:40 Reinforcement 1:25 (Ideal) No smaller than 1:40 Piers Plan and Elevation 1:25 (Ideal) No smaller than 1:40 Reinforcement 1:25 (Ideal) No smaller than 1:40 Transverse Section 1:25 Railings 1:10 Bearings 1:10 Superstructure Slab 1:75, 1:100 Prestressed Concrete 1:25, 1:40 Excavation Plans 1:75, 1:100 Sections 1:50, 1:75 Approach Slabs 1:40 Steel Framing Plan 1:75, 1:100 Girder Elevations Not to scale Joints Not to scale

14.3.5 Dimension and Table Value Rounding

The following is presented as a guideline to rounding dimensions and table values on the contract plans:

Concrete Nearest 5 mm Steel Nearest 1 mm Reinforcement Length Nearest 10 mm Stations Nearest 5 mm Elevations Nearest 5 mm Camber Table Nearest 1 mm Haunch Table Nearest 5 mm Design Load Table Nearest .01 kN/M Moment Table Nearest 1 kN-M Shear Table Nearest 1 kN


14-4 April, 2006

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


April, 2006 14-5

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.


14-6 April, 2006

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.


April, 2006 14-7

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.


14-8 April, 2006

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.


April, 2006 14-9

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.


14-10 April, 2006

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 Contractor’s 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.

January, 2008 14A-1

Appendix 14A Contract Plan Review Checklist

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


14A-2 January, 2008

☐ 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

☐ Load Rating Table (LRFR and LFD or ASD) ☐ Hydraulic Data Table

☐ Curve Data Table

☐ Electrical Safety Note

☐ Temporary Structure Design Live Load Note

Contract Plan Review Checklist

April, 2006 14A-3

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


14A-4 April, 2006

☐ 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

☐ 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 14A-5

ESTIMATE OF QUANTITIES AND NOTES

☐ Index of contract plans ☐ Estimate of quantities table • Item number • Description of item • Units of measurement • Engineer’s 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)


14A-6 January, 2008

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

☐ 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


April, 2006 14A-7

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


14A-8 April, 2006

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

☐ 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 14A-9

ABUTMENT REINFORCEMENT PLANS

STEM REINFORCEMENT PLAN

☐ Outline of stem ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) of all bars totally contained in the stem except bars extending into the pedestal

☐ Cover to exposed faces ☐ 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 ☐ Spacing of reinforcement tied down to an exposed face ☐ Seismic reinforcement details

BACKWALL AND WINGWALL REINFORCEMENT PLAN

☐ Outline of backwall and wingwalls ☐ 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 backwall and wingwall

☐ Cover to exposed faces

☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark

☐ Spacing of reinforcement tied down to an exposed face

☐ Header blockout for bridges with joint systems (if required) ☐ Approach slab blockout for bridges with jointless details (if required) ☐ Seismic reinforcement details

HEADER REINFORCEMENT PLAN

☐ Outline of header ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) of all bars totally contained in the header ☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark ☐ Spacing of reinforcement tied down to an exposed face ☐ Seismic reinforcement details


14A-10 April, 2006

ABUTMENT SECTIONS AND DETAILS

DETAILS SHEET

☐ Outline of abutment at section ☐ Pour numbers ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) ☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Spacing of reinforcement tied down to an exposed face ☐ Seismic reinforcement details ☐ 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 ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) ☐ Cover to exposed faces ☐ Spacing of reinforcement tied down to an exposed face ☐ Embedment length of bars ☐ Seismic reinforcement details ☐ Wash requirements of bridge seat ☐ Pedestal Elevation ☐ Pedestal Hoop Table

ANCHOR BOLT LAYOUT

☐ 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 14A-11

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 ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) ☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark ☐ Spacing of reinforcement tied down to an exposed face ☐ Seismic reinforcing details ☐ All elevations required to construct the pier ☐ Wash requirements of pier cap


14A-12 April, 2006

SECTION

☐ Outline of section ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) ☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark ☐ Spacing of reinforcement tied down to an exposed face ☐ Seismic reinforcing details ☐ All elevations required to construct the pier ☐ Wash requirements of pier cap ☐ Keyway between footing and column/plinth/pier stem


April, 2006 14A-13

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 ☐ 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


14A-14 April, 2006

PIER REINFORCEMENT PLANS AND DETAILS

☐ North arrow ☐ Welded reinforcing bar splice detail (If spiral reinforcement requires)

SOLID PIER

☐ Outline of solid pier ☐ 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 pier stem except the bars extending into the pedestals

☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark ☐ Spacing of reinforcement tied down to an exposed face ☐ Seismic reinforcement details

PLINTH

☐ Outline of plinth ☐ 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 plinth ☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark ☐ Spacing of reinforcement tied down to an exposed face ☐ Seismic reinforcement details

CAP BEAM DETAILS

☐ Outline of cap beam in plan and elevation ☐ 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 cap beam except the bars extending into the pedestals

☐ Cover to exposed faces ☐ #25 @ 150 mm centers on top of cap beam ☐ Lap lengths to other bars ☐ Spacing of reinforcement tied down to an exposed face ☐ Seismic reinforcement details


April, 2006 14A-15

ANCHOR BOLT LAYOUT

☐ 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

PEDESTAL PLAN

☐ Outline of pedestal ☐ Pour numbers ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) ☐ Cover to exposed face ☐ Embedment length of bars ☐ Spacing of reinforcement tied down to an exposed face ☐ Seismic reinforcement details ☐ Wash requirements of pier cap ☐ Pedestal elevation ☐ Pedestal Hoop Table


14A-16 January, 2008

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 ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) of all bars totally contained in the slab ☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark ☐ 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 ☐ Railing/barrier/screening ☐ Utilities

FASCIA DETAIL

☐ Railing/barrier/fencing shown but not dimensioned (to be shown on the Railing/ barrier/fencing sheets)

☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid stainless steel (S)) of all bars totally contained in the slab

☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark ☐ Spacing of slab reinforcement tied down to an exposed face ☐ 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 14A-17

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 ☐ Weld length measured along the side of the angle that has the shortest lap length ☐ Gusset plate thicknesses ☐ 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



☐ Gusset plates thicknesses

☐ Connection plates shown and labeled

☐ Bottom lateral gusset plate (if required)



INTERMEDIATE DIAPHRAGMS

☐ Top strut not shown (except curved girders) ☐ Angles labeled ☐ Proper weld symbols ☐ Weld length measured along the side of the angle that has the shortest lap length ☐ Gusset plate thicknesses ☐ Connection plates shown and labeled

UTILITY DIAPHRAGM(S)

☐ Show in bay where they will be located (extra details required shown to the side) ☐ Members labeled



☐ Gusset plate thicknesses

☐ Connection plates shown and labeled

☐ Enough detail shown to properly construct the specialty diaphragm

CURVED GIRDER DIAPHRAGMS

☐ 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



FRAMING DETAILS (Steel Superstructures)

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



GIRDER ELEVATION AND SECTIONS (Steel Superstructures)

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

☐ 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



CAMBER, HAUNCH, MOMENT AND SHEAR AND DESIGN LOAD TABLES (Steel Superstructures)

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



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:

☐ Live load denoted below table


April, 2006 14A-23

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



TRANSVERSE SECTION (Concrete Bulb Tee and I-Beam Superstructures)

TRANSVERSE SECTION

☐ Overall width of structure ☐ TGL ☐ 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 slab thickness ☐ Applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) of all bars totally contained in the slab ☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Spacing of slab reinforcement tied down to an exposed face ☐ Beams numbered ☐ Beam spacing dimensioned ☐ Composite shear bars ☐ Overhang dimensioned ☐ Railing/barrier/screening ☐ Utilities

DIAPHRAGMS

☐ 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


April, 2006 14A-25

FRAMING DETAILS (Concrete Bulb Tee and I-Beam Superstructures)

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

☐ Diaphragm spacing, type and number ☐ Connections dimensioned and labeled ☐ Splice location (post-tensioned) ☐ Segment numbers (post-tensioned)


14A-26 April, 2006

GIRDER ELEVATIONS AND SECTIONS (Concrete Bulb Tee and I-Beam Superstructures)

GIRDER ELEVATION

☐ Overall beam length ☐ Span length(s) ☐ Beam overhang over centerline bearing ☐ Continuous connection details

GIRDER SECTIONS

☐ Reinforcement details ☐ Strand pattern ☐ Dimensioned ☐ Cover ☐ Composite shear bars ☐ Transverse tendon location


April, 2006 14A-27

BEAM DETAILS AND TABLES (Concrete Bulb Tee and I-Beam Superstructures)

BEAM PLAN

☐ Centerline of bearings ☐ Diaphragm lengths ☐ Beam overhang over the centerline of bearings ☐ Overall beam length ☐ Flange clipping detail (skews over 15°)

BEAM REINFORCEMENT PLAN

☐ Outline of beam ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) ☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark

BEAM REINFORCEMENT ELEVATION

☐ Outline of beam ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) ☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different mark ☐ Spacing of reinforcement tied down to an exposed face ☐ Enough sections taken to clearly define the beam and its reinforcement

END ZONE REINFORCEMENT DETAIL

☐ Outline of beam end ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) ☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark ☐ Spacing of reinforcement tied down to an exposed face


14A-28 April, 2006

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 ☐ Future wearing surface ☐ Utilities Live load in MSXX or HLXXtruck 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 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

☐ Unit ☐ Beginning ℄ bearings ☐ ¼ point ☐ Midspan ☐ ¾ point ☐ End ℄ bearings


April, 2006 14A-29

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



TRANSVERSE SECTION (Prestressed Box Beams and Slab Units)

TRANSVERSE SECTION

☐ Overall width of structure ☐ TGL ☐ 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 slab thickness ☐ Applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) of all bars totally contained in the slab ☐ Spacing of reinforcement tied down to an exposed face ☐ Beams numbered ☐ Joint widths dimensioned ☐ Overhang dimensioned ☐ Transverse tendon ☐ Railing/barrier/screening ☐ Utilities

FASCIA DETAIL

☐ Railing/barrier/screening shown but not dimensioned (to be shown on the Railing/ barrier/screening sheets)

☐ Concrete slab thickness

☐ Applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid stainless steel (S))of all bars pertaining to the barrier


☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark

☐ Slab depth dimensioned

☐ Fascia depth dimensioned

☐ Overhang dimensioned

☐ Indication of relationship between reinforcement and railing anchorage


April, 2006 14A-31

BEAM LAYOUT (Prestressed Box Beams and Slab Units)

☐ Beam numbers ☐ Centerline of bearing stations ☐ Expansion and fixed bearings labeled ☐ Span length(s) ☐ Beam azimuths ☐ Centerline of bearings azimuth ☐ Centerline of transverse tendon and centerline of diaphragms ☐ Beam spacing dimensioned and tied to station line


14A-32 April, 2006

BEAM DETAILS AND DESIGN LOAD TABLE (Prestressed Box Beams and Slab Units)

BEAM PLAN

☐ Centerline of bearings ☐ 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 ☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark ☐ Spacing of reinforcement tied down to an exposed face

BEAM REINFORCEMENT ELEVATION

☐ Outline of beam ☐ Outline of voids ☐ All applicable bar marks ☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark ☐ Spacing of reinforcement tied down to an exposed face ☐ Enough sections taken to clearly define the beam and its reinforcement

END BLOCK REINFORCEMENT DETAIL

☐ Outline of beam end ☐ Outline of voids ☐ All applicable bar marks ☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark ☐ Spacing of reinforcement tied down to an exposed face


April, 2006 14A-33

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 ☐ Future wearing surface ☐ 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 ☐ ¼ point ☐ Midspan ☐ ¾ point ☐ End ℄ bearings


14A-34 April, 2006

MISCELLANEOUS CONCRETE DETAILS (Prestressed Box Beams and Slab Units)

☐ 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

☐ Outline of beam end ☐ Outline of voids ☐ All applicable bar marks ☐ Cover to exposed faces ☐ Spacing of reinforcement tied down to an exposed face



SUPERSTRUCTURE REINFORCEMENT PLAN

SLAB REINFORCEMENT PLAN

☐ Overall length of structure ☐ TGL ☐ Station line ☐ Limits of structural slab item ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) of all bars totally contained in the slab ☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark ☐ Spacing of slab reinforcement tied down to an exposed face ☐ Section A-A taken transversely through the end of the slab ☐ Centerline of bearing stations

SECTION A-A

☐ Outline of the slab, top of the abutment and the beginning of the approach slab ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) ☐ Limits of sawcut grooving


☐ Indicate if a bar is lapped to another bar with a different bar mark

☐ Spacing of slab reinforcement tied down to an exposed face ☐ 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%


14A-36 April, 2006

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 ☐ Limits of sawcut grooving ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) of all bars totally contained in the approach slabs and sleeper slabs

☐ Cover to exposed faces ☐ Lap lengths to other bars ☐ Indicate if a bar is lapped to another bar with a different bar mark ☐ 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 ☐ All applicable bar marks (epoxy (E), galvanized (G), stainless steel clad (C), solid

stainless steel (S)) of all bars ☐ Cover to exposed faces ☐ Indicate if a bar is lapped to another bar with a different bar mark ☐ Spacing of slab reinforcement tied down to an exposed face


☐ 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 14A-37

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


14A-38 April, 2006

RAILING/BARRIER/SCREENING DETAILS - Insert sheets

STRUCTURAL SLAB OPTIONAL FORMING SYSTEMS - Insert sheet

BAR BENDING DIAGRAMS - Insert sheet

BAR LISTS(S)

☐ Inventory Forms Completed ☐ Load Rating Forms Completed ☐ Level 1 Load Rating Calculations

Appendix 14B Checklist for Constructability Review

PIN _________________ Reviewer(s) _________________________ D#__________________ __________________________ Designer____________________________ Projected Letting Date _________________ Date Review Started __________________ Date Review Completed _______________

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?

2 Information sufficient to avoid major field changes?

3 Permits identified and sufficient time allowed to secure?

4 MP&T plans adequate?

5 MP&T plans too restrictive?

6 Items appropriate?

7 Items omitted?

8 Cross referencing between various contract documents consistent?

April, 2006 14B-1



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

1 Sufficient field investigation been done to ascertain that contract work can be performed as shown on plans?

2 Subsurface exploration?

3 Utility investigation?

4 Current traffic counts?

5 Structural inspection?

6 Emergency/interim structural repairs been considered?

B. Right of Way

1 Equipment, material and hazardous waste storage?

2 Staging?

3 Access to work areas?

C. Construction Staging

1 Phased to provide minimum number of stages and reasonable work areas and access?

2 Are there areas with restricted access?

3 Does staging cause special conditions (i.e., structural adequacy/stability)?

14B-2 April, 2006

Checklist for Constructability Review


4 Proposed adjacent contracts, restrictions, constraints identified and accounted for?

5 Can the details as shown on the plans be constructed using standard industry practices, operations and equipment?

D. M&PT / Traffic Control

1 M&PT requirements realistic for site conditions?

2 Are lane closures reasonable for traffic volumes?

3 Can construction operations be carried out safely under M&PT and staging?

4 Design adequate for averting delays/congestion?

5 Is a detour necessary for averting delays/ congestion?

E. Schedule

1 Is sequence of construction reasonable?

2 Seasonal limits on construction operations?

3 Utility relocation schedule reasonable?

4 Regulatory permit restrictions?

5 Materials ordering, fabrication and delivery requirements

6 All necessary construction operations identified?

7 Impact of additional work ?

8 Time related specs - completion/milestone realistic?

April, 2006 14B-3


14B-4 April, 2006


F. Special Materials / Conditions

1 Pertinent provisions and restrictions clearly indicated?

2 Any special (unique / proprietary) materials, methods of technologies required for contract?

3 Special coordination required, RR, Permits, Regulatory

4 Presence of asbestos, hazardous waste or toxic materials?

5 Safety requirements, fall protection, electric lines, and other utilities, RR requirements

6 Winter concreting and the schedule for delivery of concrete?

Additional Comments:

____________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

January, 2008 15-1

Section 15 Concrete Reinforcement

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


15-2 January, 2008

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.

Concrete Reinforcement

January, 2008 15-3

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 designer’s 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 f’c = 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.


15-4 January, 2008

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


January, 2008 15-5

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.


15-6 January, 2008

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


January, 2008 15-7

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.


15-8 January, 2008

Superstructure Slab Splice Type Table

Longitudinal Bars (Top of Slab) Class C (Not Top Bars) P

Longitudinal Bars (Bottom of Slab) Class C (Not Top Bars) P

Transverse Bars (Top of Slab) Class B (Not Top Bars) N

Transverse Bars (Bottom of Slab) Class B (Not Top Bars) N

Longitudinal and Transverse Bars (Adj. Prestress Units) Compression Splice R

Concrete Barrier (Longitudinal) Class C (Not Top Bars) L, P

Hammerhead and Multi-Column Pier Cap Beam Splice Type

Longitudinal Bars (Top Primary Reinforcement) Class B (Top Bars) K Longitudinal Bars (Bottom Primary Reinforcement and Distribution Reinforcement) Class B (Not Top Bars) J, N

Pier Column Class C (Not Top Bars) L, P

Footing (Steel Pile Foundation) Splice Type

Longitudinal Bars (Top of Footing) Class C (Top Bars) M

Longitudinal Bars (Bottom of Footing) Class C (Top Bars) M

Footing (Concrete Piles or Spread Footing) Splice Type

Longitudinal Bars (Top of Footing) Class C (Top Bars) M

Longitudinal Bars (Bottom of Footing) Class C (Not Top Bars) L

Conventional Abutment Stem and Retaining Walls Splice Type

Rear Face of Wall (Horizontal) Class B (Not Top Bars) J, N

Rear Face of Wall (Vertical) Class C (Not Top Bars) L, P

Front Face of Wall (Horizontal) Class B (Not Top Bars) J, N

Front Face of Wall (Vertical - Conventional Abutment) Class B (Not Top Bars) J, N

Front Face of Wall (Vertical - Jointless Abutment) Class C (Not Top Bars) L, P

Bridge Seat/Top of Solid Pier (Longitudinal) Compression Splice R

LAP SPLICE SELECTION GUIDELINES

Table 15-1


January, 2008 15-9

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


15-10 January, 2008

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)



January, 2008 15-11

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)

The lengths in parentheses can only be used as described in TABLE H. 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


15-12 January, 2008

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.


January, 2008 15-13

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.


15-14 January, 2008

15.9 Column Reinforcement

All lap splices shall be located within the middle ½ of the column height. Dowels shall extend at least ¼ 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 ½ 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.


January, 2008 15-15

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.


15-16 January, 2008

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 Work on a signature structure where construction work is difficult and detracts from the image that the structure conveys about the surrounding community.

C 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.

C 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

Stainless Steel Clad 1.6

Galvanized 1.1

Epoxy Coated 1.1

Plain 1.0

Table 15-2 Approximate Reinforcement Cost Comparison


January, 2008 15-17

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+

Stainless Steel Clad 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.


15-18 January, 2008

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 (¾") 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.


January, 2008 15-19

End Hook Stirrup or Tie Hooks Seismic Stirrup or Tie Hooks

180E 90E 135E 90E 135E Bar Size

Bar Diameter A or G J A or G A or G H A or G A or G H

10 9.5 125 80 150 105 65 105 115 80 13 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.


15-20 January, 2008

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.


January, 2008 15-21

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.


15-22 January, 2008

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 §701−07 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.

April, 2006 16-1

Section 16 Estimate of Quantities

16.1 General

The Engineer’s Estimate is the Department’s 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:


16-2 January 2008

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 Engineer’s 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.

Estimate of Quantities

April, 2006 16-3

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 17-1

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.


17-2 April, 2006

This Page Intentionally Left Blank

Standard Notes

April, 2006 17-3

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 135°C nor greater than 154°C. 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 143°C nor greater than 163°C.

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.


17-4 April, 2006

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

Standard Notes

April, 2006 17-5

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:

The Contractor's attention is directed to (Waterway Name) 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 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


17-6 April, 2006

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.

Standard Notes

April, 2006 17-7

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


17-8 April, 2006

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.

Standard Notes

April, 2006 17-9

USE FOR NEW & REPLACEMENT BRIDGE PROJECT CANAL AREA, U.S.C.G. PERMIT REQUIRED, IN-STREAM WORK

SPECIAL NOTES



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. 12201-0189.

The Contractor should consider sending the plan and schedule of operations to all agencies simultaneously after receiving NYSDOT approval to provide ample time for


17-10 April, 2006

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).


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.


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.


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

Standard Notes

April, 2006 17-11

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.


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. Preservation of the Existing Waterway:

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 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.

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 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


17-12 April, 2006

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.

Standard Notes

April, 2006 17-13

REHABILITATION PROJECT NON-CANAL AREA, NO FORMAL U.S.C.G. PERMIT

SPECIAL NOTES



The Contractor's attention is directed to (Waterway Name) 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 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.

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 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 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.


17-14 April, 2006

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.

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.


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 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.


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.

Standard Notes

April, 2006 17-15


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 apprized of conditions existing at the site, which relate to navigation, so that marine traffic may be notified accordingly, on a timely basis.


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 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.


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 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.


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 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 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.


17-16 April, 2006

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.

Standard Notes

April, 2006 17-17

MINOR REHABILITATION PROJECT - CANAL AREA USE FOR PAINTING CONTRACTS ETC., NO IN-STREAM WORK

SPECIAL NOTES



The Contractor's attention is directed to the (Waterway Name) and the navigation channel therein. It shall be the sole responsibility of the Contractor to conduct 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.

To the best of our knowledge, this project does not require a formal U.S. Coast Guard 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.


17-18 April, 2006


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 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.


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. 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.


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.


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.


The temporary removal or changes in location of channel markers may be required to 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.

Standard Notes

April, 2006 17-19


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 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 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 obstruct navigation, the Contractor shall promptly recover and remove the same. The 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.


17-20 April, 2006

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 Work in Navigable Waters and Other Waterways


The Contractor's attention is directed to the (Waterway Name) 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 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.

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.


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 Marine Protection Research and Sanctuaries Act of 1972, 86 Stat. 1052, Public Law 92-532 as they relate to proposed construction activities.

Standard Notes

April, 2006 17-21

To the best of our knowledge, this project does not require a formal U.S. Coast Guard 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.

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, and other bodies having jurisdiction over the work encompassed in this Contract.


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. 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.


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.


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 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.


The temporary removal or changes in location of channel markers may be required to 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.


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 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


17-22 April, 2006

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.

Standard Notes

January, 2008 17-23

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 - 27

Foundation Notes 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


17-24 January, 2008

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.)

Standard Notes

January, 2008 17-25

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 CONTRACTOR’S 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 CONTRACTOR’S ENGINEER TO ASSURE THAT THE CONSTRUCTION LOADS DO NOT ADVERSELY AFFECT THE FASCIA GIRDER ARE AT THE CONTRACTOR’S 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.


17-26 January, 2008

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. 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.

Standard Notes

January, 2008 17-27

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.


17-28 January, 2008

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. 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.

Standard Notes

January, 2008 17-29

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.


17-30 January, 2008

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. 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.

Standard Notes

January, 2008 17-31

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.


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 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.)


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 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.)


17-32 January, 2008

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 BIN PROGRESS PAYMENT

______________ ___________ KILOGRAMS ___________ ______________ ___________ KILOGRAMS ___________ 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. 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.

Standard Notes

January, 2008 17-33

The following note shall be used when structural steel is to be erected (Do not use Part B with straight bridges):

65. 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.

66. IF THE CONTRACTOR ELECTS TO MOVE THE SPLICE LOCATION SHOWN ON THE PLANS, IT IS THE CONTRACTOR’S 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 CONTRACTOR’S 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,


17-34 January, 2008

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 18–PROTECTIVE 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. 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.

Standard Notes

January, 2008 17-35

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 lead-based 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.


17-36 January, 2008

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.

Standard Notes

January, 2008 17-37

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.


17-38 January, 2008

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 CONTRACTOR’S 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. IT SHALL BE THE CONTRACTOR’S RESPONSIBILITY TO CONFIRM THE LENGTHS OF EXISTING STRUCTURAL STEEL COMPONENTS TO BE REPLACED PRIOR TO THE FABRICATION OF THE REPLACEMENT COMPONENTS.

Standard Notes

January, 2008 17-39

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 CONTRACTOR’S 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:


17-40 January, 2008

108. CONDUIT CAUTION NOTE:

THE CONTRACTOR’S 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 CONTRACTOR’S 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 CONTRACTOR’S 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 CONTRACTOR’S 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.

Standard Notes

January, 2008 17-41

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.


17-42 January, 2008

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:

Standard Notes

January, 2008 17-43

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).


17-44 January, 2008

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.

Standard Notes

January, 2008 17-45

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.


17-46 January, 2008

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 Department’s “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 DEPARTMENT’S “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 MANUFACTURER’S 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 MANUFACTURER’S 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. 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.

Standard Notes

January, 2008 17-47

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.


17-48 January, 2008

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 CONTRACTOR’S 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.

Standard Notes

January, 2008 17-49

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.

Appendix 17A Bridge Removal

Typical Removal Methods

C Reinforced concrete removal is usually done by breaking up the concrete with a hoe-ram and then removing the concrete pieces individually. Blasting may be used for massive concrete structures or substructures.

C 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.

C 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.

C 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. Bridge type 2. Bridge complexity/geometry 3. Under bridge features (traffic, navigable stream, pedestrian movement, parking) 4. Site conditions, accessibility, urban/rural 5. Condition of existing structure 6. 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

C 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

January 2008 19-1

Section 19 Bridge Rehabilitation Projects

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 non-structural 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.


19-2 April, 2006

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.

Bridge Rehabilitation Projects

April, 2006 19-3

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 Department’s 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 structure’s 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.


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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 250-scale 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.


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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.


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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 non-destructive 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.


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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


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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 concrete’s 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.


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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 A B C

State B B C 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.


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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.


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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.


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BRIDGE REHABILITATION vs. REPLACEMENT WORKSHEET

Factor Review Prelim. RH/RP* Direction (if any)

I. Cost A. Is the rehabilitation cost ≤ 0.65 of the replacement cost?

Yes ......................................................RHNo..................................... Proceed to I.B.

B. Is the rehabilitation cost between 0.65 and 0.85 of the replacement cost?

Yes ....................... Consider other factorsNo.....................................Proceed to I.C.

C. Is the rehabilitation cost ≥ 0.85 of the replacement cost? Yes ......................................................RP

II. Safety A. Are there accidents attributable to the bridge geometry or highway approach geometry?

Yes .................................. Proceed to II.B.No..............................................RP or RH

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 problemNo..............................................RP or RH

C. Is there an accident potential? (Highway, waterway, or railroad)

Yes ................. RP or RH with corrections to accident potential problemsNo..............................................RP or RH

III. Bridge Type

A. Is the bridge nonredundant? Yes ............................ RP or RH including adding redundancyNo..............................................RP or RH

B. Does the bridge have fatigue sensitive details?

Yes ....................... RP or RH removing or modifying critical detailsNo..............................................RP or RH

C. Is bridge concrete arch, concrete rigid frame, jack arch, etc.?

Yes ..................... Bridge usually not RH’dNo..............................................RP or RH

IV. Standards A. Does existing bridge conform to all current standards?

Yes ............................................RP or RHNo...................................Proceed to IV.B.

B. Can bridge be rehabilitated and brought up to standards?

Yes ...........................Bridge may be RH’dNo......................... Bridge should be RP’d

C. Can the nonstandard feature be justified?

Yes ...........................Bridge may be RH’dNo......................... Bridge should be RP’d


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V. Feature Crossed

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 ......................................................RPNo ............................................. 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 *The sensitive feature must be thoroughly examined and considered in RH/RP analysis with special attention to the cost necessary to accommodate the sensitivity.

VI. M&PT A. Can traffic be detoured off the project site?

Yes ........................................... RP or RHNo ................................... Proceed to VI.B

B. Can traffic be maintained on the existing bridge with a new bridge built alongside?

Yes ......................................................RPNo ................................... Proceed to VI.C

C. Can construction be staged? Yes ........................................... RP or RHNo ................................... Proceed to VI.D

D. Can a temporary structure be used on the project site?

Yes ........................................... RP or RHNo. STOP. All traffic strategies have been rejected.

* 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.


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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.


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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.


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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.


January, 2008 19-17

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


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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.


January, 2008 19-19

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 cost-effective.

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.


19-20 January, 2008

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.


January, 2008 19-21

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.


19-22 January, 2008

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.


January, 2008 19-23

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.


19-24 January, 2008

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.


January, 2008 19-25

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.


19-26 January, 2008

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.


January, 2008 19-27

$ 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-to-center 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.

April, 2006 19A-1

Appendix 19A Rehabilitation Preliminary Checklist

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


19A-2 January 2008

☐ 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)

☐ 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)

Rehabilitation Preliminary Checklist

January 2008 19A-3

☐ 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


19A-4 April, 2006

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:

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.

G. 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.


January 2008 19A-5

☐ 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


19A-6 April 2006

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

Drainage Area = (Km2) Basic Flood

Design Flood

Recurrency Interval (yrs.) 100 50

Peak discharge (m3/s)

High Water Elevation @ Existing

Pt. of Max Backwater Proposed

Avg. Velocity Thru Structure @ Design Flood = (m/s)

Temporary Structure Note……… …… ….Area: Loading:


April 2006 19A-7

M. Load Rating:

☐

N. 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 = $___________

LOAD RATING (LOAD FACTOR DESIGN)

Inventory MSXX XX.X Metric Ton

Operating MSXX XX.X Metric Ton


19A-8 April 2006

Vulnerability Assessment If vulnerability ratings have not been done, they should be completed now.

☐

VULNERABILITY ASSESSMENT

Mode Rating

Hydraulic X

Overload X

Collision X

Seismic X

Steel Details X

Concrete Details X ☐ 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____________

April, 2006 20-1

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.


20-2 January, 2008

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.

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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.


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TYPE OF WORK *IPP DRAFT EPP

DRAFT DAD

PRELIM. REVIEW 7

ADP REVIEW

PS&E REVIEW

Bridge Removals1 R R R R R R

Bridge Painting Contracts R R R R R R

Non-Structural Maint. Repair by Contract R R R R R R

Non-Structural Preventative Maint. Contract R R R R R R

Asphalt Overlays For Interim Repair To Improve Ridability2 R R R R R R

Non-Demand Structural Maint. Repair by Contract/Element Specific3, 9 R R R R R R

Deck Overlay Projects4 – other than asphalt R S S R R R

Deck Replacement Projects4 R S S S S S

Structural Widening Projects5 R S S S S S

Major Bridge Rehabilitation Contracts6 R S S S S S

Minor Bridge Rehabilitation Contracts6 R S S R R R

Bridge Superstructure Replacement R S S S S S

Replacement and New Bridges10 R S S S S S

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.

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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.

2 Refer to NYSDOT's Bridge Deck Evaluation Manual for criteria limiting the use of this treatment.

3 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."

C 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.

4 Deck replacement projects and deck overlay projects do not include projects incorporating superstructure primary member or substructure repairs.

5 This category includes only those widenings that require superstructure primary member additions or significant substructure modifications or additions.

6 See Section 19.1 for definitions of major and minor rehabilitations.


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7 Office of Structures reviews of Bridge Preliminary Plans are “approval” reviews. Other reviews are not approval reviews.

8 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.

9 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.

January 2008 21-1

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.

C HEC-1 and HEC-HMS developed by the Corps of Engineers to provide watershed runoff and routing capabilities.

C 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.

C 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, Manning’s roughness and input flows. This program can handle variable flows and has a WSPRO subroutine in their water profile routine. In addition, this program


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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.

C 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.

C 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.

C 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.

C 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.

C WSPRO is a computer program developed by FHWA which computes the water surface profiles and velocities using the stream cross sections Manning’s 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.

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C 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.

C 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


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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.

C 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.

C 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.

C 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.

C 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 program’s input data must consist of horizontal and vertical alignment as well as cross-section information on both the over and under roadways.

C 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.

C 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

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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 (BRASS-POLE), as well as a module for the determination of wheel distribution factors (BRASS-DIST). The Office of Structures currently supports the use of BRASS-GIRDER. BRASS-GIRDER 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.

C 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.

C 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 post-tensioning. Available precast beams include I-girder, box beam, open box/bathtub beam,


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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, post-tensioning 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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C 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.

C 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.

C 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.

C 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).

C 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


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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 strut-and-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.

C 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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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.

C VIRTIS Virtis is the load rating component of the Virtis/Opis software. Virtis can provide bridge ratings using either AASHTO ASD or LFD specifications.

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 semi-integral 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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Maintenance

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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 "owner’s 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 York’s 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 designer’s 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.

1 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:

C Location and Surroundings C Horizontal and Vertical Geometry C Superstructure Type and Shape C Pier Shape and Placement C Abutment Shape and Placement C Parapet and Railing Details C Colors C Textures C 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 23-3

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 today’s 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


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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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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 Aesthetically Better

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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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 2⁄3 the girder depth. Maximum and minimum overhang requirements are discussed in Section 5.

Small Overhang Large Overhang Small Shadow Larger Shadow More Dominant Girder 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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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 Aesthetically Better

Figure 23.8

Haunch Details


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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 arch’s 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

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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.


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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

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Figure 23.13

Pier Layout Details


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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

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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.


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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.

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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


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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 abutment’s 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.

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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.


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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.

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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.


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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.

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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.


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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 Determine if coloring is justified on the structure. C Coloring should blend in with the structure and the surrounding environment. C Lighter colors help to emphasize shadows and contrasts. C Weathering steel and brown colors blend in with most backgrounds except sky blue. C The colors on a bridge, including signs, lights and railings should be considered

jointly C 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.

23.1.8 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 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.

C Patterns created by and incorporating expansion joints, construction. joints, and weep holes should be considered in the overall design.

C 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.

C Form liners imitating stone, rock or brick should appear natural. Special consideration should be made at the corners and the top of the walls.

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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 representative’s 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


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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

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 FHWA’s Bridge Inspector’s 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.

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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.

Axle Load The total load on a truck axle. Usually two times the wheel 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.

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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”.

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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.

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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.

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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.

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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.

Sounding A method of checking for voids or delaminations in concrete by striking a hammer against the structure and listening for a hollow sound.

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


G-14 April, 2006

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.

bridge manual - complete nysdot m 2008 add 2

Documents

bridge railing

bridge bearings

bridge decks

bridge features

bridge plan standards

bridge rehabilitation

replacement bridge types

railroad bridges