ODOT Bridge Design and Drafting Manual

April 2009 Update
ODOT Bridge Design & Drafting Manual

Update Summary
Section 1 Design and Detailing Practices

1.1.1 Standard Specifications and Standard Drawing Manuals Use 2009
Interim Revisions, when available
1.1.1.1 Purpose of the Bridge Design and Drafting Manual add discussion on
design deviations, innovation.
1.1.1.3 Bridge Security Design Considerations expanded security risk decision
criteria, misc. revisions.
1.1.2.3 Structure Layout: Spans and Proportions
(3) Girder Spacing revise criteria.
1.1.2.4 Structure Type Add deeper girder sections, revise span lengths
1.1.2.9 Other Things To Keep In Mind:
(5) Bridge R/W Considerations Consider room for future inspection,
maintenance, detours, work bridges, etc.
(7) Use of Salvage Materials existing calculations may be scanned and
electronically transmitted.
(9) Bridge ID Paddles New section
(10) Accelerated Bridge Construction New section
1.1.2.12 Complex Details: Provide maintenance/service manuals
1.1.3.4 Hydraulics New section, reference to ODOT Hydraulics Manual
Chapter 4, items to show on Plan and Elevation (scour elevation etc.)
1.1.7.1 Dead Loads
(4) Wearing Surface: revised present & future allowance
1.1.8.4 End Bents change reference to ODOT Geotechnical Design Manual,
Chapter 15
1.1.9.5 Column Design, General Remove restriction on tied columns
1.1.10.1 Design Philosophy use of the AASHTO Guide Specifications for

LRFD Seismic Bridge Design, and exceptions.
1.1.10.2-1 General Considerations, Seismic Retrofit add discussion for Site
Factor / Site Class
1.1.10.3-1 General Considerations ODOT has adopted the AASHTO Guide
Specifications for LRFD Seismic Bridge Design
1.1.12.1 Concrete General Change 3600 to 3300, add higher strengths.
1.1.12.4 Curing Concrete New section
1.1.12.5 Permanent Strengthening of Reinforced Concrete Bridges New
section, includes flexure, shear and epoxy injection.
1.1.13.1 Reinforcement, General:
(3), (6) thru (10) Revise shrinkage & temperature reinforcement,
minimum bar spacing, development lengths for LRFD.
(11) Welded Splices and Mechanical Connections revised.
(12) Lap Splices, Grade 60 revised for LRFD compliance
(16) Headed Reinforcement new section
1.1.14.1 Design of Precast Prestressed Elements revisions: slab & box (skew
limits, stage construction, transverse connections), surface finish, deck interface
shear.
1.1.14.2 Design and Detailing of Prestressed Girders,
(11) Girder Spacing revise criteria.
1.1.14.3 Stage Construction for Side-By-Side Precast Prestressed Elements
new section
1.1.19.1 Elastomeric Bearing Pads restrict use of cotton duck pads, clarify
equation load factors
1.1.19.2 Proprietary Pot, Disc, Slide, Radial or Spherical Bearings clarify
equation load factors
1.1.19.5 Elastomeric Bearing Pads restrict use of cotton duck pads
1.1.20.1 Decks, Design and Detailing add explanation on control of cracking,
and discussion on Inlaid Durable Striping
1.1.20.2 Deck Expansion Joint Seals misc. revisions

1.1.20.5 Deck Overlays General update and revisions
1.1.21.1 Rail Selection
(1) Rail Selection, General revised, use AASHTO LRFD Section 13
Rail selection decision criteria
(1) Note A Approval Criteria for nonstandard rails
(2) Vehicular Railing:
General Consider maintenance and inspection needs when selecting rail
height: add subsection
Aesthetic rails designed by another agency: add application procedure
subsection
1.1.21.3 Joints in Bridge Rail add guidance on joint spacing
1.1.23.3 (Drilled Concrete Anchors) Plan Details, Construction correct
reference: 1.1.22, not 1.2.20
1.1.25.4 Waterproofing Membranes general updates and added guidance
1.2 Steel Structure Design and Detailing misc. cleanup, and revised sections
as listed here:
1.2.1 Steel Girders, Design Add design instruction for girder splice. Add
deflection, rotation and loading considerations for skewed and curved girder
structures during deck placement. Add coating requirements for girder ends cast
in concrete.
1.2.1.7 Composite Action and Flange Shear Connectors add criteria for length
of shear connectors
1.2.1.10 End Bents Detailing add discussion on painting ends of girders
1.2.3 Traffic Structures Mounted on Bridges Height of structure mounted signs
1.2.4.4 Painting or coating of new or existing metal new section
1.2.4.5 Process for recoating of an existing metal structure new section
1.4.1.1 Retaining Structures, General change reference to ODOT
Geotechnical Design Manual, Chapter 15.
1.4.4.2 Inspection and Maintenance Accessibility cross reference to 1.1.21.1
(2) for rail height
1.4.4.5 Protective Screening Figures 1.4.4.5B & C: for post sizes, ref. BR240
1.4.8.1 Roadway Clearances:
(3) Vertical Clearance revised, add High Route discussion
(5) Clearances During Construction revised discussion
1.4.9.2 Temporary Detour Bridges clarification of hydraulic design
requirements for temporary highway bridges
Section 2 Drafting Practices

2.1.8 Scales add scale warning
2.2.5 Structural Steel Revise Fig. 2.2.5C splice details
2.3 Drawing Borders Revised Fig. 2.3A Bridge Drawing Titleblock
2.4.2 Title Block add reference note for Accompanied By drawings, revise
Fig. 2.4.2B
2.7.2 Final Plans, General add Girder Schedule to Sheet Order
A2.1.3 CAD Files Replacement Bridges:
General Drawings All Bridges: Add bullet items for TSL Plan &
Elevation, TSL Staging & Typical Section
A2.1.3.1 Contract Plans Sheet Development Guide Revise Contract Plans
Sheet Development Matrix
A2.1.4 Cell Library Revise cells:
B_Titleblock_Bridge
D_Pile_Closedsplice and D_Plug
G_BT_48 thru G_IBDT_IntegralBulbT
G_SLB_12 thru G_Type2
T_Paylimits thru T_Wingwall
A2.2.2 Linework and Levels Revise levels chart (Existing, Superstructure,
Substructure)
A2.7.3 Plan and Elevation, General Notes revise Splice Length table for LRFD,
revise concrete strengths
Bridge Design and Drafting Manual 2004

Oregon Department of Transportation
TABLE OF CONTENTS
Revised April 2009
INTRODUCTION
Preface
Record of Revisions
Organization of the Manual
Revising the Manual
Changes to Bridge Design and Drafting Manual 2004
SECTION 1:
DESIGN AND DETAILING PRACTICES
1.1 Structure Design and Detailing

1.1.1 Standard Specifications and Standard Drawing Manuals
1.1.1.1 Purpose of the Bridge Design and Drafting Manual
1.1.1.2 Use of Oregon Standard Drawing Details
1.1.1.3 Bridge Security Design Considerations
1.1.2 Fundamental Decisions for Bridge Designs
1.1.2.1 Review of Project Geometry
1.1.2.2 Bridge Length
1.1.2.3 Structure Layout: Spans and Proportions
1.1.2.4 Structure Types and Economics
1.1.2.5 Substructure Choices
1.1.2.6 Bridge Rail
1.1.2.7 Bridge End Panels and Supports
1.1.2.8 Slope Paving / Railroad Slope Protection
1.1.2.9 Other Things to Keep in Mind
1.1.2.10 Special Considerations for Federal-Aid Projects
1.1.2.11 Type, Size, and Location (TS&L) Design
1.1.2.12 Final Design, General
1.1.3 Foundation and Hydraulic Considerations
1.1.3.1 Foundations and Hydraulics, General
1.1.3.2 Lateral Earth Restraint
1.1.3.3 Cofferdams
1.1.3.4 Hydraulics
1.1.4 Foundation Modeling (Foundation Springs)
1.1.4.1 General Modeling Techniques
1.1.4.2 General Procedures and Typical Values
1.1.4.3 Drilled Shaft Modeling (Fully Coupled)
1.1.5 Foundation Design
1.1.5.1 Foundation Design Process
1.1.5.2 Bridge Foundation Records
1.1.5.3 Spread Footing Foundation Design
1.1.5.4 Pile Foundations
1.1.5.5 Drilled Shafts
1.1.5.6 Seismic Foundation Recommendations
1.1.5.7 Overall Stability Evaluation

1.1 Structure Design and Detailing (continued)
1.1.6 Underwater Construction
1.1.6.1 Underwater Foundation Design Considerations
1.1.6.2 Footing Embedment
1.1.6.3 Cofferdams and Seals
1.1.7 Loads and Distribution
1.1.7.1 Dead Loads
1.1.7.2 Live Loads
1.1.7.3 Thermal Forces
1.1.7.4 Ductility, Redundancy and Operational Importance
1.1.7.5 Sidewalk Loading
1.1.7.6 Shear Correction Factor for Skewed Girders
1.1.8 End Bents
1.1.8.1 Determining Bridge Length
1.1.8.2 Wingwall Location
1.1.8.3 Wingwall Design and Construction
1.1.8.4 End Bents
1.1.8.5 Strutted Abutments
1.1.8.6 Pile Cap Abutment Details
1.1.8.7 Abutment Details for Prestressed Slabs
1.1.8.8 Forming of Backwalls for End Beams
1.1.8.9 Bent Joint Details
1.1.8.10 Backwall Reinforcement for Post-tensioned Structures
1.1.8.11 Beam Seat Drainage
1.1.8.12 Reinforced Concrete End Panels
1.1.8.13 Bent Width Provisions with Precast Units
1.1.9 Interior Bents
1.1.9.1 Interior Bents, Design and Detailing
1.1.9.2 Interior Bent Details for Prestressed Slabs
1.1.9.3 Structure Widenings, Interior Bents
1.1.9.4 Columns in Slopes
1.1.9.5 Column Design, General
1.1.9.6 Spiral Reinforcing
1.1.9.7 Column Steel Clearance in Footings
1.1.9.8 Column Hoops
1.1.9.9 Vertical Bar Splices
1.1.9.10 Optional Hoop Detail at Bottom of Columns
1.1.9.11 Footing Reinforcing
1.1.9.12 Sloped Footings
1.1.10 Seismic Design
1.1.10.1 Design Philosophy
1.1.10.2 Applications of AASHTO LRFD Bridge Design Specifications
1.1.10.2-1 General Considerations
1.1.10.2-2 Specification Interpretations and Modifications
1.1.10.2-3 Detailing
1.1.10.2-4 Structure Modeling
1.1.10.2-5 Footing/Pile Cap Design
1.1.10.3 Applications of AASHTO Guide Specifications for LRFD Seismic Bridge Design
1.1.10.3-1 General Considerations
1.1.10.3-2 Specification Interpretations and Modifications
ii

1.1.10.4
1.1.10.5
1.1.10.6
1.1.10.7
1.1.10.8
1.1.10.9
Structure Modeling (moved to 1.1.10.2-4)

Footing/Pile Cap Design (moved to 1.1.10.2-5)
Liquefaction Evaluation and Mitigation Procedures
Costs
Instrumentation
Dynamic Isolators
1.1.11 Seismic Restrainer Design (New Designs and Retrofits)

1.1.11.1 Seismic Restrainer Design, General
1.1.11.2 Information for Restrainer Design
1.1.11.3 Longitudinal Restrainer Design
1.1.11.4 Transverse Restrainer Design
1.1.11.5 Hold-downs
1.1.11.6 Use of State Stockpile Cable for Seismic Retrofit
1.1.12 Concrete
1.1.12.1 Concrete, General
1.1.12.2 Concrete Finish
1.1.12.3 Concrete Repair (Bonding Agents)
1.1.12.4 Curing Concrete
1.1.12.5 Permanent Strengthening of Reinforced Concrete Bridges
1.1.13 Reinforcement
1.1.13.1 Reinforcement, General
1.1.13.2 Bar Lengths
1.1.13.3 Interim Reinforcement for T-Beams and Box Girders
1.1.13.4 Additional Shear Reinforcement
1.1.13.5 Diaphragm Beam Steel
1.1.14 Precast Prestressed Concrete Elements
1.1.14.1 Design of Precast Prestressed Elements
1.1.14.2 Design and Detailing of Precast Prestressed Beams
1.1.14.3 Stage Construction for Side-By-Side Precast Prestressed Elements
1.1.15 Cast-in-Place Superstructure
1.1.15.1 General Design
1.1.15.2 Interim Reinforcement for T-Beams
1.1.15.3 Diaphragm Beam Steel
1.1.15.4 Box Girder Stem Flare
1.1.15.5 Shear Keys and Construction Joints
1.1.15.6 Access Holes
1.1.15.7 Bottom Slab Details
1.1.15.8 Cross Beams
1.1.15.9 Fillets
1.1.15.10 Structure Widenings, Cast-In-Place Superstructures
1.1.15.11 Stay-in-Place Forms for Deck
1.1.16 Post-Tensioned Structures
1.1.16.1 General Design
1.1.16.2 General Details
1.1.16.3 Post-tensioned Deck Overhangs
1.1.16.4 Stress Rod Reinforcement of Bearing Seats
1.1.16.5 Segmental Construction
1.1.16.6 Support Tower Details and Notes
1.1.16.7 Reinforcement of Deck Overhangs
1.1.16.8 Post-tensioned Strand Duct Placement
iii

1.1.17 Camber Diagrams

1.1.17.1 Camber Diagrams, General
1.1.17.2 Precast Slabs and Box Beams
1.1.17.3 Precast Beams
1.1.18 Pour Schedules
1.1.18.1 Pour Schedules, General
1.1.18.2 T-Beams Supported on Falsework
1.1.18.3 Box Girders on Falsework
1.1.18.4 Drop-in Precast Prestressed Elements
1.1.18.5 Continuous Cast-in-Place Slabs on Falsework
1.1.18.6 End Bents
1.1.18.7 Steel Girders
1.1.19 Bearings
1.1.19.1 Elastomeric Bearing Pads
1.1.19.2 Proprietary Pot, Disc, Slide, Radial, or Spherical Bearings
1.1.19.3 Bearing Replacement
1.1.19.4 Reinforced Concrete Bearing Seats
1.1.19.5 Unreinforced Bearing Seats (P/S Slabs and Box Beams)
1.1.20 Decks
1.1.20.1
1.1.20.2
1.1.20.3
1.1.20.4
1.1.20.5
1.1.20.6
Design and Detailing

Deck Expansion Joint Seals
Deck Drainage
Deck Screeding
Deck Overlays
Deck Construction Joints
1.1.21 Bridge Rail

1.1.21.1 Rail Selection
1.1.21.2 Bridge Rail Retrofit Guidelines
1.1.21.3 Joints in Bridge Rail
1.1.21.4 Temporary Barriers
1.1.22 Drilling Holes in Concrete
1.1.23 Drilled Concrete Anchors
1.1.23.1 Materials
1.1.23.2 Design
1.1.23.3 Plan Details
1.1.24 Anchor Bolts
1.1.24.1 Materials
1.1.24.2 Anchor Bolt Sleeves
1.1.25 Corrosion Protection
1.1.25.1 Marine Environment
1.1.25.2 Marine Environment Protection
1.1.25.3 Deck and End Panel Reinforcement Protection
1.1.25.4 Waterproofing Membranes
iv

1.2 Steel Structure Design and Detailing
1.2.1 Steel Girders
1.2.1.1 Material and Identification
1.2.1.2 Shop Lengths of Welded Girders
1.2.1.3 Intermediate Cross Frames
1.2.1.4 Intermediate Web Stiffeners
1.2.1.5 Bearing Stiffeners
1.2.1.6 Cross Frames at Bents
1.2.1.7 Composite Action and Flange Shear Connectors
1.2.1.8 Beam Camber
1.2.1.9 Deck Pouring Sequence
1.2.1.10 End Bents Detailing
1.2.1.11 Expansion Joint Blockouts
1.2.1.12 Bearings
1.2.1.13 Structure Widenings
1.2.2 Welding
1.2.2.1 Welding, General
1.2.2.2 Fillet Welds
1.2.2.3 Flange Welds
1.2.2.4 Welded Web Splices in Steel Bridge Girders
1.2.3 Traffic Structures Mounted on Bridges
1.2.4 Galvanizing and Painting
1.2.4.1 Processes
1.2.4.2 Detailing
1.2.4.3 Silicon Control
1.2.4.4 Painting or Coating of New or Existing Metal
1.2.4.5 Process for Recoating of an Existing Metal Structure
1.2.5 Cables and Turnbuckles
1.2.5.1 Cables and Turnbuckles, General
1.2.5.2 General Notes for Cables and Turnbuckles
1.2.5.3 Special Provisions for Cables
1.2.5.4 Special Provisions for Turnbuckles
1.2.5.5 Design Properties
1.2.6 Bolts and Connections
1.2.6.1 High Strength Bolts
1.3 Timber Bridge Design and Detailing

1.3.1 Timber Bridge Locations
1.3.2 Timber Design and Details
1.3.3 Timber Connections
1.3.4 Timber Rails
1.3.5 Preservative Treatments
1.3.6 Field Installation

1.4 Miscellaneous Structure Design and Detailing
1.4.1 Retaining Structures
1.4.1.1 Retaining Structures, General
1.4.2 Soundwalls
1.4.2.1 Soundwalls, General
1.4.2.2 Seismic Load
1.4.2.3 Factor of Safety Against Overturning
1.4.2.4 Pay Limits for Soundwalls
1.4.3 Impact Attenuators or Crash Cushions
1.4.3.1 Attenuator Design
1.4.3.2 Chevrons
1.4.4 Safety and Accessibility Requirements
1.4.4.1 Uniform Accessibility Standards
1.4.4.2 Inspection and Maintenance Accessibility
1.4.4.3 Concrete Box Girder Access and Form Removal
1.4.4.4 Standard Access and Ventilation in Concrete Box Girders
1.4.4.5 Protective Screening
1.4.5 Culvert Design
1.4.5.1 Culvert Design, General
1.4.6 Bridge Name Plates
1.4.6.1 Existing Name Plates
1.4.7 Utilities on Structures
1.4.7.1 Utilities on Structures, General
1.4.7.1.1 Roles and Responsibilities
1.4.7.1.2 General Requirements
1.4.7.2 Providing for Utility Installations
1.4.7.3 Design and Detailing Guidelines
1.4.7.3.1 Potential Maintenance Problems
1.4.7.4 Special Utility Considerations
1.4.7.5 Attachments to Existing Structures
1.4.7.6 Utility Costs and Agreements
1.4.8 Structure Clearances
1.4.8.1 Roadway Clearances
1.4.8.2 Railroad Clearances
1.4.9 Bridge Temporary Works
1.4.9.1 Introduction
1.4.9.2 Temporary Detour Bridges
1.4.9.3 Agency Provided Temporary Detour Bridge
1.4.9.4 Falsework
1.4.9.5 Shoring
1.4.9.6 Cofferdams and Seals
1.4.10 Placing Buildings Under O.D.O.T. Bridges
vi

1.5 Metric Conversion
1.5.1 Introduction
1.5.2 Basic Units
1.5.2.1 Decimal Prefixes
1.5.3 Derived Units
1.5.3.1 Force
1.5.3.2 Stress
1.5.3.3 Energy
1.5.4 Metric Conversion Factors
1.5.5 Metric Procedural Rules
1.5.5.1 Writing Metric Symbols and Names
1.5.5.2 Writing Numbers
1.5.5.3 Conversions and Rounding
1.5.6 Bridge Plan Preparation Guidelines
1.5.6.1 Plan Dimensions
1.5.6.2 Reinforcing Steel
1.5.6.3 Fasteners
1.5.6.4 Structural Steel
1.5.7 Miscellaneous Common Conversions
1.6
ODOT Design Instructions for AASHTO LRFD Bridge Design Specifications
Appendix - A : Typical Details

Appendix - B : Glossary, Abbreviations
vii

SECTION 2:
DRAFTING PRACTICES
2.1 Computer Aided Drafting (CAD)

2.1.1 Standard File Format
2.1.2 Directory Setup
2.1.3 CAD Files
2.1.3.1 Drawings Start to Finish
2.1.3.2 What Bridge Headquarters Needs at Completion of a Design Project
2.1.3.3 Shared Details
2.1.3.3.1 Example Drawings
2.1.3.3.2 Standard Details
2.1.3.4 File Naming Conventions
2.1.3.5 Microstation Models
2.1.4 Cell Libraries
2.1.5 Menus
2.1.6 Seed Files
2.1.7 Color Table
2.1.8 Scales
2.2
Detailing
2.2.1 Text
2.2.2 Linework and Levels
2.2.3 Dimensioning
2.2.4 Concrete
2.2.5 Structural Steel
2.2.6 Reinforcing Steel
2.2.7 Bar Length Labeling
2.3
Drawing Borders
2.4
Title Block Information

2.4.1 Request for Drawing Numbers
2.4.2 Title Block
2.5 Lead Drafters Duties on Large Projects

2.6
Type, Size, and Location Plan & Elevation

2.6.1 Plan
2.6.2 Location Map
2.6.3 Clearance Diagrams
viii

2.7
Final Plans
2.7.1 Layout for Large Projects
2.7.2 Final Plans, General
2.7.3 Plan and Elevation
2.7.3.1 Plan
2.7.3.2 Elevation
2.7.3.3 Hydraulic Data
2.7.3.4 General Notes
2.7.3.5 Gradeline and Superelevation Diagrams
2.7.3.6 Military Loading
2.7.3.7 Utilities and Right-of-Way
2.7.3.8 Railroad Clearance Diagram
2.7.3.9 Construction Clearance Diagram
2.7.4 Foundation Data
2.7.5 Footing Plan
2.7.6 Deck Plan
2.7.7 Superstructure Details
2.7.7.1 General
2.7.7.2 Superstructure Sections
2.7.7.3 Diaphragm and Cross-Beam Details
2.7.7.4 Longitudinal Girder Elevation Views
2.7.8 Bent Details
2.7.8.1 General
2.7.8.2 Plan View
2.7.8.3 Elevation
2.7.8.4 Footing Plan
2.7.8.5 Details
2.7.9 Miscellaneous Details
2.7.10 Plans For Information Only
2.7.11 Revisions
2.7.11.1 As-Constructed Drawings
2.8
Plotting
2.8.1 Printers
2.8.2 Bridge Plotting Using Plotypus
2.8.3 Bridge Data System (BDS)
2.8.3.1 What is Bridge Data System (BDS)
2.8.3.2 Images Required at Signed Mylar and As-Constructed Milestones
2.9 Transfer of Electronic Files to Outside of ODOT

2.10 Archiving CAD Files
Section 2 Appendix
INDEX
ix

INTRODUCTION
Revised April 2009.
PREFACE
The Bridge Design and Drafting Manual (BDDM) provides a reference for those involved in preparing ODOT
bridge design products. The purpose of the manual is to:
Explain the responsibilities of those preparing contract plans and specifications for bridges and
other structures.
Provide guidance in design criteria, analysis methods and detailing practices for the preparation
of plans, specifications and cost estimates for bridges and other structures.
An effort has been made to make the Bridge Design and Drafting Manual informative, comprehensive, and
accurate. It is a guide to acceptable ODOT practices. The manual is not a legal document. There is no
substitute for sound engineering judgement.
Bridge Design and Drafting Manual users are encouraged to submit comments, corrections, and proposals
for new or revised materials.
Any comments or questions about the Bridge Design and Drafting Manual should be directed to:
Bridge Design Standards and Practices Coordinator

Technical Services Bridge Engineering Section
355 Capitol Street N.E., Room 301
Salem, OR 97301-3871
(503) 986-4200
INTRO-1

RECORD OF REVISIONS
Revision
Type*
Date of
Revision
Inserted By**
Sheets Revised
*Interim or Annual
**First initial, last name.
INTRO-2

ORGANIZATION OF THE MANUAL
The Bridge Design and Drafting Manual is divided into five main sections:
Table of Contents
Introduction
Section 1: Design and Detailing Practices
Section 2: Drafting Practices
Index
The word Section and a number always refer to a section, subsection, etc., of this Manual unless another
reference is specifically called out. So, you will see Section 2, Section 2.1, Section 2.1.1, Section 2.1.1.1,
and Section 2.1.1.1(1).
Except for the Introduction, each Section has:
Main body of text.
Appendix.
The page numbers of the Sections main body of text are prefixed with the Section number. Thus, for
Section 2, the page numbers are 2-1, 2-2, etc. The first page of the Section 2 Appendix is A2-1. If revisions
are inserted in Section 2 that breaks the consecutive page numbering, decimals are used: 2-12.1, 2-12.2,
etc.
For those who prefer to print the BDDM or for on-line reference, the Table of Contents and Index are kept
current but are not linked to Sections 1 or 2. For on-line use, the Bookmark navigation function is active in
Sections 1 and 2.
Also, the Search and Find functions enable rapid location of topics.
INTRO-3

ORGANIZATION OF THE MANUAL (continued)
Tables, charts, and examples of forms are all identified as alphanumeric Figures. The figure number refers
to the specific section number where the figure is mentioned:
Figure 2.1.1A is the first, or in some cases, the only figure mentioned in Section 2.1.1
and inserted in or closely after the Section 2.1.1 text.
Figure A2.3.2A is in the Section 2 Appendix and mentioned in Section 2.3.2.
For the sake of brevity or in order to use a familiar term in place of an unfamiliar official version, some
editorial liberties have been taken when referring to organizational names or titles:
Manual
Official
Bridge Section
Bridge Engineering Section
Roadway Section
Roadway Engineering Section
Traffic Section
Traffic Management Section
Team Supervisor
Managing Engineer,
Administration Manager
Front Office
Room 301
Front Office Staff or Personnel
Project Support Team
Region Tech Center
Regional Technical Centers
The phrases Transportation Building, ODOT Headquarters Building, our building, or this building all
refer to the ODOT Building on the Capitol Mall in Salem. When a room or floor number is mentioned without
further identification, assume the reference is to a room or floor in the ODOT Headquarters Building.
INTRO-4

REVISING THE MANUAL
In-House Revision Procedure

(1) An Idea Is Born - Discuss your suggestion for revising or making additions to the Bridge Design and
Drafting Manual with your Team Supervisor and the Bridge Design Standards and Practices Coordinator. If
it is agreed the item should be proposed, your supervisor will assign you or another person to develop a
written proposal.
Please note:
Only the Bridge Design Standards and Practices Coordinator, Bridge
Standards Technical Specialists, or the State Bridge Engineer (or
his/her designee) are to circulate communications concerning matters of
or revisions to design practices.
Design practice is any policy, procedure, or information that will affect some or all of those involved in the
preparation of contract documents for ODOT.
(2) Put It in Writing - Research and develop a written proposal using three general subject headings:
Problem Statement.
Analysis/Research Data.
Proposal
Check your finished product by reviewing the following guiding comments:
The existing problem is clearly stated.
Research and analysis of the problem and potential solution are thorough and
understandable.
The proposed solution is well thought-out, is supported by facts, and does, in fact, solve
the problem. Has the impact on other areas been considered? Have the details been
coordinated with other units or organizations that may be involved or affected?
No questions that need to be answered before implementation should remain.
INTRO-5

In-House Revision Procedure (continued)
(3) Review and Approval - After reviewing a written proposal for completeness, the Design Standards and
Practices Coordinator will either:
Accept, without further review, manual corrections for inclusion in the Bridge Design
and Drafting Manual or
Distribute a copy with due date and attached Design Practice Approval form for review
and comments.
After reviewing the returned Approval forms, the Coordinator will see that one of the following is done:
Proposals approved by the all will be forwarded through the approval process.
Proposals needing more research or clarification will be returned to the originator for
revision and re-submittal.
Approved proposals will then be forwarded to the FHWA (Federal Highway Administration) for review,
comments and approval.
Any FHWA comments on a proposal will be reviewed and given a final approval.
(4) Implementation of Approved Revision - After a proposal has final approval, the Coordinator will include it
to be published in the next scheduled Manual update on the Bridge Engineering web page. Revised or
added text will be highlighted, with the revision date noted on page 1 of the BDDM section. If a proposal is
urgent, it may be distributed immediately in a Technical Bulletin and incorporated into the BDDM later.
Proposed Revisions From Outside Sources - Suggested revisions and additions from Bridge Design and
Drafting Manual users outside of ODOT are welcome. They should be submitted directly to the Design
Standards and Practices Coordinator at the address shown in the Preface.
If a proposal from an outside source is accepted, the Coordinator will process it according to steps (3) and
(4) of In-House Revision Procedure.
Regardless of whether or not a proposal is accepted, the Coordinator will reply in writing to the person
making the submittal.
INTRO-6

SECTION 1:
DESIGN AND DETAILING PRACTICES
Note: Revisions for April, 2009 are marked with yellow highlight. Deleted text is not necessarily
marked, however past editions of the BDDM are posted for comparison.
1.1
1.1.1
1.1.1.1
STRUCTURE DESIGN & DETAILING
Standard Specifications and Standard Drawing Manuals
For design of vehicular, pedestrian, and bicycle bridges: LRFD Bridge Design
Specifications (4th Edition 2007) published by the American Association of
State Highway and Transportation Officials (AASHTO) with 2008 Interim
Revisions. Begin using the 2009 Interim Revisions when they become
available.
For design of bridges carrying railway traffic: pertinent sections of the Manual
for Railway Engineering of the American Railway Engineering and
Maintenance-of-Way Association (AREMA) (formerly AREA) as modified by
the individual requirements of each railroad company.
For all construction except bridges carrying railways: Oregon Standard

Specifications for Construction, published by ODOT and pertinent special
provisions.
Oregon Standard Drawings, published

Transportation, Standards Engineer.
by
Oregon
Department
of
Purpose of the Bridge Design and Drafting Manual
The purpose of this Bridge Design and Drafting Manual (BDDM) is to provide guidance for those
who prepare bridge plans and specifications for ODOT. It supplements and in some cases modifies
the AASHTO LRFD Bridge Design Specifications. It also contains standardized details and design
methods that have been developed from years of successful bridge building in the state of Oregon.
Consistent use of these details and methods will result in long-lasting and economical bridges for
Oregon.
Since the bridge design field is an art that is constantly changing, it is understood that designers will
occasionally want to use innovative details or methods that may differ substantially from those
contained in this manual. Designers having experience in other states may also want to introduce
details and methods which have worked well in those states.
Submit a request for a design deviation to the State Bridge Engineer before replacing an
established detail or method from this manual with a new or unusual detail or method. This may
include design methods and/or details established in other states, design methods and/or details
presented in research reports, or innovative design methods and/or details developed by designers.
This requirement is not intended to inhibit innovation or the ability of the designer to exercise good
engineering judgment. On the contrary, it is intended to allow good innovative ideas to be used and
to potentially become part of this manual.
1-1

1.1.1.1
Purpose of the Bridge Design and Drafting Manual - (continued)
Design Deviation The request should include an explanation of the issues, a brief description of
the project, a justification for the deviation, and any supporting documents. The request may be
submitted by e-mail. A deviation request form is available on the ODOT Bridge Engineering web
site which may be used but is not mandatory. Send deviation requests to:
Bruce Johnson, State Bridge Engineer [email protected] , and
Kevin Davidson, Bridge Standards and Practices Engineer [email protected]
The request will be distributed and evaluated by the BDDM technical specialists, and a response
will be returned by e-mail as soon as possible.
Technical Bulletins From time to time, technical issues arise between scheduled BDDM updates
which require urgent distribution of guidance to the design community. These are handled by
Technical Bulletins. Check the ODOT Bridge Engineering web page for status of Technical
Bulletins.
1.1.1.2
Use of Oregon Standard Drawing Details
The standard drawings prepared by ODOT have been developed through a long history of
collaboration with Oregon contractors and fabricators. Oregon standard drawings should be used
without significant change. Where a significant change to a standard drawing is needed, submit a
design deviation request to the State Bridge Engineer.
Where an equivalent ODOT standard drawing or detail exists, do not use standard drawings or
details from another state or agency without approval of a design deviation from the State Bridge
Engineer.
1.1.1.3
Bridge Security Design Considerations
Potential bridge security threats include, but are not limited to: carried and placed bombs,
vehicle bombs, intentional vehicle or ship collisions, intentional fires, and other intentional and
unintentional threatening activities. This section tells when and how to consider potential bridge
security threats during the design of:
New bridges.
Bridge widening.
Bridge rehabilitation projects.
Deter, Deny, Detect, Defend
Countermeasures can help protect bridges against potential security threats. The four
countermeasures to protect structures are to deter, deny, detect, and defend.
Deter: Prevent an aggressor from attacking the bridge by making the security presence
known such as police, or other authorized personnel.
Deny: Prevent an aggressor from entering an unauthorized zone by a physical barrier
such as security fencing, secure hatches and locked doors.
Detect: Observe unauthorized personnel in a restricted area by means such as
cameras, and sensors.
Defend: Hardening measures to protect a component from attack.
1-2

1.1.1.3 Bridge Security Design Considerations (continued)

Process
First, assess the probable bridge specific security risks
o Remote,
o Possible,
o High, or
o Critical
Remote implementation of security measures probably not warranted. These are structures
located on remote, low volume ADT structures.
Possible consider implementing measures associated with Deterring and/or Denying Access
like limiting Public access to any bridge should be limited to the traveled way. Ideas to consider
include, but are not limited to:
Locate box girder access openings away from abutments so the soffit requires a
ladder or other mechanical means to gain access
Provide shielded locking mechanisms on all access openings.
Place secure screens at soffit vents near abutments.
Prevent access to girder flanges and maintenance walkways at abutments.
Post warning signs on the bridge approaches and below the structure.
Deny access to critical structural components.
Prevent vandalism, Graffiti Artists, or Homeless Condos
These structures are located on the non-freeway State Highway System.

High consider implementing measures associated with Deterring, Denying, Detecting, or
Defend the structure. In addition to the items listed under the Possible Security Risk, include the
following:
Establish guidelines for standoff distance

Eliminate access to small confined spaces.
These structures are located on the Interstate Highway System,

Critical Structures These are those structures that have been determined to be the most
vulnerable structures in the State of Oregon.
Some bridges, due to their complex and unique nature, will require project-specific
countermeasures along with those countermeasures that apply to all bridges. These are bridges
considered critical to the transportation network. The most critical bridges will also require sitespecific operational security plans. The ODOT Emergency Preparedness Committee identified
critical bridges and their potential vulnerabilities. To find out more, contact the Statewide
Emergency Operations Manager in the ODOT Office of Maintenance and Operations.
The need for security countermeasures should be considered during the project scoping phase,
to ensure that added costs are included in the project budget. Countermeasures and security
plans should be defined and included no later than the Type, Size and Location submittal. The
Project Design Team should consult with the ODOT Bridge Operations Engineer for security
guidance and to maintain consistency statewide.
1-3

1.1.1.3 Bridge Security Design Considerations (continued)

If the ODOT Bridge Operations Engineer decides a critical bridge needs specific mitigation
measures, consider these strategies first:
Locate piers and towers so vehicular access is prevented
Design redundancy with critical elements.
Place barriers to provide standoff distance when critical structural elements cannot be
located away from vehicular traffic. If this cannot be achieved, the critical structural
member or mechanical system should be analyzed and hardened against the design
threat.
Install locks, caging and fencing to deny access to key points of vulnerable structural
and mechanical systems.
Install motion detectors or security cameras and plan for communications to security
response entities to minimize time-on-target.
Next, when cost-effective, consider selective protection of the structural integrity of key
members against collapse. Ways to do this include strengthening key substructure
members, adding redundancy, and use of blast hardening.
Again, project-specific countermeasures should only be considered for those structures which
ODOT management decides need specific attention during the design phase.
1.1.2
Fundamental Decisions for Bridge Designs
1.1.2.1
Review of Project Geometry
Review the project geometry with the Roadway Designer to verify that you have the latest
alignment, roadway cross sections, and grades. Some questions to consider:
1.1.2.2
Do grades, superelevations, etc., provide enough vertical clearances for the

type of structure anticipated?
Is the choice of bridge width and horizontal and vertical alignment consistent
with traffic volume and type of highway.
Structures are more susceptible to roadway surface icing and superelevation

rates in excess of 0.08 ft/ft are considered hazardous under those conditions.
Use greater rates only if special study has determined that the greater rate is
desirable.
Bridge Length
(1) General - Determine the bridge length by referring to the following as applicable:
Section 1.1.8.1, Determining Bridge Length.
Bridge Standard Drawing BR115, Standard Slope Paving.
Project requirements for wildlife passage that may add structure length.
Following Subsections (2) through (5).
1-4

1.1.2.2
Bridge Length (continued)
(2) Waterway Openings and Hydraulic Requirements for Stream Crossings - Refer to the Hydraulics
Report for design recommendations. If it is not available yet, consult with the Hydraulic Designer for
preliminary guidance and any field data.
With respect to design floods and analysis, the standard design flood for bridges on Interstate
Highways is 50-year and for other highways is 50-year or 25-year depending on their traffic volume.
Designated FEMA floodway projects are designed for 100-year floods, and if any structures, walls,
or fills encroach on a floodway area, you will need to contact the Hydraulics Unit for comments and
requirements.
The Hydraulics Report may recommend a waterway opening capacity of less than a 50/25-year
design flood for a local agency bridge. The Hydraulics Unit will have contacted the agency for future
plans to raise the road and, if the road will be raised, determined that the hydraulic design is
satisfactory and the overtopping flood is less than a 25-year flood.
The waterway opening under a bridge must be capable of passing the design flood with clearance
to design high water according to the following:
Width of waterway opening is measured normal to stream flow. The waterway

area is the normal channel area below the design flood high water elevation.
Minor channel cleanup and modification is acceptable, but major lowering of
the streambed under the bridge to increase the opening is not only ineffective
but unacceptable.
The Hydraulics Report will recommend the minimum bottom-of-beam

elevation. Normally, a minimum bottom-of-beam clearance of 1 foot is
provided above
the design flood elevation. The exception would be for county and city bridges
whose approaches are overtopped more frequently than once every 10 years.
The minimum bottom-of-beam elevation provided for these situations is 1 foot
above the 10-year design flood elevation. Large amounts of drift or ice flows
may require more clearance. If practical, 1 foot of clearance above the 100year elevation is provided.
Under rare circumstances such as a park setting or where other controls on

grade lines make it necessary, high water above beam bottoms or over the
deck may be allowed.
Ordinarily, the design flood should not overtop the adjacent roadway. When
the roadway over topping flood is less than the design flood, the overtopping
flood becomes the design flood.
If there are no future plans to raise a roadway to eliminate overtopping, a combination of bridge
waterway opening and overtopping at the low points of adjacent roadway may be an acceptable
alternate to accommodating the entire stream flow under the bridge. For Interstate Highways, the
minimum overtopping frequency is 50 years.
1-5

1.1.2.2
Bridge Length - (continued)
(2) Waterway Openings and Hydraulic Requirements for Stream Crossings - (continued)
Roadway overtopping at lesser recurrence intervals than the 50/25 years is acceptable and
allowable in certain circumstances such as:
Other roads in the area are overtopped.
Traffic counts are low.
Alternate routes are available.
Road is useable when overtopped (shallow overtopping).
The required bridge would be excessively long or high and a review is made of
the effect of backwater and overflow on adjacent properties and facilities.
(3) Scour Evaluation - The Hydraulics Report will present the results of the scour analysis. The
scour analysis will include analysis on possible long term changes in the channel bottom
elevation due to either aggradation or degradation, possible shifts in channel alignment,
contraction scour and local pier scour. Abutment scour is not calculated. Scour depths are
typically calculated for both the 100-year and 500-year events. However, if the incipient
roadway-overtopping flood (Qovertopping) can occur, it is usually the worst case for scour because it
will usually create the worst scour conditions at the bridge site (greatest flow contraction and
highest stream velocity).
Therefore, for all bridges scour depths are calculated for the following flood conditions depending
on the recurrence interval for the overtopping flood:
Qovertopping > Q500: Both the 100-year and 500-year flood scour depths are
analyzed
Q100 < Qovertopping < Q500 : The 100-year flood and the overtopping flood scour
depths are analyzed
Qovertopping < Q100: Only the overtopping flood scour depth is analyzed
For the 100-year flood (or overtopping flood if it is more frequent), the stability of the bridge
design should be checked to provide a minimum geotechnical resistance factor of 0.70 (Factor of
Safety of approximately 2.0). For the 500-year flood (or overtopping flood if it controls) the bridge
stability should be checked with a geotechnical resistance factor of 1.0. The Hydraulics Report
will give the scour elevations for each of these conditions or for the overtopping flood if
applicable.
Only the scour due to long term stream bed degradation is included in the seismic design of the
bridge (Extreme Event Limit I).
(4) Width and Cross Section of Lower Roadway - For horizontal clearances, see Section 1.4.8.1.
Choose your back-slopes as follows:
Use 2:1 end fill slopes for all bridges unless the Foundation designer
recommends otherwise.
1.5:1 end fill slopes are common for county roads and less-traveled highways.
Review the ODOT Highway Design Manual Figure 4-1, Standard Sections for
1-6

1.1.2.2
Highways Other Than Freeways, but do not use a slope steeper than 2:1
unless a steeper slope is recommended in the Foundation Report.
Bridge Length - (continued)
(5) Stock Paths at Stream Crossings - Normally, provisions for stock to cross the roadway should be
located away from the bridge crossing to prevent pollution of the stream. However, if a stock path
running under the bridge parallel to the stream is required, additional bridge length will be needed to
accommodate:
Sufficient horizontal space and vertical clearance to construct a benched
section for a path above ordinary high water.
A fence to keep stock out of the stream.
Stock passes are also discussed in the ODOT Highway Design Manual.
(6) Clearances and Cross Sections for Railroad Crossings - See Section 1.4.8.2.
1.1.2.3
Structure Layout: Spans and Proportions
(1) Column Locations - Column locations, which of course affect span lengths, are subject to
clearance requirements of Section 1.4.8.1, AASHTO standard clearances, or by hydraulic
considerations. After these conditions are met, spans lengths may also be governed by
environmental issues, economics and aesthetics. Consider alternate structure types to best fit the
needs of the site.
If columns are located in the median of a divided highway and within the clear zone as determined
by the Roadway Designer, they must be protected from traffic by a guardrail or concrete barrier.
See Section 1.6 for column loading criteria for vehicular impact, depending on type and location of
barrier used (ODOT Instructions for AASHTO LRFD 3.6.5).
Check with the Roadway Designer about which barrier will be used. It will affect the bridges
appearance and may influence the type of column selected.
Earth Mounds are no longer an acceptable method of column protection. At this time, however,
existing earth mounds do not need to be removed.
When locating columns and span configurations, consider the effects of columns in waterways.
Consider the possibility for scour or difficulty in inspecting a column that is in the highest flow area of
a river. Avoid placing the column directly in the middle of the river.
(2) Structure Depth - Structure depth, also referred to as superstructure depth, is generally
controlled by span length and clearance limitations. Although a minimum depth structure may be
aesthetically appealing, it may not be the optimal solution for the site.
For steel superstructures, use the minimum depth recommended in AASHTO LRFD
Table 2.5.2.6.3-1 for estimating purposes. For concrete superstructures, use the minimum
depths given below:
1-7

1.1.2.3
Structure Layout: Spans and Proportions - (continued)
Reinforced Concrete Superstructures:

Balanced 3-span cast-in-place slabs with main
reinforcement parallel to traffic
d = .542 + S/48
T-Beams
d = S/19
Box Girders, constant depth
d = S/21
Box Girders, with haunch = 1.5 d to 1.75 D
d = S/25
d = depth of constant depth members or depth at midspan of haunched member.

S = length c -c of bents or longest span of a continuous bridge.
Depths shown for slabs and T-beams are for constant-depth sections. Depth may be reduced
15 percent for beams with continuous parabolic haunches or with straight haunches equal to
1/4 the span where the total depth at the haunch is 1.5d.
Increase depths for simple span bridges by 10 percent.
Post Tensioned Box Girders:
Use the following minimum depths in place of those recommended by AASHTO LRFD Table
2.5.2.6.3-1:
simple span
continuous, uniform depth
cont with min. haunch = 1.5d
d = S/26
d = S/29
d = S/35
Precast Prestressed Concrete Superstructures:

Slabs and Boxes
Bulb-I and Bulb-T girders
d = S/33
d = S/23
Depths shown for Bulb-I and Bulb-T girders may be reduced up to 15% for haunched girders
made continuous. If so, provide either continuous parabolic haunches or straight haunches
equal to the span with a total depth at the haunch at least 1.5d.
Where minimum depth requirements, given above, are satisfied, the optional live load
deflection criteria in AASHTO LRFD Section 2.5.2.6.2 will not be required. When minimum
depth requirements are not satisfied, verify the live load deflection does not exceed the limits
recommended in AASHTO LRFD Section 2.5.2.6.2.
When both minimum depth and live load deflection requirements are not satisfied, submit a
request for a design deviation to the State Bridge Engineer. As justification for the request,
document girder and deck service stress levels, live load deflection, and provide evidence of
similar structures already in service with satisfactory performance.
(3) Girder Spacing - Girder spacing is normally dependent on girder capacity. Generally, girder
spacing for concrete girders should not exceed 9 feet. As span length increases, girder spacing
should decrease. Limit deck overhangs to no more than one-half the girder spacing. Long deck
overhangs, even if the deck is post-tensioned transversely, tend to sag over time.
1-8

1.1.2.4
Structure Types and Economics
(1) General - Structure type is generally the most important factor influencing bridge costs.
(Substructure considerations are typically second, although there can be exceptions.) Each project
site is unique and should be evaluated for conditions that alter the usual cost expectations. For the
following discussion, structure type generally means classification of superstructure spans by
construction material and method of construction.
As can be determined from the Bridge Sections annual Structure Cost Data books, structure types
in order of increasing costs are as follows:
Span Range
Structure Type
Precast concrete slabs
Precast concrete box beams
Cast-in-place concrete slabs
Precast integral deck concrete girder
Precast concrete girder, BT72
Precast concrete girder, BT84
Precast concrete girder, BT90 & BT96
Cast-in-place box girder
Cast-in-place post-tensioned box girder
Steel girder
Steel truss
up to 83 feet
up to 120 feet
up to 50-66-50 feet
up to 130 feet
up to 140 feet
up to 160 feet
up to 183 feet **
*
*
*
*
*Normally used for longer, multi-span continuous bridges.

** Length for BT90 & 96 is limited by prestressing bed capacity for Oregon precasters.
When using precast or prefabricated girders, verify that there is an acceptable route for shipping.
As girder lengths increase, shipping becomes more difficult on roadways with sharp curves, high
superelevation and/or load-restricted bridges.
Timber bridges up to 30 of length may be considered for special situations. (See Section 1.3.1,
Timber Bridge Locations.) The cost of a timber bridge may be more than a concrete bridge of the
same length.
Do not use cast-in-place concrete slabs with any span greater than 66 ft. Cast-in-place concrete
slab superstructures have significant dead load deflections. Even if actual deflections match
estimated deflections, it will likely take 10 to 15 years for creep deflection to diminish. For longer
span lengths, the ride quality would be unacceptable while waiting for the creep deflection to
happen.
Do not use voids in cast-in-place concrete slab superstructures. Although such designs are
effective at reducing the structure weight and dead load deflections, it is very difficult to secure
the voids in the field. The potential for failure is unacceptably high.
When cast-in-place slabs are used, ensure the edge beam requirements given in sections
4.6.2.1.4, 5.14.4.1 and 9.7.1.4 in the LRFD Bridge Design Specifications are met.
Where a design deviation is approved by the State Bridge Engineer for use of voids in a cast-inplace concrete slab superstructure, apply the edge beam requirements listed above to this type
of structure.
Use HPC concrete in cast-in-place concrete slab superstructures. Place concrete full-depth of
the slab (i.e., no horizontal construction joints). For cast-in-place slab superstructures having any
span greater than 40 ft, apply a deck sealer product (from the QPL) at least 60 days after
placement of the slab.
1-9

1.1.2.4
Structure Types and Economics - (continued)
(2) Precast Concrete Versus Cast-in-Place Concrete - Formwork is the key to concrete structure
costs. Use of standard forms or repeated use of specially built forms means lower costs. For
smaller bridges in remote areas, precast or shop-fabricated elements usually lead to the most
economical solution.
Precast concrete slabs have the following pluses:
Good for shorter stream crossings, low-volume roads, and remote locations.
No falsework required in roadway or stream.
Fast, simple installation, saving construction time.
Shallow depth providing greater clearance to stream or roadway surfaces
below.
However, they have problems with:
Providing smooth riding surfaces. (AC wearing surface is required to level up

except for low-volume roads.)
Accommodating horizontal curves, gradelines, or superelevations. (Thickness

of AC wearing surface to accommodate superelevation can become
excessive.)
Precast concrete box beams, girders, and integral bulb-T beams have most of the same good and
bad points that the precast slabs do. They can accommodate longer spans, but they do have
deeper depths resulting in less clearance to stream or roadway surfaces below.
In general, cast-in-place concrete spans are a good choice:
For longer spans.

For accommodating horizontal curves, gradelines, or superelevations.
However, three drawbacks are:
Falsework is required.
Falsework in the roadway below a grade crossing creates traffic hazards.
Settlement of falsework before post-tensioning begins is a potential problem.
(3) Continuous Steel Span Bridges - Steel construction extends the span length range and usually
does not require falsework in the roadway or stream.
(4) Bridge Widening - Generally, the same type of construction that matches the existing bridge
should be used for the widened portion.
(5) Design Criteria for Major or Unusual Bridges Some elements of design criteria for major and
unusual bridges may not be appropriate for normal bridges and may be dependant on the
location and expected service level. For those bridges the design criteria will be established
specifically for each structure in a collaborative effort between ODOT Bridge Section and the
applicable Tech Center. Early coordination is required to allow time to establish the design
criteria. For this purpose unusual bridges are those that the Tech Center determines to have:
(1) difficult or unique foundation problems, (2) new or complex designs with unique operational or
design features, (3) bridges with exceptionally long spans, or (4) bridges being designed with
procedures that depart from currently recognized acceptable practices. Examples of unusual
bridges include cable-stayed, suspension, arch, segmental concrete, movable, or long span truss
bridges.
1-10

1.1.2.4
Structure Types and Economics - (continued)
Other examples are bridge types that deviate from ODOT or AASHTO bridge design standards,
or AASHTO guide specifications for highway bridges; and bridges requiring dynamic analysis for
seismic design; bridges using a three-dimensional computer analysis; bridges with spans
exceeding 152 m (500 feet); and bridges with major supporting elements of ultra high strength
concrete or steel. New or major rehabilitation of tunnels also require special design standards.
ODOT Bridge Section will assist in the review of major or unusual projects at the request of the
Tech Center, or Local Agency. Early coordination is requested.
(6) Maintenance and Provisions for Inspection of Bridges
1. Formal constructability and maintainability reviews by the designer, checker and reviewer
are required for most bridges to determine the practicality and feasibility of
erection/construction of the structure as assumed in the design as well as adequacy for
future maintenance.
2. An inspection and maintenance guide for the future operation of each major or unusual
bridge is required along with the development of design and construction plans.
3. Consideration should be given in the design for the possibility of future bearing
replacement. Replacement of bearings implies the use of jacks to lift the superstructure
off the permanent bearings. The position of these jacks, and allowable jack loads should
be indicated on the drawings. The distribution reinforcement to accommodate the jack
loads should be provided in the top of the piers and the soffit of the superstructure.
Further, the transverse analysis of the superstructure should consider the relocation of
reactions when the jacks are engaged to replace the permanent bearings.
1.1.2.5
Substructure Choices
(1) Type of Foundation and Scour Protection - Read the Foundation Report for information and
recommendations about type of foundation required, or talk to the Foundation Designer if the
Foundation Report is not yet available. For stream crossings, recommendations for scour and
riprap protection are contained in the Hydraulics Report.
Chapter 2, Designing Bridges to Resist Scour of FHWAs Evaluating Scour at Bridges (HEC-18) is
a helpful reference available from the Hydraulics Designer or from the FHWA web page.
(2) Abutments and Bents Section 1.1.8 has useful information to guide preliminary bent and
wingwall layout.
1.1.2.6
Bridge Rail
Turn to Section 1.1.21 for discussion about design and selection of bridge rails. If you are working
with a grade separation, a criterion for using protective screening is in Section 1.4.4.5.
1-11

1.1.2.7
Bridge End Panels and Supports
Provide reinforced concrete bridge end panels for Interstate and State highway bridges. Counties,
cities, or other agencies can choose whether or not to include them in their projects.
When end panels are required, show the general outline of them on the bridge plans with reference
to the panel details shown on Bridge Standard Drawings or detail plans.
In regards to end panel supports:
Detail ledges or other methods of support for all bridges (including those of
other agencies), even through end panels are not called for when the bridge is
built.
Provide bridges that have sidewalks with a method of supporting approaching

sidewalks at the bridge ends (present or future) if no end panel extends into
the walk area.
The required width of the end panel depends on the following considerations:
If the approach rail is a flex-beam rail, the end panel width is inside face to
inside face of the flex-beam rails at the end of the bridge. If the rail posts are
attached to the side of the panel, the end panel width is the distance between
inside faces of the rail posts.
Where the approach rail is a concrete barrier, the barrier will generally be
supported by the end panel and the end panel width is equal to the out-to-out
dimension of the barriers at the end of the bridge. Add 1 foot each side to the
end panel width where the barriers are precast.
Supporting barriers on wingwalls (rail cast with wingwall) is not recommended

because water leaks into the subgrade along the wall.
Use a nominal end panel length of 30 feet if any of the following conditions exist:
On interstate highways and all other state highways with 20-year projected
ADTT > 1000.
When end bents are skewed > 30 degrees.
When abutment depth is > 20 ft (from bottom of footing or cap to top of deck).
When end fills have an anticipated post-construction settlement > 1 inch.
When none of the above conditions are satisfied, use a nominal end panel length of 20 feet.
Note: ADTT = ADT x %trucks. The 20-year ADT volume should be in the project prospectus.
The % trucks can be determined by locating the nearest Permanent Automatic Traffic
Recorder (ATR) station. This information is kept by the Transportation Data Section under the
Transportation Development Division and can be found at the following website:
http://egov.oregon.gov/ODOT/TD/TDATA/tsm/tvt.shtml
1-12

1.1.2.7
Bridge End Panels and Supports - (continued)
From this website, go to Permanent Automatic Traffic Recorder Stations (ATRs) Trend
Summaries and select the latest year.
If a prospectus is not available, if the 20-year ADT is not shown and/or if an appropriate ATR cannot
be found, contact the Project Leader or Contract Administrator.
Asphalt concrete wearing surface (ACWS) should normally be used on the end panel when the
approach is asphalt concrete. If the end panel settles, compensating overlays can be easily
feathered onto the existing ACWS. Concrete strength in end panels should be called out in the
General Notes.
End panels may be deleted under certain unique conditions. A geotechnical and structural
evaluation is required for considering the deletion of end panels and approval of a deviation from
standard ODOT BDDM practice is required. The final decision on whether or not to delete end
panels shall be made by the ODOT HQ Bridge Section Engineer with consideration to the
geotechnical and structural evaluation.
1.1.2.8
Slope Paving/Railroad Slope Protection
Generally, where a roadway passes under a bridge, provide slope paving on the bridge end fill
according to Bridge Standard Drawing BR115. Also, consider slope paving where a bridge crosses
over a sidewalk or park.
For a highway bridge crossing over a railroad, rock slope protection may be required on the end fill
slope under the bridge.
1.1.2.9
In this section:
Other Things to Keep in Mind

(1) Structure Appearance and Aesthetics
(2) Traffic Handling and Data
(3) Bikeways
(4) Protection of Recreational/Cultural Resources
(5) Right-of-Way
(6) Utilities
(7) Use of Salvage Materials
(8) Railroad Considerations
(9) Bridge ID Paddles
(10) Accelerated Bridge Construction (ABC) Guidelines
(1) Structure Appearance and Aesthetics

Keep in mind the structure appearance with respect to its surroundings and the context of the
site.
Generally for bridges, appearance is best when elements are few and simple.
Aesthetics and environmental considerations may have apparent conflicts.
Historic or
environmental issues may impact the bridge rail type, structure configuration, type of foundation
or bent placement. Start the permit application and coordination process for historic structures as
early as possible in the design stage. Aesthetics concerns, especially within an existing
documented site context, are valid issues that can and should impact resource agencies
permitting considerations.
1-13

1.1.2.9
Other Things to Keep in Mind - (continued)
Bridge elements are pleasing when the structural intent is clear with respect to the size and
shape of the element. Elements forced into a non-structurally responsive shape for decoration
are not considered pleasing aesthetically and may be a significant distraction and a safety
hazard. Decorations on bridges that are not part of the structural support system may not be
maintained to the same level as the structural portions of the bridge unless a separate IGA is
executed with a local agency for maintenance.
ODOT has no general directive or mandate on aesthetics or aesthetic design. This section is a
guideline to generally accepted practice.
There is a misconception that improving appearance always costs more. This is not necessarily
true. The challenge to the engineer is to use creativity and ingenuity to improve the appearance
without increasing cost. When people think that improved appearance is going to add costs, they
are generally thinking in terms of add-ons, special ornamental features or special colors. The
greatest aesthetic impact can be made by the structural elements themselves. These are seen
first, and at the greatest distance. The bridge can be made attractive if these major elements are
well shaped, and if they fit in well with the surroundings.
The following topics are commonly known to assist in producing visually pleasing structures.
They are discussed in more detail in the following sub-sections.
Location and surroundings

Horizontal and Vertical Geometry
Superstructure Type and Shape
Bent Shape and Placement
End bent Shape and Placement
Parapet and Railing Details
Colors
Textures
Ornamentation
LOCATION AND SURROUNDINGS

When determining the appearance of a bridge, the bridge must be considered in context with its
surroundings. Decisions need to be made regarding what color, shape and type of bridge will
look best at a given location. The surrounding area may be industrial, urban, or rural. A bridge
that looks pleasing in a rural setting may look totally out of place in an urban area.
Individual bridges that span a major land area or body of water, because of their large size,
dramatic location, and carrying capacity, 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. Multiple bridges seen in succession create
a cumulative aesthetic impact on the landscape that must be considered. In these situations,
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.
Routine bridges, such as highway overpasses and stream crossings, should be simple, with
minimal changes, and with all of the elements in clear relationship with one another. 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.
Bridges that are infrequently viewed, such as those on lightly traveled roadways, are rarely seen
by anyone. In these cases, attention to the elements that can be seen from the roadway surface
such as parapets, railings, transitions, and road surface, are important.
1-14

1.1.2.9
HORIZONTAL AND VERTICAL GEOMETRY

Geometric design standards often dictate the orientation of a 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. Thus, they often lie within the curvature of the road and follow
the slopes or curvature in elevation. Large curvature is not only desirable from a safety
standpoint, but also for aesthetics.
With skewed structures, when it is necessary to orient the substructure parallel to the feature
crossed, a wide bridge presents a greater visual impact. The use of natural surfaces that blend
in with the surrounding environment may lessen the visual impact. Bents and end bents in
waterways that lie parallel to the rivers 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. 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.
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.
A girder 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 wellproportioned slenderness ratio denote strength without excessive materials.
An additional guideline that enhances the appearance of multiple spans is to avoid changing
girder depths from one span to another. This would give a very awkward appearance and would
not allow the structure to flow evenly across the bridge. From an aesthetic standpoint, deck
overhang should be proportional to the girder depth; a desirable overhang would be about 2/3 the
girder depth. Vertical stiffeners make steel girders seem heavier, and should be avoided on the
fascia side of fascia girders. Haunched girders can make a bridge look more slender, and help
demonstrate the flow of forces in the bridge. Fishbelly girders create a heavy look, and could
tend to look awkward. Some structure types are more visually elegant than others, such as
trapezoidal box girders and concrete segmental bridges. An arch bridge is one of the most
natural bridge types, and generally considered one of the most pleasing. Both thru and deck
arches can be considered.
BENT SHAPE AND PLACEMENT
The visual impression that a person gets from a bent is primarily influenced by the proportions,
the relative width and height, and the configuration of the bent cap with respect to the bent
columns. Bent proportion, in turn, is determined by the bridge geometry and superstructure type
and shape. Bents can broadly be classified as either short or tall. Short bents are typically more
difficult to design with aesthetic proportions. Care should be taken in proportioning a bent to
make sure that horizontal lines of the superstructure are not interrupted. Large bents may direct
attention away from the superstructure. Bents that are too slender may convey a feeling of
instability.
1-15

1.1.2.9
However, there are aesthetic issues that are common to all bent types involving the shape of the
columns and the bent caps. The selection of the proper bent type can be dictated by the site,
bridge geometry and design considerations.
The shape and location of the columns affect the appearance of the bents. The light reflecting
from the surface often controls how the viewer perceives it. 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 needs to assure that the treatments used are in harmony with the rest of the
structure. Bent caps, cantilevered ends, and column spacing can be designed to make the bent
appear more graceful. For hammerhead bents, the stem width and height, and the cantilever
length and depth should be carefully balanced, and in pleasing proportion. Solid bents can be
battered to improve their appearance. The batter should be determined by the bent height and
the relative dimensions at the top and bottom of the bent. Gradual lines are important. While tall
bents are less common than short bents, they allow a greater opportunity for aesthetic treatment.
END BENT SHAPE AND PLACEMENT
For most simple span bridges and some multi-span bridges, the end bents are the most visible
elements. While the end bents function is to support the superstructure and transfer loads to the
ground, it is important to maintain proper proportion in order to create a good appearance.
Good proportions between various elements of the bridge give character to the bridge. For the
end bents it is important to consider the relationships between the exposed end bent height and
length, the size and type of wingwalls, and the superstructure depth. An attempt should be made
to achieve a balance between these elements.
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. The monotony of a large flat wingwall can be broken up using textures
such as scoring, recessing, or grooving. Surface textures, either by using or simulating natural
stone around the area of the bridge, can be used to integrate the structure with its surroundings.
The orientation of the end bents to the feature crossed will create different visual appearances.
End bents on severe skews can have very long stems and wingwalls. Consideration should be
given to the aesthetic impact of those concrete surfaces. Wingwalls are often very predominating
features. The orientation of the wingwalls allows for more or less visual impact. On divided
roadways, the view presented from the opposite direction of travel should be considered.
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 them in elevation and by people in vehicles on the bridge traveling parallel to
them. When vehicle speeds are high, the railing or barrier should have simple and pronounced
details because passengers cannot notice fine details. The shape of the railing or barrier system
should relate to its function and the overall aesthetic design of the bridge.
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.
1-16

1.1.2.9
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, etc.).
Coloring agents are not allowed in concrete because of complicated quality control, difficulty in
matching colors in each batch, and the high cost of materials. It is nearly impossible to get an
identical color of concrete from one pour to the next, or over a period of time between
placements. Staining concrete can create a mottled appearance when appropriate to match
natural stone, and can be effective if a trial section is used to qualify the process. External
coatings are allowed, and when applied correctly can achieve the desired appearance. However,
they have durability limitations, and must be used with caution due to concern regarding the
owners ability to maintain the coating.
TEXTURES
Texturing concrete can be achieved through form liners, panels, stone or brick veneer, or acid
washing. Any texturing should fit in within the overall design and proportions of the structure.
Several types of commercial form liners are available. Natural stone or brick facades can also be
used. Stone is most often used for parkway bridges and those in rural settings. The cost of
stone covering can be quite high; and should therefore be limited to areas of high visibility and
established contextual settings. When a concrete cap is used on the top of a wingwall or
retaining wall, it should be visually proportioned to the wall itself.
ORNAMENTATION
Ornamentation can be added to a bridge in special circumstances. The additional cost of addons 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, commemorative plaques or reliefs may be added. 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, which is 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 details will add to the aesthetic
characteristics of the structure in a way acceptable to all concerned.
Local stakeholders sometimes request ornamental screening and features on overpass
structures to showcase local attractions as a gateway to their community. Ornamental protective
screening should not be a distraction to drivers, and must not cause sight distance or clearance
problems. Treatments must not reflect a commercial interest. See section 1.4.4.5 for additional
screening requirements.
1-17

1.1.2.9
(2)
Traffic Handling and Data
Consider the various methods of handling traffic:
Is the method proposed by the field the most reasonable way to build a
project?
Are there alternate and possibly more satisfactory solutions?
There are four basic methods of handling traffic when replacing a bridge:
Close the highway while removing and rebuilding the bridge.

Use the existing roadway and bridge while constructing a parallel bridge on
new alignment.
Construct a temporary detour around existing bridge and replace the bridge on
the existing alignment.
Use stage construction with one or more existing or new lanes carrying traffic
while other portions of the existing bridge are being removed and rebuilt.
Often the last method is recommended over the second and third methods without proper
investigation. Stage construction may:
Cause a high number of complaints from the traveling public.

Mean greater danger for ODOT and contractor personnel as well as to the
public.
Result in construction difficulties and longer construction time.
Adversely affect the quality of the finished product.
Another traffic handling consideration that should not be overlooked is accommodating pedestrians
(including the disabled) and bicycles passing through the work site, especially in urban areas.
(3)
Bikeways
Oregon law requires that reasonable amounts of highway funds be spent for bicycle and pedestrian
facilities. That means: consider bikeway staging needs wherever highways, roads, or streets are
being constructed, reconstructed, or relocated.
Bikeway is a general term meaning any road or paths open to bicycle travel regardless of whether
it is designated for bicycles or to be shared with pedestrians or automobiles. Specific types of
bikeways are:
Bikes lanes or bike paths.

Shared roadways.
Shoulder bikeways.
Sidewalk bikeways.
To work with bikeways, you are going to need:
Oregon Bicycle Plan.

AASHTO Guide for the Development of Bicycle Facilities.
1-18

1.1.2.9
(4) Protection of Recreational/Cultural Resources

Be alert to the effects of construction on:
Recreational activities, areas, or facilities.
Cultural resources such as fossils, artifacts, burial grounds, or historical bridges

and dwellings.
Refer to Section 00290, Environmental Protection, specifically Section 00290.50, Protection of

Cultural Resources, in the Standard Specifications for Construction.
Although normally researched and proposed by ODOTs Environmental Section, protection or
consideration of these activities or resources can be initially overlooked. Permit requirements from
agencies like the U.S. Army Corps of Engineers or Oregon Department of Fish and Wildlife deal
with historical, cultural, and recreational concerns too. Here are some examples of challenges from
the past:
(5)
Protection of summertime river rafters passing under a contractors work

bridge.
Removal of large amounts of river debris hung up on cofferdams and

endangering a collegiate racing crew practicing downstream.
Saving of old or rare trees near a city bridge construction site in deference to
neighborhood sentiment.
Right-of-Way
This provision is only applicable to new structures and the widening of an existing structure.
Proposed and existing right-of-way limits and any construction easements should be included with
the vicinity map information. Ask yourself: Can my structure and the contractors operations (work
bridge, shoring, falsework, future inspection and maintenance staging areas, the potential need
for a detour structure, etc.) be accommodated within these limits, as well as safely ingressing and
egressing to and from the highway system by agency personnel?
In order to assure the bridge inspectors and bridge maintenance personnel have a safe place to
park vehicles and stage maintenance operations, behind the approach guardrail, the bridge
design engineer is highly encouraged to provide the desired space by following the
Establishment of Variable-Size recovery Areas and Widen Post-to-Hinge Point Dimension
guidelines as provided in Section 5.8 of the ODOT Highway Design Manual
(www.oregon.gov/ODOT/HWY/ENGSERVICES/). The option that provides the most space is
the preferred option. If the structure is located over another roadway, additional parking/staging
space should also be considered behind the undercrossing route railing. In order to provide a
safe ingress and egress from the highway system, the bridge designer is encouraged to locate
these areas behind the trailing end guardrail.
For questions about right-of-way data, contact the projects Roadway Designer, who is in touch with
the Right-of-Way Description Group and Right-of-Way Services personnel in the Regions. Both the
Location Narrative and the Right-of-Way Estimate Report included in the location survey data
package discuss right-of-way provisions and concerns.
For the structure project that does not involve roadwork, verify that steps to acquire necessary rightof-way have been initiated.
1-19

1.1.2.9
Anticipate any need for additional right-of-way as early as possible because of the long lead-time
required for purchasing right-of-way.
(6)
Utilities
As an early design task, determine if there are:
Requirements for carrying existing and future utilities on bridges.
Requirements for accommodating utilities in the vicinity of box culverts, sound

walls, or retaining walls, especially mechanically stabilized earth (MSE) walls.
If you are providing for existing or future utilities on a bridge, read Section 1.4.7, Utilities on
Structures.
(7)
Use of Salvage Materials
New materials are required for new and replacement bridges, and for added portions of widened
bridges. ODOT Bridge Engineering Section does not prefer the use of used bridge items.
Incorporation of used materials requires a BDDM Deviation approved by Bridge Section. The
following are issues to be considered and included in a Deviation Request.
1. Locate and include in the project records for the new bridge all original material
certifications and documentation of materials properties.
2. Document the condition of the used materials
3. Locate and include a copy of applicable portions of the original calc book in the project
records for the new bridge. The copied portions may be scanned and transmitted
electronically to the design engineer. Hard copies should be made and included in the
calculation book for the new bridge.
4. Prepare a new calc book for the new bridge.
5. Document agreement from FHWA (on Federal projects) with a Public Interest Finding
processed through Roadway Section.
6. Designate on the new plans the portions of the new bridge that are built with salvaged
materials.
(8)
Railroad Considerations
When scoping bridge repair work above or adjacent to Union Pacific Railroad right-of-way, consider
the following items that may be required:
1.
2.
3.
4.
5.
A plan review by UPRRs engineering folks in Omaha. Expect a thirty working day turnaround.
Crash wall addition. This would add approximately $250,000 for each wall.
Drainage review.
Protective fencing
UPRR will want reimbursement for their involvement in the preliminary review work.
1-20

1.1.2.9
UPRR standards require crash walls if a pier, foundation or abutment is within 25 feet of an existing
or future track centerline. Protective fencing is required on all bridges. ODOT maintains its own
drainage. UPRR acknowledges existing construction and maintenance agreements, and will
consider this for each review. Minor repair work will not warrant the safety upgrades to the bridge.
The ODOT Railroad Liaison should be consulted early in the process for any structure work that
could trigger these requirements.
(9)
Bridge ID Paddles
Statements:
The bridge identification paddles are to be installed at the bridge site by the contactor as a part of
the construction project. The bridge ID paddle placement location will need to be noted on the
bridge rail contract plans and incorporated into the special provisions.
Mount the Bridge ID Paddle on a roadway delineation post and attach it to one of the posts as
shown in Alternate 2 on Standard Drawing TM570, in the bridge rail transition section. Place the
ID paddle at both ends of the bridge, facing on-coming traffic. If the structure is located over
another route, place an additional bridge identification paddle on the face of the bridge bent,
immediately adjacent to and on both sides of the under-crossing roadway, facing on-coming
traffic.
Each ID Paddle will be configured in accordance with example and contain the following
information. Do not show the dimensions of the paddle in the contract plans or the special
provisions in that it is controlled by the ODOT Sign Shop:
Telephone number of the appropriate agency Dispatch Center
US or OR Route Number
State Highway Number
Milepoint Number
Bridge Number
Name of the Structure
The bridge identification paddles can be ordered from the ODOT Sign Shop:
ODOT Sign Shop Supervisor
455 Airport Road, SE,
Salem, Oregon 97301
Ph. (503) 986-2835
1-21

1.1.2.9
(10) ODOT Accelerated Bridge Construction (ABC) Guidelines

Introduction
Oregon has employed ABC methods to quickly deliver several bridge projects throughout the State.
From the compiled list of 15 projects that had used ABC bridges to date, two-third of them was
completed in the past five years. Depending on the types and locations of the bridges, several
different techniques were used. Some of those bridges were assembled or erected on temporary
falsework located adjacent to an existing structure using prefabricated elements and systems and
skidded into place. This method allowed the contractors to close the facilities to vehicular traffic for
a relatively short time (like over a few days or weekend) and skidded the bridge over after quickly
demolishing the existing bridge at night and working throughout weekends. Other bridges over
navigable waterways were replaced using barges to float new and whole superstructures into place,
also known as switch-out with the old structure if one existed. For wider structures that can
accommodate staged construction, precast concrete or concrete filled, steel grid deck panels were
installed during partial closure of the roadway during off peak travel times.
A few of the Oregon ABC projects were designed with rapid construction in mind to limit traffic
interruptions, but most were selected either based on VE proposals by contractors,
incentive/disincentive provisions, or design-build contracts. Generally the project schedules
specified a relatively short period window for closing or disrupting traffic operations on the facilities.
The incentive/disincentive provision for each project was normally based on user delay costs as a
function of ADT, detour length and other variables. Those projects have demonstrated ABC as
effective and efficient solution to alleviate congestion and/or long detours where conventional
methods such as off-site detour, on-site detour, stage construction or slight realignment of the
roadway were difficult or not feasible. They resulted in improved public safety through the
shortened work zone exposure and supported mobility.
ODOT encourages and supports ABC Projects
ABC methods can be defined as using prefabricated bridge elements, combining elements into
systems, or moving a complete bridge span to quickly deliver a project and re-open the highway to
traffic. Use of any of these methods are encouraged and supported by ODOT whenever it is
efficient and cost effective. A compiled list of past Oregon projects that described the ABC featured
elements is provided here at the end of the Section for reference.
Prefabricated elements consisting of deck panels, beams or girders, bent caps, pier columns and
segments have been demonstrated successfully. Systems may consist of bridge components
assembled and connected together to form a major portion or complete bridge span. Bridge
movements such as incremental launching, skidding, and/or transport by self propelled modular
transporters (SPMT) of a partial/complete superstructure span are also found to be acceptable
methods of construction. The guidance provided here below will help designers and owners decide
when and where ABC is appropriate as a method of project delivery. Although the Engineer on
Record is responsible for the design as well as for developing a unique method of
construction/movement to fulfill the ABC requirements, the owner needs to be assured that the
quality and durability of the bridge is not being compromised by the specific rapid construction
technique being considered.
Contracting Methods Allowed
A contract for specifying ABC method of delivery is allowed and will continued to be allowed under
the current design-bid-build specifications. A contractor may propose an alternate method of
construction for approval by the EOR/owner as part of the Cost Reduction Proposal provisions in
Section 00140.70 of the Oregon Standard Specifications for Construction. The third option allowing
ABC is provided under the design-build contract provisions. More discussions and guidance are
provided elsewhere and will not be elaborated here.
1-22

1.1.2.9
Decision Making Framework

A successful ABC project is dependent on deciding correctly at the beginning of a project planning
to assess when and where ABC would be most efficient and effective. The following criteria in the
flowchart, Figure 1.1.2.9(10)A, for specifying a short window of closure may make ABC delivery the
method of choice:
Figure 1.1.2.9(10)A
1-23

1.1.2.9 Other Things to Keep in Mind - (continued)

A following matrix format presents more discussions between selecting an ABC versus a
conventional project for the various attributes:
ATTRIBUTES
1. Complexity
2. Schedule
3. Budget
Accelerated BC (ABC)
-Engineer less familiar with design
required for accelerated bridge
construction techniques
-May require more surveys to establish
control points
-May require pick points for prefabricated
bridges
-May require more complex construction
techniques
-May need new specs
-May add risk to Contractor
-May require special equipment
-Good with D/B and A+B with
incentive/disincentive
-Facility to reopen for traffic in hours or
over weekends
-Slightly longer design schedule due to
complexity (see above)
-Need more overall planning and
coordination
-Parallel construction off CPM
-Typically can be done off-line and shorter
field erection season, pending ABC
method chosen.
-Approach or utility work may control
schedule if not outside CPM
-Good with incentive/disincentive
-Constructible connection details for
precast elements such as bent caps,
footings & pile heads require flexibility for
field closure pours.
-May require coordinated demolition plan
for change-over structures
-May require tight control of scheduling on
critical items
-The contract plan or designed details
should be simple or the precast element
detail may not fit.
-May require industry participation in
PBES/ABC to ensure successful transition
to field application.
-Include contractor on design or
constructability review team.
-May be more expensive in construction
cost due to non-typical construction on
methods
-May increase design cost
-Limited historical bid item data
-ABC can significantly reduce the costs to
highway users associated with traffic
queues and detours during the bridge
1-24
Conventional BC (CBC)
-Engineer more familiar with design
required for conventional
construction techniques; therefore,
considered less complex.
- Contractors more familiar with
methods used in conventional
construction, therefore considered
less complex
-Standard specs exists
- Typical field construction season in

months or years
-Typical design schedule
-Often bridge work is controlling in
CPM
-Sequential activities typical and
limitations may exist
-Public delay cost may be high
-Typical estimate given condition

and conventional required structure
type.
-Typical standard project costs.
-Incentives and disincentives may
be included to accelerate
construction and reduce traffic
impacts but they may not be

4. Design Quality
5. Construction
Quality
6. Disciplines
required
7. Experience
needed
8.Public
Communications
9. Demolition of
existing structure
10. Quality Control

11. Owner Staff
installation.
-The contract bid cost for an ABC project
may be more than a conventional bridge
project but overall may be much less
when the savings due to reduced traffic
impacts and delays are factored in.
Design quality could be just as good as
that of conventional
-Limited design criteria for some elements
-Construction loads may control design
and need check
-Require to show full connection details
-Individual prefabricated elements are of
higher quality under shop-controlled
environment.
-Construction quality could suffer in the
field assembly due to time pressure.
-May requires more upfront coordination
between technical and non-technical
disciplines and public relations.
-ABC experience is desirable especially
regarding knowledge of ABC construction
methods, new technologies and
implementation of new design and details.
-Additional research effort and resources
may be required.
-May require specialty construction
experience.
-May require more early and upfront
communication with the public for
temp/short road closures
-May need to develop a communication
plan with stakeholders
-Require full demolition plan
-May need to provide staging place near
site for off-line demolition
-Coordination for change-over structures
-May not require temporary structure to be
in place for long duration
-ABC elements should be verifiable during
construction
-May require constructability review
Some additional effort may be expected of
the owner staff in design or review of nonconventional details/procedures. Also
may require more staff in a much more
condensed timeframe.
1-25
effective and could adversely impact

project costs.
-Careful analysis is needed to
effectively apply
incentive/disincentive methods to
accelerate bridge projects.
Design quality is expected to be
good from standard and best
practice.
-Construction quality depends on

the contractor and inspection staff.
Standard project design and

construction teams
-Standard project design
experience.
- Standard bridge construction
experience.
- Typical
-Typical construction with either

road closure or requires staging
-Require full design of temporary
structures for longer duration in
place
Typical
Standard

Steel Structures
Steel structures are excellent examples of prefabricated bridge elements and systems. They are
proven to be cost effective and sustainable for ABC methods. The steel girders are prefabricated
and primed coated as needed in the shop and shipped to the job site. A short closure of the
affected highway facility may be required to erect them. Several complete arches and trusses
have been erected successfully on barges and floated into place.
Bridges built with plate girders (straight or curved) can accommodate precast concrete panels or
steel grid deck systems for rapid construction. Some connection details can be found at
www.fhwa.dot.gov/bridge/prefab/
Concrete Structures
Prestressed and Precast Concrete (PPC) versus Cast-In-Place (CIP)
PPC bridge elements can be mass produced in PCI-certified plant under factory-controlled
conditions to ensure high quality and consistency, thus making them more reliable and durable.
The products can also be transported to the jobsite for just in time delivery to meet erection
schedules, thus avoiding re-handling or the need for storage space that might be difficult to
provide in urban areas. Traffic impact at the project site can be minimized and erection can
normally be done during off peak hours.
In Oregon, construction cost for PPC girders has been lower than for CIP girders. Unless there is
a compelling reason like curvature, aesthetics, and longer span requirements, PPC girders are
preferred. There is an economy of scale for larger projects requiring repetition of similar spans.
For elements other than girders, there is an opportunity to develop effective standard elements
for connecting them into bridge systems. In the erection of PPC elements, proven connection
details are critical for long term performance. ODOT will be looking at collecting and refining
these details in the near future. The FHWA has developed a manual on proven connection
details routinely used by others and the publication will be available in the near future. See
www.fhwa.dot.gov/bridge/prefab/
Full Depth Deck Panels, End Panels or Approaches and Wingwalls
Full depth deck panels have been in practice and continue to be widely used by many states.
Connection details for both steel and concrete girder exist. The NCHRP 12-65 study is looking at
a new deck system with connection details using conventional reinforced or prestressed
technology. More details will be available in the near future.
ODOT has existing standards for end panels/approaches and wingwalls that can be readily
converted into ABC.
Precast End Panels
Consider issues regarding subgrade compaction and the contractors ability to construct
the surface of the subgrade to a smooth level condition prior to placement.
Consider the ability of precast panels to accommodate differential settlement (especially
if subgrade is not level)
Consider the design of the connection detail to pile cap/abutment wall and any joint
construction.
1-26

Seismic Related
Assembling prefabricated bridge elements on site, one method of ABC requires a very detailed
assembly plan and connection details. Whereas for single span bridges this is not very
complicated, designing and detailing of connections for multi-span bridges has to be treated with
the same importance as designing the rest of the structure.
Submit new connection proposals for approval to ODOT Bridge HQ. This requirement is intended
to ensure information about good connection details are subsequently distributed to other design
groups. From the owners perspective, Oregon DOT has been proactive on researching and
participating on several studies and tests of several types of connections. The main focus of this
research has been toward the superstructure-to-substructure connections such as pile-to-pile cap
connection, bent cap-to-column connection, beam-to-bent cap connection, precast deck-to-girder
connection, etc. For low-to-moderate seismic hazard a few good connections applicable for
single span bridges and multi-span bridges have been identified. For areas with high seismic
hazard, the research and study of connection details for ABC applications is an ongoing process.
The NCHRP 12-74 research project Development of Precast Bent Cap Systems for Seismic
Regions identifies a number of bent cap-to-column details that hold promise for seismic
applications. ODOT is willing to implement a few of these details only for bridges in low-tomoderate seismic regions (Seismic Design Category A, B, and C):
a) Grouted Duct Grouted duct connections consist of bent caps which have
corrugated ducts to accept reinforcement extending from supporting substructure
elements.
1-27

Figure 1.1.2.9(10)B
b) Grouted Sleeve Coupler (Coupler in Cap) Proprietary grouted sleeve couplers are
used to connect reinforcing bars in precast concrete components. These couplers
are placed in the bottom-half of the precast bent cap and are designed to withstand
forces at overstrength as is often required in plastic regions.
1-28

Figure 1.1.2.9(10)C
Other research related to seismic connection details under NCHRP Projects are being proposed
and considered and more guidance would become available in the near future.
Use of SPMT
A new heavy equipment technology brought back from and promoted by the FHWA/AASHTO
Scanning Team known as Self-Propelled Modular Transporters (SPMT) is becoming popular.
The SPMT can support and move heavy load with its flat bed mounted on multi-axle, independent
suspension and steering wheel lines. They have the ability to maneuver in difficult and uneven
terrain with unmatched precision and distortion control of its payload.
1-29


Several projects have demonstrated successfully the use of SPMT for moving complete
superstructure spans that were prefabricated at a staging area (e.g. gore area or off the
shoulders) near the final bridge location and off the travel lanes. The bridge movement was
generally done on weekends or night time using the SPMT to erect the structure into their final
position within a matter of hours. FHWA has published a user guide manual and it is
recommended as a resource document for anyone contemplating to do an ABC project using the
SPMT. The guide is available to the public free of charge at
http://www.fhwa.dot.gov/bridge/pubs/07022/
Geotechnical Consideration
The foundation designer should consult closely with the bridge designer and the project team
regarding the use of ABC methods at a particular bridge site and coordinate these efforts as
necessary during the bridge design process.
Usually driven piling is the most rapidly constructed foundation type but piles are not always
suitable at every location for meeting specific bridge design requirements. The most suitable
foundation type for a bridge replacement or widening project depends on several factors
including the subsurface materials and conditions, construction or environmental constraints and
cost. Refer to the ODOT GDM; Chapter 8 for additional guidance regarding the selection of
foundation types. Once the most suitable foundation type is selected for a site, thought should be
given to how the foundation construction can be expedited. This should include how to minimize
traffic impacts due to foundation construction. At some locations the foundations (and
substructure elements) may be constructed under, or away from, the existing bridge thereby
avoiding, or minimizing, any traffic impacts. If this scenario is possible, then the time required for
foundation construction may be less significant because it does not directly affect traffic. At sites
where foundation construction will directly impact traffic and multiple foundation types are
possible, consideration should be given to the foundation system that can be constructed in the
least amount of time and with the least impact to traffic. Some general guidance regarding the
use of various foundation systems in ABC applications are described below.
Spread Footings
Conventional Spread Footings

o Requires excavation to suitable foundation materials which may result in the
need for large excavation areas and/or temporary shoring and possibly
dewatering.
o Requires setting rebar, a concrete pour and curing time (and form work, if
needed).
Precast Reinforced Concrete Spread Footings
This type of ABC foundation system is currently under development and design and
construction standards and specifications do not currently exist. This type of foundation
may be considered at sites where conventional spread footings would be appropriate,
however, precast spread footings (PSF) are currently recommended only for shorter,
single span bridges at this time. Issues to consider in the application of precast spread
footings would include:
o Need for construction of a concrete footing leveling slab beneath the precast
footing (excavation/shoring, sloping bearing strata, presence of groundwater,
etc.),
o Design of the connection between PSF and leveling slab,
o Design of the connection between the PSF and columns or abutment walls,
o Constructability issues when placing PSF directly on compacted soils,
o LRFD resistance factors for bearing and sliding resistance based on construction
method, and settlement analysis.
1-30

Driven Piles
Often the quickest foundation construction method and can generally have the least
impact and disruption to traffic.
Consider using fewer, higher capacity, piles per bent to expedite construction, however:
o Using higher capacity piles may result in significantly higher foundation costs due
to the need for larger pile driving hammers, leads and cranes and possible
effects on the cost of work bridges due to these higher loads.
o Using less than 5 piles per bent may result in a reduced LRFD resistance factor
due to less redundancy
o May be most appropriate for sites with relatively short end bearing piles.
Requires assessment of pile top alignment tolerances for precast pile cap connection,
o Standard specifications (Section 00520.41(f)) allow for a horizontal alignment
tolerance of 6 inches from the plan location. If a smaller tolerance is required
then this reduced tolerance must be specified in the special provisions. Consult
with the project geotechnical engineer regarding allowable horizontal tolerances
for driven piles.
o Should piles be installed in prebored holes to meet the specified tolerances?
However, keep in mind the final pile alignment is only as good as the prebore
hole alignment. In soils where large cobbles and/or boulders are present, or
where preboring will encounter a bedrock unit with a sloping surface, prebored
holes should not be augered but instead excavated using core drilling equipment.
Augers tend to wander uncontrollably in these materials and borehole alignment
is very difficult to maintain.
o Consider the time and cost of preborings.
o Consider the risk of not preboring (possibly include preboring as an anticipated
item)
Minimize the potential for in-lead splices, particularly on pile with a wall thickness of
greater than 0.50 inches such that extensive welding and welding QA/QC is not required.
Increasing estimated lengths in variable subsurface conditions will help reduce the
likelihood of an in-lead splice for pile shorter than 60. For longer pile consider specifying
that the pile be fabricated (spliced) on site prior to putting in the leads, taking into account
the cost of using larger size leads and cranes and other concerns similar to those
discussed above when using fewer high capacity pile.
Piles can be installed in existing travel lanes, in stages under traffic control, and covered
over with temporary steel cover plates to keep travel lanes open to traffic until the time for
substructure construction.
At water crossings consider a trestle pile design which eliminates the need for a
cofferdam (if an above ground pile cap is permissible). The potential for drift buildup
should be assessed relative to the use of a trestle pile system. A web wall may be
required if drift potential is significant.
Drilled Shafts
Usually take the most time to construct, however drilled shafts are often the best method
for rapid in-water foundation construction, since they may omit the need for a cofferdam
(unless required for environmental considerations),
Consider fewer, higher capacity, shafts per bent, (note that appropriate modifications to
LRFD resistance factors are required for bents with less than 2 shafts).
Higher potential for increased risk of time delays due to problems with shaft construction
or negative NDT results
1-31

Micropiles
Usually more expensive than the other foundation types,

Suitable for certain ground conditions, particularly manmade unconsolidated rock
fragment fills and low overhead clearance areas,
May be installed to tight tolerances and drilled through pavement sections,
Consider environmental concerns relative to spoils recovery since water is typically used
to flush out cuttings.
Accelerated Embankment Construction

The time required for embankment construction, (either an all new roadway embankment or a
widening section) depends primarily on the volume of material required, the type of embankment
materials used, the level of contractor effort and the subsurface conditions at the site. Other
factors such as access, retaining wall construction and weather can also play a role and affect
the speed at which an embankment can be constructed. Embankment construction may be
accelerated in a number of ways, however in areas where very soft ground conditions exist, and
there is potential for significant settlement and stability issues, consideration should be given to
extending the bridge structure over these areas. This may result in a better overall design with
less environmental impacts and a shorter construction period.
For ABC projects, the geotechnical engineer should evaluate the site conditions and project
requirements to determine the most effective way of expediting embankment construction with
the least impact to traffic flow and mobility. Refer to ODOT GDM; Chapter 9 for more design
guidance on the analysis and design of embankments. ABC projects often replace bridges in the
same location (same horizontal alignment) as the existing bridge, except the new bridge is
usually wider and therefore the approach embankments need to be widened. The grade may also
be raised resulting in a further increase in embankment widening. Depending on the site
constraints (available access/ROW, adjacent structures, wetlands, etc) this widening can often be
accomplished with minimal traffic impacts. However, the geotechnical engineer should play a key
role in the design of these widened sections to help determine the best approach for expediting
the construction while taking all appropriate geotechnical design requirements into account.
The need for retaining walls on a project should be carefully reviewed. Typically an embankment
can be constructed much quicker than a retaining wall. Retaining wall needs are typically driven
by roadway typical section needs that may not have been optimized to reduce the need for
retaining walls. For example, the slope immediately behind a guardrail could be steepened from
the typical 1V:3H or 1V:4H to steeper slopes if longer (8) guardrail posts are used rather than the
typical 6 post lengths. Often typical fill slope rates of 1V:2H are considered in typical sections
rather than steeper slopes which may omit or reduce the need for a wall. The use of stone
embankment material to construct 1V:1.5H fill slopes, and using 8 metal guardrail posts to assist
in penetrating the stone embankment material, has been used successfully on several projects.
Retaining walls may be proposed in some areas to avoid, or minimize, environmental impacts.
However, the need for walls in these areas should be closely evaluated, in consultation with the
appropriate environmental specialists, to determine the underlying reasons for requiring a wall
and whether or not it is the best solution for the specific location.
1-32


Some suggested considerations for embankment construction on ABC projects are summarized
below:
Use All-Weather Materials (stone embankment) instead of common borrow materials

where available and appropriate. This allows construction to rapidly proceed regardless
of wet weather conditions and can greatly reduce the total embankment construction
time.
Soft Ground Conditions (settlement and stability issues)

o Lightweight fill material such as geofoam applications
o Geogrid reinforced embankments
o Ground improvement techniques
o Surcharge, with or without vertical wick drains
QA/QC, QUALITY CONTROL FOR PREFABRICATED CONCRETE ELEMENTS

Types ODOT has used a variety of prefabricated concrete elements on many projects.
Prestressed concrete elements have been used since the 1960s. Use of non-prestressed
prefabricated concrete elements dates back even earlier. The types of prefabricated concrete
elements used on ODOT projects have included:
Prestressed slabs and box beams

Prestressed girders
Prestressed columns
Prestressed arch ribs
Prestressed piles
Bridge railing
Bridge end panels
Pile caps/abutments
Stay-in-place deck forms
Culverts
Manholes and utility vaults
Prestressed Elements - When precast concrete elements include prestressing, Section 00550
of the standard specifications apply. 00550.05 requires fabricators to be certified under the PCI
Plant Certification Program. PCI certification ensures that industry best practices are followed.
The member tolerances specified in 00550.04 are those recommended by PCI.
For non-standard prestressed concrete elements, the existing Section 00550 Oregon Standard
Specifications for Construction will likely be adequate without modification. However, the
designer may need to create a unique bid item since the available bid items only cover our
current standards.
Designers should verify details with local precasters (Knife River and/or R.B. Johnson Co.) before
design plans are final. The ODOT Bridge Materials Engineer should also be consulted to verify
whether standard inspection procedures are adequate.
1-33


Non-Prestressed Elements Precast concrete elements that are not prestressed should be
specified under Section 00540. Since there is not a nationally recognized certification program
for non-prestressed elements, the designer will need to determine some minimum qualifications
for fabricators. Minimum qualifications may include:
Submission of a Quality Control Plan

Names and qualifications of key personnel
History of similar projects
Procedure for tracking material certifications
The nature and complexity of the project will determine which items above should be included in
the minimum contractor qualifications. Solicit input from the ODOT Bridge Materials Engineer
before finalizing any contract special provisions.
In addition to project qualifications, it may be desirable to also require the contractor to identify
the form material and forming details. Lifting and shipping details may also be required. For
unique lifting and shipping situations and/or large elements, it may be necessary to require
verification of lifting and shipping details. Such verification could be achieved with review by a
professional engineer or by testing. Especially where there is potential for items to be fabricated
by a contractor with little or no experience with precasting concrete, the special provisions should
include language that ensures safe and adequate lifting and transport details. In some cases, it
may be desirable to add lifting and shipping verification as part of the contractors Quality Control
Plan.
Where precast concrete elements are specified under Section 00540, the designer will need to
write a special provision to address measurement and payment. Most structural concrete is paid
on a cubic yard basis. However, precast concrete elements should be paid either on a per length
basis or per each.
Standard fabrication tolerances for structural concrete are provided in Section 00540.40. These
tolerances are based on typical cast-in-place concrete construction. For precast elements tighter
tolerances may be achievable and desirable. Consult with the ODOT Bridge Materials Engineer
to determine reasonable tolerances for your specific application.
Inspection of precast concrete elements will be required both during the precasting operation and
during placement in the field. The ODOT Bridge Materials Engineer is responsible for inspection
of precast elements and should be notified when precast concrete elements are to be used. This
will help ensure ODOT staff is scheduled to be available for such inspections and whether any
adjustment to the ODOT Nonfield-Tested Materials Acceptance Guide is needed.
Connection Issues Current state-of-the art does not support connection of precast cap
elements in high seismic locations. This is currently being researched at the national level.
Connection of precast elements may involve the use of grout pockets to emulate cast-in-place
construction. Where grout pockets are used, manufacturers recommendations should be
followed regarding when grout should be extended with aggregate. For many grout products,
aggregate is recommended when the pocket size reaches 2 inches or more.
1-34

COSTS CONSIDERATION
It has been determined by numerous projects nationally that accelerating a project delivery will
reduce the costs to highway users associated with traffic queues and detours during the bridge
installation. Utah DOT has demonstrated that ABC can be successful and the initial costs of
innovation are absorbed on the first few projects when there is some assurance that more
projects using the same technology are being planned for the near future. The use of ABC
should be justified on a specific project by analyzing the user cost savings compared to the
estimated cost of various methods of rapid construction (see HYRISK discussion below).
ODOT has posted a Work Zone Traffic Analysis Tool that considers such topics as traffic delays
and operations, and long detours. Guidance on Incentive/Disincentive Program for designers is
also available. See http://intranet.odot.stste.or.us/tsestimating/
Incentive/Disincentive Program
Requirements related to reduced traffic impact and time must be clearly specified in the contract
documents. Innovative contracting strategies to achieve accelerated construction include
incentive/disincentive, a financial bonus or penalty for delivery before or after a time set in the
contract; A+B bidding, cost-plus-time based on the combination of contract bid items (A) and the
time bid for construction multiplied by daily user cost (B); lane rentals, assessed rental fees for
lanes taken out of service during temporary lane closures for construction; and no-excuse bonus,
a modified incentive with no time adjustment for problems such as delays due to weather or utility
conflicts regardless of who is responsible.
Incentives and disincentives for early completion give contractors a financial reason to change
their conventional practices to accelerate construction. Contractors cannot count on incentives
and, therefore, may not reduce their bid price in anticipation of receiving incentives. Disincentives
are necessary but may result in higher bid prices because of the risk to contractors that they will
not be able to meet the reduced construction timeline. However, in some accelerated bridge
project case studies, it was found that by providing the right incentive/disincentive, the
contractors were able to lower the overall total project costs when compared to conventional
delivery methods.
Maintenance of Traffic Costs
Traffic management and user delay-related costs associated with bridge construction activities
will significantly influence the selection of the most cost-effective bridge technology.
Elaborate traffic control plans can significantly add to the cost of the replacement, especially
when the traffic control plan changes significantly during the project due to development, local
expansion, or other projects in the area. Cost savings from the reduced duration of the traffic
control plan through the use of ABC method of delivery can be estimated based on the reduced
number of days of traffic control cost times the average daily operating cost of such measures for
comparable bridge projects.
Contractors Operation Costs
In general, contractors bid projects with the plan to complete onsite construction as quickly as
possible to increase profits; this is particularly true for projects with incentives for early
completion. The contractors costs, including overhead costs to staff projects with construction
crews, etc., are reduced when the duration of the construction project is reduced. Also,
construction crew safety in the work zone is increased with reduced exposure times related to the
construction duration.
1-35

Owner Agencys Operation Costs

Agency overhead costs to staff projects, e.g., construction engineering and inspection support,
are reduced when the duration of construction projects is reduced. Prefabricated bridges, with
their rapid onsite installation, can significantly reduce these project costs.
The use of prefabricated bridges to accelerate construction cannot be approached in a
conventional manner by the owner. The owner will need to commit to working multiple shifts, odd
hours, and under the same constraints as the contractor.
The manufacturers of the prefabricated components may be able to offer lower unit costs if they
can spread their fixed costs over many bridges and/or reuse the formwork repeatedly. The
bundling of projects will provide an attractive incentive for a contractor to acquire new or special
equipment when he can recoup his investment without pricing his bid out of the market.
Available Tool: HYRISK
How much will it cost highway users if a bridge is closed or detoured? The bridge with the longer
detour would require additional time and mileage costs to negotiate the detour, and would incur
the most cost to users. When considering the cost of the project, the cost of the construction of
the bridge alone fails to capture the total cost of the project.
A method that blends the cost of the bridge construction and captures users economic losses
associated with a bridge construction is discussed below using HYRISK algorithm to compute the
economic impact to a community.
ADT and detour length are extracted from the NBI record for the bridge. The assumed 2008 cost
per distance traveled was equal to $0.44/mi ($0.27/Km). It is assumed that the project would
have one year duration of the detour.
Detour Mileage Cost (DMC) = Duration * Length Detour (L) * Cost/Length (CpL) *ADT
Sample Bridge Project (Br # 00138)
Duration of facility for construction (D) in days
365
Detour length (L) in km
26
Cost per Mile per Vehicle driven of detour length (CpL)/km
$0.27
Average Daily Traffic (ADT)
330
Time cost per person (TcP)/hr
$16.31
Occupancy rate (person) per vehicle (O)
1.56
Time cost per truck (TcT)/hr
$29.50
ADTT (Truck Traffic as a percentage of ADT; i.e. 10% this case )
.10
Speed of Traffic on Detour (DS) in km/hr
64
Detour Mileage Cost (DMC) = D*L*CpL*ADT
$845,600
Detour Time Cost (DTC) =
$1.265 M
D*L*[(O*TcP)*(1-ADTT)+(ADTT*TcT)]
Total Community Cost associated with bridge closure
$2.11 M
T1cost=DTC+DMC
1-36

1.1.2.9
Compiled Oregon ABC listing of bridges replaced using ABC techniques.
OR 38 over Elk Creek Bridges near Elkton 2 steel plate girder bridges - Built on
temporary falsework adjacent to the existing and skidded on tracks over during two
weekend road closures (2008).
OR 38 Bridge over Hardscrabble Creek, Douglas County - Built adjacent to the existing
and skidded into place (2008).
Kimberly Bridge OR19, Grant County Rapid replacement of two approach spans using
precast pile caps on a long structure with 20-day full road closure (2008).
Depot Street Bridge over the Rogue River (Jackson County) Concrete arch 306-foot
span bridge built adjacent to existing and skidded over. Bridge was closed for 5 days
total (2007).
Sauvie Island Bridge (Multnomah County) over the Columbia River 365-foot steel tied
arch span. Used SPMT to skid and load bridge on barges and floated span into place
(2007).
OR 47 over Dairy Creek Overflow Bridge, Washington County - Use of steel pile cap and
reused salvage precast, prestressed slabs. Open to traffic in 14 days (2007).
US 20 Bridge over Hayes Creek, Eddyville, Lincoln County - used of precast cap and
slabs, constructed during a 72-hour road closure (2006).
Lewis & Clark Deck Replacement (with WSDOT lead) 120 nights (9:30 pm-5:30 am
closure) and 4 weekends. Use of SPMT to replace superstructure 5478 L X 34 W, 34
panels. WSDOT design 2004; conventional method - 4 years; or 6 month full closure
(2004).
Mill Creek Bridge Deck Replacement, OR26, Wasco County - 3-span continuous truss
with deck panels replaced sequentially with partially concrete filled exodermic steel grid
deck. 540-foot deck replaced in 24 days under flexible road closure schedule (2003).
I-5 (Interstate) Bridge over the Columbia River, Portland Accelerated the replacement
of 2 trunnion assemblies and span/counterweight cables in the North End. $1.4+M
incentive ($100K/day) was awarded the contractor for early completion in less than 7
days; 14 days ahead of the required 21-day schedule (1997).
Imnaha Bridge over Little Sheep Creek Single span, concrete-filled grid deck over steel
curved girder bridge. Built first half of new bridge and switched traffic over; demolished
existing bridge and built second half with some skidding to connect the two halves.
Longitudinal concrete closure-pour in the middle (1997).
Freemont Bridge over Willamette River, Portland. Arch span was floated on barges and
moved into place using strands jacking (1973).
Sam Jones Bridge - Full depth precast deck panels.
OR 99E over Pudding River Bridge, Clackamas County Erected new, longer and wider
replacement steel truss adjacent to existing steel truss and skidded over (1940s).
1-37

1.1.2.10
(1)
Special Considerations for Federal-Aid Projects
Alternate Designs - According to the Federal Highway Administration (FHWA), the practice of
providing alternate designs for major bridges results in substantial savings in bridge
construction costs. Current FHWA policy states that use of alternate designs is optional and at
the discretion of State highway agencies. If alternate designs are appropriate, consider the
following:
Utilize competitive materials and structural types.

Prepare each alternate design using the same design philosophy. (That is,
LRFD design, finite element, etc.)
Ensure the design/construction
requirements for the entire bridge (foundation, substructure, deck) are
compatible.
(2)
Prepare estimates for all alternate designs during the TS&L design phase.
Unusual Structures - FHWA policy requires unusual bridges to be approved before being
designed. An Unusual bridge may have:
Difficult, new or unique foundation elements or problems.
A new or complex design concept involving unique operational or design
features.
Design procedures which depart from current acceptable practice.
Examples of unusual bridges include:

Cable-stayed, suspension, arch, segmental concrete, moveable, or truss bridges,
and other bridge types which deviate from AASHTO Design Specifications or
Guide Specifications.
Bridges requiring abnormal dynamic analysis for seismic design.
Bridges designed using a three-dimensional computer analysis.
Bridges with span lengths exceeding 500 feet.
Bridges with major supporting elements of ultra high-strength concrete or steel.
Other unusual structures include:
Tunnels.
Geotechnical structures featuring new or complex wall systems or ground

improvement systems.
Hydraulic structures that involve complex stream stability countermeasures.
Designs or design techniques that are atypical or unique.
Where unusual bridges are identified, seek FHWA involvement as early as practical.
advance the design beyond TS&L without FHWA approval.
1-38
Do not

1.1.2.10
(3)
Special Considerations for Federal-Aid Projects - (continued)

Experimental Features Program - An experimental feature is a material, process, method,
or equipment item that:
Has not been sufficiently tested under actual service conditions to be accepted
without reservation in normal highway construction, or
Has been accepted, but needs to be compared with acceptable alternatives for
determining relative merits and cost effectiveness.
Although the experimental features program is normally used in conjunction with Federal-aid
projects, the program format has occasionally been followed for projects funded entirely by the
State. In some cases, the FHWA has even paid part of the research cost for basically a Statefunded experimental program.
The intent of the Federal-aid experimental features program is to allow ODOT time to develop, test,
and evaluate specifications for new, innovative, or untried products or processes.
(4) Specifying Proprietary Items - To encourage competitive prices from manufacturers and
suppliers, the FHWA has established a policy for specifying proprietary products or processes for
Federal-aid projects. Generally, proprietary means:
Calling out a product on plans or in specifications by brand name.
Using specifications written around a specific product in such a way as to
exclude similar products.
The policy basically says:
You must use two, preferably three, products when specifying by name brand.
You can use generic specifications patterned after a specific item if at least two
manufacturers can supply the item.
On the other hand, specifying one proprietary item is allowed only:
If it qualifies for the experimental features program.
If, with written justification from ODOT, the FHWA specifically approves in
advance a single product, which is essential because of compatibility with an
existing system, or the only suitable product that exists.
(5) Use Of Debris From Demolished Bridges And Overpasses Public Law 109-59, dated
August 10, 2005, Section 1805 mandates that for Federal-aid bridge replacement and
rehabilitation projects, states are directed to first make the debris from the demolition of such
bridge or overpass available for beneficial use by a Federal, State, or local government, unless
such use obstructs navigation. Links are provided for more information:
FHWA Memorandum of March 7, 2006 : [ link to Bridge debris memo.pdf ]
Public Law 109-59 Aug. 10, 2005 : http://www.fhwa.dot.gov/safetealu/legis.htm
Note that environmental regulations may prohibit the use of debris in waterways.
1-39

1.1.2.11
Type, Size, and Location (TS&L) Design
The end product of a TS&L design includes:

TS&L Plan and Elevation drawing
TS&L Estimate of structure construction cost
TS&L Narrative
(1) TS&L Plan and Elevation Drawing - In its final form as part of the approved TS&L design, the
TS&L Plan and Elevation drawing is produced on a half size CAD paper print. See Section 2.6,
Type, Size, and Location Plan and Elevation.
(2) TS&L Estimate - Normally, the TS&L Estimate of structure quantities and costs is based on a
rough calculation of quantities. However, if time is short and the structure is ordinary or typical,
square-foot costs may be adequate. A bridge with tall end bents would not be considered
typical, and would, therefore, require a rough quantity estimate to account for the greater
abutment costs.
(3) TS&L Narrative - A TS&L Narrative is required for each design project except those minor ones
such as deck joint rehabilitations, rail retrofits, or projects. The purpose of the TS&L Narrative is
to provide enough background information so that reviewers can effectively evaluate the
proposed final design. The following is a general outline of possible discussion items:
General Background:
Project development and justification.
Right-of-way restrictions.
Permits and restrictions.
Utility conflicts or restrictions.
Railroad clearances and restrictions.
Geometry and layout:
Roadway width, ADT, grades, and alignment. (If design does not meet
current AASHTO standards, note that a design exception has been or will
need to be made.)
Sidewalks, rails, and protective fencing.
Hydraulics:
Waterway openings, high water elevation, and clearances.
Bank or bent protection.
Floodway information, when appropriate.
Foundations:
Piling, drilled shafts, spread footings.
Fills, surcharges.
Settlement.
Lateral earth or seismic loads.
Liquefaction potential.
1-40

1.1.2.11
Type, Size, and Location (TS&L) Design (continued)
The following is a general outline of possible discussion items: - (continued)

Structure Features:
Span length and span arrangement.
Type of superstructure.
Type of bents and location.
Alternate structure types considered and estimated costs.
Stage construction and detour requirements.
Design concepts - Rationale for decisions about:
Building new bridge versus widening existing one.
Use of bridge versus culvert.
Foundation support assumptions.
Assumed pile or drilled shaft loads.
Assumed lateral soil pressure against end bent.
Seismic load assumptions.
Many bridge replacement projects require a Biological Assessment. To aid in the process, try to
address as many of the following subjects as practical.
1) Project timing and chronology.
2) Alignment and size of the new bridge in relation to the existing bridge (i.e., number of
spans, length).
3) Quantity of impervious existing bridge surface removed and added by the new bridge.
4) Type of the new deck surface and construction methods.
5) Type of the new bridge railing and construction methods.
6) Proposed treatment of the runoff (i.e., number of scuppers or direct discharge drains on
the old bridge vs. number of drains on the new bridge)
7) Number and sizes of the existing bents/footings to be removed within the OHWM and the
wetted channel. Discuss the removal methods of the existing bents, footings and piles.
8) Number and sizes of bents/footings added for the new bridge, within the OHWM and the
wetted channel. Discuss the construction methods for the new footing, bents and piles.
9) Type of isolation method used during construction (i.e., coffer dam).
10) For bridges with lead based paints, discuss the method of removal and disposal.
11) If a detour bridge, working bridge, or falsework are required, discuss how many bents
and types of temporary supports that may be within the OHWM and wetted channel.
Discuss the construction and removal methods that might be used.
12) Extent and duration of in-water work (i.e., heavy machinery in wetted channel).
13) Amount or extent of fill and/or rip-rap.
14) Possible staging areas and access.
15) Amount and type of vegetation to be removed (outside and within the OHWM).
16) Amount of wetland impacted.
17) Any planned mitigation.
Note: Even though the Hydraulics Report or Foundation Report may not be available at the time the
TS&L Narrative is written, always include comments about assumptions made in consultation with
the Hydraulics or Foundation Designer.
1-41

1.1.2.12
Final Design, General
The final design phase can begin after receiving the TS&L approval. All bridge design projects will
be completed by assigning personnel to perform the following duties:
1. Bridge Design Reviewer
2. Bridge Designer
3. Bridge Design Checker
All personnel assigned to any of these duties will be required to either stamp and/or sign the final
plans. Current practice requires only one stamp on the plans. The literal interpretation indicates
that a registered designer must stamp his/her own plans. ORS 672.002(10) just requires that the
stamping engineer have supervision and control unless he/she is not registered, in which case the
checker or reviewer will stamp the plans, in accordance with OSBEEL rules for work done under
supervision and control of a registered PE.
a. At least two out of the three functions listed above must have prior experience and
minimum qualifications in the type of structure being designed, repaired, or strengthened,
including bridge preservation work. Either the review or checking function must be done by
someone with a minimum of five years experience in successful bridge design and
construction support of bridges successfully constructed. If the unit, agency, or firm does
not have the desired level of expertise, they will be expected to employ one of the following:
Provide a tech advisory group for the project, or
Hire a consultant or sub-consultant that does have the desired level of expertise
b. When main structural members are being designed, repaired, or strengthened, the Class 2
design check will only be allowed under rare circumstances, when the designer has
completed more than five designs of the specific type of bridge under design, and then
specific critical portions of the design will be verified independently.
Generally, the designated Bridge Design Reviewer is the immediate supervisor of the work unit
that has been assigned the bridge project, or the person that has overall management responsibility
for the project. Serving in that capacity, the Bridge Design Reviewer will be responsible for
selecting the Bridge Designer, the Bridge Design Checker, and the CAD Drafting support for the
project. Large design projects with multiple or complex structures will most likely involve several
Designers and several Drafters. Often, these large projects can be done more efficiently if the
Design Team Supervisor chooses a Lead Bridge Designer and Lead CAD Drafter to help organize
and manage the project, as well as, fulfilling the following tasks, or assure they are done:
1) Fulfill the Design Team Supervisors Responsibilities as specified in Bridge Section Office
Practice 2.1.11.2
2) Review Plan as specified in 2.1.11.3(2)
3) Assure that the project is designed in accordance with accepted bridge design manuals as
specified in 2.1.2.
4) Records are kept in accordance with 2.1.3.
5) Tracking Bridge Design Costs as specified in 2.1.7.
6) Measuring Design Productivity as specified in 2.1.8.
7) Assuring that Other Design Considerations were addressed 2.1.10.
8) Provide overall Project Guidance and Support 2.2.
9) Assure that Other Things are addressed 2.3.2.
10) Obtaining the appropriate Permits 2.3.3.
1-42

1.1.2.12
Final Design, General (continued)
11) Periodically Reviewing the Job record Folder 2.3.4.

12) Processing the TS&L Design Package.
13) Review any Special Provisions 2.4.5.
14) Review Final Plans to assure that the design meets project objectives 2.4.8.
15) Review all Project Changes initiated during the Construction Phase.
16) Provide project support when handling Construction Problems.
17) Review all Price Agreements.
18) Review all Working Drawings.
19) Review the Construction Narrative 3.1.9.
20) Assure As-Constructed Drawings are created in accordance with 3.1.10 and submitted to
Bridge Section along with the Calculation Book.
21) Transfer all Electronic Files to Bridge Section for Archiving.
Generally, the assigned Bridge Designer will be the designated Engineer-of-Record for the project
and will generally see the project through to completion, from-cradle-to-grave. The designated
Bridge Designer (Engineer-of-Record) will be responsible for fulfilling the following:
1) Fulfill the Lead Designers duties as specified in Bridge Section Office Practice 2.1.11.3.
Assure that the bridge is designed in accordance with accepted ODOT Standard Bridge
Design References shown in (Office Practice 2.1.2).
2) Fulfill the duties listed in the Bridge Section Office Practice 2.1.11.
3) Create the Preliminary Documents specified in Bridge Section Office Practice 2.2.2.
4) Fulfill the Preliminary Design Tasks specified in Bridge Section Office Practice 2.2.3..
5) Provide the Type, Size, and Location (TS & L) Design as specified in Bridge Section Office
Practice 2.3.
6) Provide and keep the Bridge Design Calc Book current and up-to-date in accordance with
2.1.5 and 2.1.6.
7) The designated Bridge Designer will assure3 that the bridge is designed in accordance with
Bridge Section Office Practice 2.4 Final Design.
8) The designated Bridge Designer will be responsible for working with the CAD Drafting staff,
with the Bridge Plans and/or modification of the Standard Drawings for the project.
9) Throughout the project development phase the designated Bridge Designer will maintain a
Book of Design Calculations, so that it is current and up-to-date and contains the
information specified in Bridge Section Office Practice 2.1.5 and 2.1.6.
10) The designated Bridge Designer will normally act as the project consultant throughout the
Construction Phase, performing those dut9ies specified in Bridge Section Office Practice
3.1.
11) Assure Design Standards and Project Development Criteria are met or given exceptions
from ODOT Roadway Section.
12) In addition to Design using authorized Computer System and Software (2.1.4), perform
cursory bridge design calculation by hand to assure input and output from the computer
software is correct..
13) Review any Special Provisions 2.4.5.
1-43

1.1.2.12
Final Design, General - (continued)
14) National Bridge Inventory System Requirements:

a. The Bridge Operations Work Unit will be kept appraised of all bridge inventory data
changes.
b. The following Bridge Operations, Standards and Practices personnel will receive a
copy of the advanced plans when they become available:
i. Bridge Operations Engineer
ii. The Region Bridge Inspector where the structure resides
iii. The Bridge Inventory Coordinator
iv. If the structure is a local agency bridge the Local Agency Bridge
Inspection Coordinator.
c.
The Region Bridge Inspector, where the structure resides, will be given a notice
prior to opening the structure to public travel.
All Bridge Design Projects must also have a designated Bridge Design Checker. Even though the
designated Bridge Designer is the Engineer-of-Record, the checker will perform an independent
calculation for the bridge being designed, as well as, fulfilling the following duties:
1) Fulfill duties as specified in Bridge Section Office Practice
a. Bridge Design Checker, Class 1 2.4.9,
b. Checking Last Minute Changes 2.4.10.2,
c.
Check Working Drawings when not in conformance with the design drawings
3.1.8,
d. Perform a Review of the Construction Narrative 3.1.9.

2) Stay involved throughout the life of the project so that a check of calculations and a review
of design decisions can be performed.
The final design end product includes:
Plans Clear and complete detailed plans with all information necessary to obtain
a fair bid and to layout and construct the project.
Specifications Preparation or assembly of all Specifications, Supplemental

Specifications, and Special Provisions necessary for construction of the project.
Estimates Calculated quantities of all materials in the project, based upon the
current Bid Item list. Estimate of the time required for construction using a graph
format showing all critical stages of the construction. Estimate of the cost of
design assistance during construction.
Calculation Book(s)
1. Design Calculations A structural analysis and design of the bridge and
related components. Documentation of the work with hand calculations,
computer output and detailed notes. The Design Engineer is responsible
for the meaning and applicability of all computer generated data.
1-44

1.1.2.12

2. Design Check Calculations An independent check of: the structural
analysis and design of the bridge and related components, plan detail
sheets, specifications and special provisions, and project quantities;
Documentation of the work with hand calculations, computer output and
detailed notes; the meaning and applicability of all computer generated
data by the checking Engineer.
The level of detail to be checked varies with the complexity of the project
and the amount of experience of the Designer and Checker.
Class I Check The Class I check is a comprehensive design review
covering all aspects of the project. It will be done primarily for:
Major complex structures.
Steel and post-tensioned bridges.
Structures designed by an inexperienced Designer.
Structures checked by an inexperienced Checker.
The Checker is responsible for the following:
Review of location data and correspondence files.
Review of construction time and seasonal requirements,

permit applications, work-in-stream restriction, and utility
installations and conflicts.
Review of foundation and hydraulic requirements.
Check for consistency of alignment and details with roadway

plans.
Thorough check of geometry, alignment, grades, clearances,

and construction details.
Verification of structure length, roadway width, structure type

selection, aesthetic treatment, span arrangement, bent type
and configuration, and rail type.
Complete independent structural analysis of all components

according to design specifications and current design practice.
The Checker should make a quick, longhand check of the
most important structural elements before beginning a
computer analysis of the design.
Independent check of Final Estimate

reconciliation of figures with Designer.
Confirmation that all items listed in the Checklist for Final

Design (BDDM A2.7.2) have been satisfied.
quantities
and
Class II Check The Class II check is a review of design concepts and

construction details and does not necessarily include a structural analysis.
It will be done primarily for:
Minor bridges designed by an experienced Designer.
1-45

1.1.2.12

The Checker is responsible for the following:
Review of correspondence, job files, and design calculations.
Confirmation that foundation and hydraulic requirements are

met.
Verification of geometry, alignment, and structure type

selection.
Confirmation with Designer that critical structural items have

been analyzed during the final design.
Completeness of plans
Check of construction details and Final Estimate quantities.
Complex, Unconventional or Unusual Systems or Details Operations and Maintenance Manuals

Bridge engineering has been changing and numerous emerging technologies are on the horizons
that enable facility owners to improve the performance and/or to monitor the safety of their
bridges. To ensure that these innovations are been properly applied and monitored for their
effectiveness, the owner is requiring operations and maintenance manuals to be submitted along
with the design calculations for all unconventional, complex or unusual systems or details. The
specifics of the service manuals will be determined at the beginning of design of which they relate
to the bridge type design selected.
The intent of this provision is to provide additional information to the agency for the efficient and
effective operation of any innovations that are installed and specific to a facility. The manual
may include shop drawings, fabrication details and manufacturers technical product information.
The manual should be clear in providing instructions on how and when to inspect and maintain
the systems or details and how often to perform condition assessment of the unit.
Examples of deliverables:
1. NDT/E Monitoring Systems:
a. Example of deliverable: Operations and Maintenance Manual for all the NDT/E
monitoring systems for recording fracture critical stresses and potential fatigue
crack locations
2. Electrical and Mechanical Systems on Movable Bridges
a. Operations and Maintenance Service Manuals for the all electrical controls on
movable bridges. Maintenance manual should include servicing the machine
components and gears, brake systems, drive motors and span locks.
b. Operating instructions should include electrical service disconnect, wiring and
labeling of electrical power distributions, traffic control systems, span lift control
and lock systems, navigational and channel lightings, HVAC, fire and security
alarms, and remote camera and sensing systems.
3. Seismic Monitoring Systems:
a. Operations and Maintenance Manual for seismic monitoring system for recording
ground motions.
b. Operating instructions should include system inspection and checks, recorder
working properly, troubleshooting, and accelerometers working condition.
4. Cathodic Protection Systems:
a. Operations and Maintenance Manual for all cathodic protection system to include
such components like cabinets, wiring system, reference cells, anodes, and
terminal plates.
b. Operating instructions should include system and inspection checks, battery
power operated checks, trouble shooting, presence of corrosion, and sensors
integrity check.
1-46

1.1.2.12
5. Bridge design types that are unique or unconventional to the Oregon:

a. Segmental and cable stayed bridges inspection and manual manuals for its
critical details and main force carrying components. Such examples include
post-tensioning ducts and tendons, stay cables, anchorage and cradle details,
deviators, pot bearings, modular joints, seismic isolation and/or damping devices,
wind shear locks. Maintenance instructions should include the inspection and
replacement of its components when they are no longer performing as designed.
b. Suspension bridges inspection and maintenance manual for its critical details
and main force carrying components. Such examples include main cable,
saddles, anchorages, shoes, suspender ropes, corrosion protection systems,
seismic isolation and/or damping devices, and wind shear locks.
1-47

1.1.3
Foundation and Hydraulic Considerations
1.1.3.1
Foundations and Hydraulics, General
The Foundation and Hydraulics designers will provide data and recommendations with respect to
types of footings, footing elevations, nominal and factored resistances, types of piling, pile tip
reinforcing, drilled shaft tip elevations, and scour protection which are to be used at each bridge site.
The Designer should be satisfied that the recommendations are adequate with respect to factored
loads, scour and economy. If there are questions in this matter, they should be discussed with the
Foundations and Hydraulic design engineers. Special factors in the type of construction selected
may cause a reconsideration of the original recommendation. Some basic guidelines include:
Riprap at bridge ends or on embankment slopes is considered a roadwork

item. Layouts and typical sections of riprap details such as thickness, filter
blanket, and toe trench are to be shown on the roadway plans (see below).
For the structure plans, show riprap at bridge ends to scale, but without
dimensions and with a note: "See Roadway Plans for riprap details." For bents
and footings in streams and not at bridge ends, show riprap details. (See
Section 1.1.6, "Underwater Construction.")
If the Foundation or Hydraulic report is not available, the fact should be noted
and the basis for the design of the footings should be indicated.
Except for special cases, provide a minimum of 2 feet of cover over the top of
spread footings.
Except in solid rock, make the bottom of all footings in streambeds a minimum
of 6 feet below the normal streambed. For footings with seals, the top of the
seal is considered the bottom of the footing.
Make the top of footings within the right of way of the Union Pacific Railroad a
minimum of 6 feet below the bottom of the low rail to allow for future
underground utilities.
Figure 1.1.3.1A
1-48

1.1.3.2
Lateral Earth Restraint
If passive earth pressures are used in design to resist seismic or other lateral loads, detail the plans
to ensure assumed soil conditions exist after construction. Where possible, plans should specify
placing footings against undisturbed material. The soil type may be such that it will not stand
vertically after excavation. If soil is disturbed, Standard Specifications for Construction Section
00510.41 require backfilling with compacted granular material. If there is any question concerning
this, consult with the Foundation Designer. If the excavation will not stand vertically, add a
reference note, "See Standard Specifications for Construction" to the "Structure Excavation Limits"
detail shown on the plans. The Contractor will be allowed to excavate beyond the footing limits and
backfill with compacted granular structure backfill (00510.46). If footings, such as pile supported,
etc., do not require the lateral soil resistance for stability, then do not call for pouring against
undisturbed material.
Figure 1.1.3.2A
1.1.3.3
Cofferdams
If cofferdams are required and passive earth pressures are assumed in the design, show a detail
similar to Figure 1.1.3.3A on the plans. Material outside cofferdams should also be undisturbed and
backfilled with riprap if disturbed.
Figure 1.1.3.3A
1-49

1.1.3.4
Hydraulics
Hydraulic requirements for bridges are provided in Chapter 4 and Chapter 10 of the ODOT
Hydraulics Manual.
Include in the contract plans a Hydraulic Data chart similar to the one shown in A2.1.4.
On the bridge Plan and Elevation drawing, include the following on the PLAN view:
Stream name and direction of flow

Ordinary High Water (OHW) lines
Location of stream channel
Location and extent of riprap
On the bridge Plan and Elevation drawing, include the following on the ELEVATION view:
1.1.4
Design high water elevation

Ordinary high water (OHW) elevation
Calculated scour elevation Show with a horizontal line at the scour elevation and labeled
Total scour El. = xxx.x (If rock or limited scour, include the statement, Anticipated scour is
negligible)
Existing and proposed ground line profiles (3-line existing ground line preferred)
Location, type and extent of riprap and toe trench
Foundation Modeling (Foundation Springs)
In foundation modeling it is common practice to first assume translational and rotational fixity of
the foundation supports and perform a preliminary structural frame analysis. The resulting
reactions are checked against the factored resistances. This procedure underestimates global
deflections but establishes an upper bound for forces. This type of foundation modeling may be
sufficient in certain loading conditions, such as thermal expansion, where deflections are not a
controlling factor in design provided the forces are not excessive. However, under higher lateral
loading conditions, such as moderate to severe seismic loading, more accurate deflections and
forces are desirable. Excessively conservative design forces can be expensive to accommodate.
In these cases, foundation springs are typically used in the structural frame analysis. The
computer program GT-STRUDL allows the use of these springs. Foundation springs are typically
equivalent linear springs representing the translational (horizontal), axial (vertical) and rotational
load-deflection behavior of a nonlinear soil response. The use of foundation springs can
significantly reduce the upper bound foundation reactions and more accurately models the entire
soil-structure interaction system. Nominal geotechnical resistances are typically used with
seismic loading conditions unless otherwise directed by the Foundation Designer. Factored
resistances are typically used for all other load combinations. Factored resistance is the nominal
resistance multiplied by the appropriate resistance factor.
1-50

1.1.4.1
General Modeling Techniques
There are three options for foundation modeling:

(Option 1) Fixed foundations
(Option 2) Fully coupled foundation spring model
(Option 3) Uncoupled translation and rotational springs
Option 1 fixes all foundation supports in the computer model. The resulting forces are simply
compared to the resistances stated either in the Foundation Report or as determined in this
section of the design manual. If the resulting forces exceed the resistances, foundation modeling
using springs is recommended.
Option 2 allows stiffness coupling for both shear and moment and also cross-coupling (off
diagonal). This option is not required for most problems. This option should be used for drilled
shafts, trestle piles and for some pile foundations where the piles are connected to the
substructure or superstructure such that a fixed condition exists. A massive footing with deeply
embedded piles is an example. The method is applicable to all types of foundations.
Option 3 is the most commonly used method to represent footing and piling flexibility. It is a
simplified version of the fully coupled spring model (Option 2) and is used in cases where there is
no significant moment transfer between superstructure and foundation elements. This option is
appropriate for most problems except as noted in Option 2 above. Use this option with vertical
piling only. Battered piles result in larger lateral stiffness, which this option does not presently
address.
1-51

1.1.4.2
General Procedures and Typical Values
The following guidelines are provided for Option 3 as general information, and are intended to be
supplemented with engineering judgment. Methods are presented for developing foundation
springs, including factored and nominal resistances, for the following foundation types:
Abutments and wingwalls
Spread footings
Piles and pile caps
Foundation springs are typically nonlinear in form although some are represented in bilinear form.
The curve typically consists of an initial (straight line) stiffness followed by a nonlinear
relationship leading up to a nominal resistance. Various methods are used, depending on the
type of spring, to develop the entire nonlinear load-deflection curve (spring).
The procedures described in this section, and typical values, come from the following sources:
Seismic Design of Highway Bridges, Workshop Manual by Imbsen &

Associates, Inc., prepared for the FHWA, October, 1989.
Design and Construction of Driven Pile Foundations, FHWA Workshop

Manual, Volume 1, December, 1996.
Design Manual 7.2, Foundations and Earth Structures, Dept. of the Navy,
May, 1982.
Foundation Analysis and Design, (4th ed.) by Joseph E. Bowles.
Design Manual for the Foundation Stiffnesses Under Seismic Loading,

prepared for Washington DOT by Geospectra, April, 1996.
Design Guidance: Geotechnical Earthquake Engineering For Highways,

Volumes I & II; FHWA Report No. FHWA-SA-97-076-77, May, 1997.
Pile capacity and stiffness work done by Bridge Engineering and

Geotechnical Group personnel in 1996 and 1997.
Standard Penetration Test (SPT) numbers presented in the Design Manual (Nc values) refer to
N values for granular soils corrected to an effective overburden pressure of 1 tsf. Uncorrected
Nc values should be used for cohesive soils. The Foundation Designer should be consulted for
representative values to use in these methods.
1-52

1.1.4.2
General Procedures and Typical Values - (continued)
(1) Abutments and Wingwalls: -
Use translational springs in both the longitudinal and

transverse directions.
Translational Stiffness: The abutment translational stiffness should account for displacements
resulting from expansion joints associated with seat abutments.
Soil Backfill:
Initial backfill stiffness, Ki = 20 kips/in./ft. for both backwall and cap.

Similar for wingwalls transversely but discount one wingwall and use 2/3
of the remaining one. The initial stiffness should be adjusted proportional
to the backwall width and height according to the following equation:
Kabut = Ki x Wbw x (Hbw/5.5)
Where Wbw is the width of the backwall in feet and Hbw is the height of
the backwall in feet.
Piles:
Refer to Pile Supported Footings and Abutments (Section 3) below.

Generally assume dense granular fill. Use pile translational stiffnesses in
tables below for loading conditions other than seismic. For seismic
loading conditions, perform a COM624P or LPILE analysis. Consult with
the Foundation Designer to verify COM624P or LPILE soil properties.
Translational Capacities:
Soil Backfill:
The passive pressure resisting the movement at the abutment increases

linearly with the displacement up to a maximum pressure of 5.0 ksf. The
maximum passive pressure of 5.0 ksf is based on the ultimate static force
developed in the full scale abutment testing conducted at UC Davis
[Maroney, 1995]. The maximum passive force should be calculated using
the following equation:
Pforce = Hbw x Wbw x 5.0ksf x (Hbw/5.5)
where:
Hbw = height of backwall and cap, feet.
Wbw = width of backwall, feet
Similar for wingwalls transversely except discount one wingwall and use 2/3 of the remaining
one.
Piles:
For seismic loading, use ultimate values derived from COM624P or LPILE
analysis by comparing the maximum yield moment of the pile to the
maximum moment output from COM624P or LPILE. Take end slope and
side slope effects into account. Generally assume dense granular fill
representing granular wall backfill. This material should be present in the
entire passive wedge area. Consult with the Foundation Designer to
verify COM624P or LPILE soil properties. Use allowable pile capacities in
tables below for loading conditions other than seismic.
1-53

1.1.4.2
Translational Load-Deflection Curve:

Use the initial stiffness up to the capacity limit. The curve form is:
(2) Spread Footings: - Unless constructed on solid bedrock, use translational and rotational
springs in both the longitudinal and transverse directions. In general, footings keyed into a
rock mass that has an elastic (Youngs) modulus typically greater than 14,000 ksf
(Unconfined Compressive Strength = 1000 psi) can be considered fixed against both
rotation and translation.
Consult with the Foundation Designer to determine the
compressibility of very soft or highly fractured bedrock materials.
Translational and Rotational stiffnesses:
Use the equivalent circular footing formulas on the following pages with information from
Table A, to develop translational and rotational spring constants. Consult with the Foundation
Designer for the appropriate soil values to use in Table A.
Granular
V. Loose
Loose
Medium
Dense
Cohesive
Soft
Stiff
Very Stiff
Hard
SPT
Nc*
E
(ksf)
Poissons
Ratio (v)
G
(ksf)
4
10
30
50
300
1000
2000
3000
.35
.35
.35
.35
110
370
750
1100
4
8
16
32
400
1000
1500
2000
.50
.50
.50
.50
150
350
500
650
TABLE A
* Nc is the average of Nc values over a depth of 2B below the footing, (B = footing
width).
1-54

1.1.4.2
(2) Spread Footings: - (continued)

Stiffness Calculations for Spread Footings:
Spring constants for rectangular footings are obtained by modifying the solution for a circular footing
bonded to the surface of an elastic half-space. The formula is as follows:
k = K0
where:
k = initial stiffness (spring constant)
= foundation shape correction factor; (from graph)
= embedment factor, (from graph)
K0 = stiffness coefficient for the equivalent circular footing (see formulas in Table B
below)
The stiffness term, K0 ,is calculated using the equations in Table B below:
Displacement Degree-of-Freedom
Vertical translation
Horizontal translation
Torsional rotation
Rocking rotation
K0
4GR/(1-v)
8GR/(2-v)
16GR3/3
8GR3/(3(1-v))
TABLE B: Stiffness coefficient, Ko , for a circular footing at the ground

surface
Note:
G = Shear Modulus (low strain range)
v = Poissons ratio for elastic half-space material
R = Equivalent footing radius as determined from the following equations:
EQUIVALENT RADII, R, FOR RECTANGULAR FOOTING SPRING CONSTANTS:
x
y
D
2B
2L
RECTANGULAR FOOTING
EQUIVALENT CIRCULAR FOOTING
1-55

1.1.4.2

Stiffness Calculations for Spread Footings: - (continued)
Shape Factors For Rectangular Footings
1.20
1.18
Shape Factor ,
1.16
1.14
1.12
1.10
1.08
1.06
1.04
1.02
1.00
1.00
1.50
2.00
2.50
3.00
3.50
4.00
4.50
L/B
Horizontal Translation (X-Direction)
Rocking X-axis
Vert.Trans. (Z-Direction)
Horizontal Translation (Y-Direction)

Rocking Y-axis
Torsion Z-axis
3.00
9.0
2.75
8.0
2.50
7.0
2.25
6.0
2.00
5.0
1.75
4.0
1.50
3.0
1.25
2.0
1.00
0
0.5
1.5
1.0
2.5
D/R
Horizontal (left axis)
Vertical (left axis)
1-56
Torsional (right axis)
Rocking (right axis)
Torsional and Rotational
Embedment Factor,
Translational (vertical and horizontal)
Embedment Factors For Footings,

1.1.4.2

EQUIVALENT RADIUS:
4 BL
TRANSLATIONAL:
R=
ROTATIONAL:
( 2 B)( 2 L) 3
R=
( 2 B) 3 ( 2 L )
R=
; for x-axis rocking

1
4 BL( 4 B2 + 4 L2 )
R=
; for y-axis rocking

1
; for z-axis torsion
The use of the following values depends on the footing construction method (i.e. formed with
backfill material or poured against undisturbed material). Only the passive resistance
developed from the front face of the footing, combined with the shear resistance along the
footing base, is considered. Column and footing side resistance is neglected. Consult with
the Foundation Designer for recommended soil properties, groundwater levels and proper
effective unit stress to use in the analysis. Scour effects should also be considered.
Use the values from Table C in the general formula:
Force Capacity = (Kp x effective unit stress x footing face area)
+ (Su x footing face area) + ( x support reaction)
+ (Su x footing base area)
Use appropriate components depending upon soil type. Consult with the Foundation Designer
for the appropriate soil values to use.
Note: Effective Unit Stress = (Buoyant Unit Weight x Depth to middle of footing)
1-57

1.1.4.2

Translational Capacities: - (continued)
SPT
Nc
Granular
V. Loose
Loose
Medium
Dense
Cohesive
Soft
Stiff
Very Stiff
Hard
STATIC CAPACITY
Total
Unit Wt.
(k/ft3)
Kp
2.7
Su (ksf)
0
.34
0.090
10
30
50
3.0
3.7
4.6
0
0
0
.40
.47
.56
0.100
0.115
0.120
4
8
16
32
0.5
1.0
2.0
4.0
N.A.
N.A.
N.A.
N.A.
TABLE C
Deflection required to fully activate capacities (max):
Granular:
Loose
Dense
.06H
.02H
Cohesive:
Soft
Stiff
.04H
.02H
H = Soil surface to middle of footing depth

Specific applications may require the use of less than the full capacity due to deflection
restrictions.
Rotational Capacities:
The rotational capacity is typically determined by comparing the total footing pressure,
including the overturning moment, to the factored bearing resistance provided in the
foundation report, unless otherwise directed by the Foundation Designer. The bearing
resistance of footings with overturning moments and eccentricity are determined using
effective footing dimensions.
1-58

1.1.4.2

Translational Load-Deflection Curve:
The following equation may be used in conjunction with the translational stiffnesses and
capacities for developing a translational load-deflection curve for spread footings and pile
caps.
P=
+ Rf
Pult
k max
where: P = Load at deflection

Pult = Ultimate passive force (neglect base shear for pile caps)
kmax = Initial stiffness
Rf = Ratio between the actual and the theoretical ultimate force. Rf can
be determined by substituting max from the previous section for and
Pult for P in the above equation and solving for Rf .
= Translational deflection, inches
An example of the use of this equation is given below. This graph represents the form of the
equation only.
PILE CAP STIFFNESS
700
Passive Force, kips
600
500
400
300
200
100
0
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
0.4
0.45
0.5
Translational deflection, inches
Rotational Load-Deflection Curve: Use the initial stiffness up to the capacity limit. The curve form
is:
1-59

1.1.4.2
(3)
Pile Supported Footings - Use translational and rotational springs for pile supported
footings in both the longitudinal and transverse directions. This approach is recommended in
cases where seismic loading is the controlling factor in the structural frame analysis.
Springs may also be used to model pile supported footings in non-seismic conditions at the
designers discretion. Nominal resistances may be used for both nonseismic and seismic
design conditions unless otherwise recommended by the Foundation Designer.
In cases where seismic loading is not the maximum group loading for the structure, the
stiffnesses and nominal lateral resistances given in the following tables are acceptable for
most design cases, provided the site conditions generally satisfy the assumptions made in
developing these values. In general, for soils with Nc values less than 4, the pile
translational stiffness should be evaluated using the COM624P or LPILE programs and the
Foundation Designer should be consulted for further guidance.
The use of battered piles is generally discouraged due to the greatly increased stiffness
contribution from the battered piles. This in turn can result in excessive battered forces and
induce undesired or unrealistic uplift forces in adjacent piles. In lieu of battered piles, it is
recommended to use vertical piles throughout the footing.
Refer to the seismic design example problem for further clarification.
Translational Stiffnesses:
Normally the translational stiffness should include the lateral pile stiffnesses (total pile group
stiffness) plus the passive soil stiffness on one side of the footing. Typically, a single lateral
pile-head stiffness is estimated from either the pile-top, load-deflection curve generated by
LPILE or COM624P program output or from pile stiffness values given in the following
tables. This single pile-head stiffness is then multiplied by the number of piles in the group
and the resulting group stiffness value is then multiplied by a group reduction factor
depending on pile spacing. Instead of using a group reduction factor, pile group effects may
also be accounted for using p-y curve multipliers as described under Pile Group Reduction
Factors and p-y Multipliers. These multipliers are included in the LPILE program but not in
the COM624P program.
Pile cap, or footing, stiffnesses should be developed using the methods described under
Spread Footings, except the soil stiffness contribution along the base of the pile cap
should be neglected. This is accomplished by calculating the stiffness of the pile cap
(footing) at the ground surface (D = 0) and subtracting this value from the stiffness
calculated for the embedded pile cap footing. The resulting stiffness curve is then combined
with the pile group stiffness curve as described in Translational Load-Deflection Curve.
Seismic Controlled Loading Condition Extreme Event Limit State
The pile-head translational stiffness curve is generated using the COM624P or LPILE
program using soil input parameters supplied by the Foundation Designer. Pile head
boundary conditions (fixed, free or fixed-translational) must be assigned by the designer.
Refer to the FHWA publication COM624P - Laterally Loaded Pile Analysis Program for the
Microcomputer, Version 2.0, FHWA-SA-91-048 or the LPILE Plus computer program
manuals. This method is shown in Figure 1, on Page 1-38.
1-60

1.1.4.2
(3)
Pile Supported Footings - (continued)
Non-seismic Loading Conditions

For non-seismic loading conditions the following pile stiffnesses may be used provided
the site conditions generally satisfy the assumptions given below.
Pile Translational Stiffnesses (k/in):
Axis W=Weak
S=Strong
Granular
V. Loose
SPT
Nc
*
Loose
Medium
Dense
Cohesive
Soft
Stiff
Very Stiff
Hard
Pipe
Piles
Granular
V. Loose
Loose
Medium
Dense
Cohesive
Soft
Stiff
Very Stiff
Hard
HP 10x42
HP 12x53
HP 12x74
HP 14x89
HP 14x117
W
5
S
8
W
6
S
10
W
7
S
11
W
9
S
13
W
10
S
14
10
30
50
12
16
25
14
20
34
12
18
29
18
27
44
14
20
31
20
30
46
16
25
40
24
38
61
18
28
44
24
41
64
4
8
16
32
2
4
8
14
2
6
10
19
2
5
9
17
3
7
12
22
2
6
10
18
3
8
13
24
3
7
12
21
4
9
15
27
3
7
12
23
4
9
16
30
SPT
Nc*
12x 0.25
12x 0.38
16x 0.38
16x 0.50
24x 0.38
24x 0.50
4
10
30
50
7
14
20
32
8
15
23
37
11
20
29
46
12
21
34
54
20
33
48
81
22
37
57
87
4
8
16
32
2
6
10
18
3
7
11
20
3
8
13
24
3
9
14
26
4
11
18
34
4
12
18
36
SPT
Nc*
12
prest.
14
prest.
16
prest.
4
10
30
50
8
12
22
34
8
14
24
38
11
19
28
45
4
8
16
32
3
7
12
22
3
7
12
23
3
8
14
26
Prestressed
Piles
Granular
V. Loose
Loose
Medium
Dense
Cohesive
Soft
Stiff
Very Stiff
Hard
1-61

1.1.4.2
Typical Example
Top of Pile Load-Deflection Curve
(Translation Spring)
COM624P OUTPUT
100.00
5000
90.00
4500
Load-Deflection Curve
Lateral Load, kips
80.00
4000
70.00
3500
Pult = 60 kips
60.00
3000
Maximum Moment Curve
50.00
2500
My=2064 in-kips (Plastic Hinge Capacity)
40.00
2000
Enter with My, find intersection

with Max. Moment Curve,
project to Load-Deflection
Curve to establish Pult., and
note corresponding Lateral
Deflection
30.00
20.00
Figure 1
10.00
Head = 1.3"
0.00
0
0.5
1.5
2.5
3.5
Moment, kips-ft.
(3)
1500
1000
500
0
4.5
Lateral Deflection, inches

(At Pile Head)
The base shear resistance of pile supported footings, or caps, is typically not included in
calculating the nominal passive resistance. The same equation used for determining the
nominal translational capacity of footings should be used for pile caps, neglecting all base
shear resistance. The nominal passive resistance of pile caps can be used for both seismic
and nonseismic design conditions.
For nonseismic loading conditions the following nominal resistances in the following table
may be used provided the site conditions generally satisfy the assumptions given below the
table.
1-62

1.1.4.2
(3)

Nominal Pile Translational Resistances (kips):
H-piles
W=Weak
S=Strong
Granular
V. Loose
Loose
Medium
Dense
Cohesive
Soft
Stiff
Very Stiff
Hard
Pipe
Piles
Granular
V. Loose
Loose
Medium
Dense
Cohesive
Soft
Stiff
Very Stiff
Hard
SPT
Nc*
HP
10x42
HP
12x74
HP
14x89
HP
14x117
4
10
30
50
W
12
13
16
17
S
21
23
26
29
W
14
16
17
20
S
25
27
31
34
W
25
28
31
34
S
43
48
53
59
W
29
33
37
41
S
50
55
62
69
W
41
46
51
57
S
69
82
86
93
4
8
16
32
16
20
24
30
25
34
43
54
17
22
25
29
28
37
47
58
29
38
49
58
47
63
83
104
34
43
55
63
53
70
90
113
45
59
76
92
69
94
122
155
SPT
Nc*
12x 0.25
12x 0.38
16x 0.38
16x 0.50
24x 0.38
24x 0.50
4
10
30
50
22
25
29
31
29
32
37
41
43
48
54
60
52
57
65
71
85
95
107
118
103
113
130
143
4
8
16
32
26
34
42
50
34
44
56
69
46
60
74
91
55
72
91
110
82
104
130
151
98
126
158
187
Prestressed
Piles
Granular
V. Loose
Loose
Medium
Dense
Cohesive
Soft
Stiff
Very Stiff
Hard
*
HP
12x53
SPT
Nc*
12
Prest.
14
prest.
16
prest.
4
10
30
50
12
15
18
20
16
18
20
23
23
25
29
31
4
8
16
32
18
22
27
29
19
23
27
29
25
31
36
43
The Nc values to use are the averaged Nc values over a depth of 8 to 10 pile diameters
(8D to 10D).
1-63

1.1.4.2
(3)

The above translational stiffnesses and allowable capacities are based on the Broms
method and the following assumptions:
Free head condition, no applied moment

Pile top at the ground surface
Level ground surface
One, uniform soil layer with uniform soil properties
No groundwater
Static loading, no cyclic soil degradation
Constant pile properties and dimensions
Stiffnesses are for first inch deflection (initial secant modulus)
Values are for long pile conditions and minimum pile embedment depths
are required. If pile lengths are less than 75% of the assumed penetration
lengths below, a separate Broms, COM624P or LPILE analysis is required.
Granular
Cohesive
Assumed Length
55
50
40
35
Nc
4
10
30
50
4
8
16
32
55
50
40
35
The Foundation Designer should be consulted for piles installed in conditions outside of the above
stated assumptions and/or a COM624P or LPILE analysis should be performed.
For seismic design conditions, the maximum moment capacity of the pile (My) must be calculated
separately and compared to the COM624P or LPILE output to determine the nominal lateral
resistance and associated deflection. An example is shown in Figure 1, on Page 1-38.
Translational Load -Deflection Curve:
Translational Load Nonseismic - Deflection estimates for piles designed under
nonseismic conditions should be determined using the initial pile stiffness values given in
the above tables extended up to the nominal pile resistance (bilinear curve). This curve,
representing the pile group, is then added to the load-deflection curve developed for the
pile cap. A COM624P or LPILE analysis may also be used as described below if so
desired.
Translational Load Seismic - Deflection estimates for seismic design conditions are
determined from the composite load deflection curves developed by combining the pile
group stiffness from the COM624P or LPILE analysis with the stiffness contribution from
the pile cap. An example of this procedure is provided in the section on Load-Deflection
Curves, Stiffness Iteration Analysis and Capacity Checks.
1-64

1.1.4.2
(3)

Pile Group Reduction Factors and p-y Multipliers:
The p-y multiplier approach, utilizing the LPILE program, is recommended to evaluate the
response of a pile group subjected to lateral loads. The p-y multipliers are applied to
standard p-y curves to account for pile group effects. P-y multipliers are included in the
LPILE program. The multipliers are dependent upon the soil type, soil density or
consistency and pile spacing. The Foundation Designer should be consulted for the
procedures to use in this design approach.
For nonseismic loading conditions, an alternative approach using the group reduction
factors listed in the table below may be used. This table is for use with pile groups
installed in cohesive soils only. No reduction factor is required for pile groups in
cohesionless soils regardless of pile spacing or contact between the pile cap and the
ground.
Pile Spacing
(parallel to translation
direction)
5 x Pile Diameters
3 x Pile Diameters
Reduction
Factor
1.0
0.75
Note: Use linear interpolation between pile spacings of 3D and 5D.

Rotational Stiffnesses:
Normally the rotational stiffness should only include the moment versus rotation stiffness
from the pile group. The pile cap is usually considered rigid in this analysis and no
additional stiffness due to soil bearing at the base of the pile cap/footing is included.
Therefore, the rotational stiffness of pile caps is simply a function of pile axial
compression and the pile group layout. See the example problem in the Bridge Example
Designs notebook for more details. Static formulas for pile compression are typically
used. The computer program APILE2 may also be used for a more detailed analysis of
the predicted load-deflection behavior of a single, axially loaded pile. This program takes
into account unusual soil conditions and the nonlinear aspects of pile-soil interaction.
The Foundation Designer should be consulted for axial pile stiffnesses using the APILE2
program.
The following formulas for axial pile stiffness may be used in developing rotational stiffnesses for
pile supported footings. For friction piles, the APILE2 program may also be utilized to better model
axial stiffness when axial loads are greater than about half of the nominal resistance of the pile.
End bearing pile:
Friction piles:
AE
Kv =
L
Kv =
with:
2 AE
L
Kv = Axial Pile Stiffness (kN/mm)

A = Area of pile normal to load
L = Length of pile
E = Youngs Modulus of Pile Material
1-65

1.1.4.2
(3)

Rotational Stiffnesses: - (continued)
Compute the rotation stiffness (M vs. ) for a pile group as follows:
Assume a pile head deflection for the pile farthest from the pile group centroid.
Using the appropriate relation from above, determine the pile force accompanying this
assumed pile head deflection. Prorate the other pile forces by their location relative to the
group centroid. Piles on one side of the centroid will have positive forces and piles on the
other side will have negative forces (uplift).
Determine the pile group moment by summing the product of the pile force and the pile-togroup centroid distance for all piles. This is the moment (M) required to rotate the footing
through an angle of . Determine the angle as the arctan of the assumed extreme pile
head deflection divided by the pile-to-centroid distance.
The relation of M to is the initial rotation stiffness.
Rotational Resistances:
For pile supported footings, compare computed pile loads to nominal axial pile
resistances for seismic cases and to factored axial pile resistances for
nonseismic cases, unless otherwise recommended by the Foundation designer.
Rotational Load-Deflection Curve:
Use the initial stiffness up to the resistance limit. The curve form is:
1-66

1.1.4.2
4)
Load-Deflection Curves, Stiffness Iteration Analysis and Capacity Checks: - Using the
previous information one develops a composite load-deflection relationship for each
applicable support spring. Next, an initial spring constant is assumed, the structure and
loading analyzed and the resulting load-deflection position compared to the initial
assumption. Cycling through this process may be needed to achieve reasonable closure.
See the graphical explanation below.
It is also necessary to check the required resistance against the factored or nominal
resistance. Resistance factors of 1.0 are typically used in the case of seismic design,
however this should be verified by the Foundation Designer. Factored resistances are used
for all other cases. For the rotational capacity, this is normally done by checking the
resultant forces against the maximum (nominal), effective soil bearing resistance (footings)
or nominal pile resistance.
For lateral pile resistances, the nominal resistance is either the maximum determined from
the LPILE analysis (based on My of the pile for seismic design), or from the tables. The
nominal resistance may also be a function of maximum allowable structural deflections. If
the limiting resistance is exceeded when using the initial spring coefficient then modified
springs are required as shown in the graphical explanation below.
Composite Pile Cap and Group Pile

Load Deflection Curve (sum of both
curves)
FORCE
Pile Cap Load-Deflection Curve

Pile Group P- Curve truncated due to
buckling failure
Pile Group Load Deflection Curve
DEFLECTION
Development Composite Load - Deflection Curve
1-67

1.1.4.2
4)
Load-Deflection Curves, Stiffness Iteration Analysis and Capacity Checks: (continued)
Initial Spring Constant, (trial 1)

1
(exceeds
resistance by >20%;
F,anal.(1)
F,anal.(2)
Fanal (1)
FA
>1.20
FB
Composite Load-Deflection Curve
FA
LOAD
Output from Trial 2 (acceptable,
Fanal ( 2)
FB
Modified Spring Constant, (input for trial 2)
DEFLECTION
Spring Iteration Process and Resistance Checks
1-68
<1.20)

1.1.4.3
Drilled Shaft Modeling (Fully Coupled)
Programs M-STRUDL and COM624 or LPILE can be used in an iterative approach to model a
drilled shaft supported structure. The approach is to determine the approximate force magnitudes
for the controlling loading and then use these forces to develop a better representation of the
superstructure/shaft/soil problem. This allows a good approximation of soil stiffness non-linearity as
well as the non-linearity of the shaft-soil interaction.
The following steps would be typical for drilled shaft modeling for design and checking:
1. Develop a full M-STRUDL model (superstructure with substructure) using shaft fixity at
two shaft diameters below the groundline. Using the model, run the controlling load
case--typically seismic loading will be the controlling case and the worst effect, either
longitudinal or transverse, will be used for the next steps.
2. . Develop COM624 or LPILE models (shaft with soil) for each bent using the full shaft
from its tip to its connection to the superstructure.
3. Using the top of shaft shear and moment results from the first M-STRUDL, load the
COM624 or LPILE models to develop a stiffness matrix for each shaft. This represents
a condensing of the substructure/soil effect to the point of connection with the
superstructure. The LPILE program can develop a stiffness matrix for you.
4. Develop a new M-STRUDL model using only the superstructure and supports
represented by the COM624 or LPILE developed substructure stiffness matrices. Run
the same controlling load case.
5. Use the top of shaft shear and moment results from this latest M-STRUDL to again load
the COM624 or LPILE models to develop new substructure stiffness matrices.
6. Use the latest M-STRUDL model with the most recent substructure stiffness matrices
and again run the same controlling load case.
7. Compare the results of this M-STRUDL with the previous M-STRUDL run for correlation.
If the results do not correlate well, cycle through steps 5 and 6 to get better
convergence. Results which change no more than 15% per cycle are normally
sufficiently close and further cycling is not required.
A sample problem using this approach is in shown in the Bridge Example Designs Notebook.
1-69

1.1.5
Foundation Design
Foundation design should be performed in accordance with the most current version of the
AASHTO LRFD Bridge Design Specifications. Foundation design should also follow the policies
and guidelines described in the ODOT Geotechnical Design Manual, available through the ODOT
Geo-Environmental Section web page.
FHWA foundation design manuals are also acceptable methods for use in foundation design.
Subsurface investigations for all structures should be conducted in accordance with the AASHTO
Manual On Subsurface Investigations (1988). Materials classifications should be in accordance
with the ODOT Soil and Rock Classification Manual (1987).
1.1.5.1
Foundation Design Process
A flow chart showing the overall foundation design process, related to plans development, is
provided in Figure 1.1.5.1A below. It is important for the Foundation and Bridge Designers to
establish and maintain good communication and exchange of information throughout the entire
bridge design process. Any questions regarding foundation design issues should be brought to the
attention of the Foundation Designer as early as possible in the design process. For most typical
bridge design projects two Foundation Reports are provided, the TS&L Foundation Design Memo
and the Foundation Report. A description of the phases follows.
BRIDGE DESIGN PROCESS AT 0%, 30% AND 90%
0%
30%
90%
Minimum 12 weeks
60%
100%
10%
BRIDGE TS&L PHASE

BRIDGE PRELIMINARY DESIGN PHASE
ADVANCE
PRELIMINARY
FOUNDATION
RECOMMENDATION
MYLAR
FINAL FOUNDATION DESIGN & REPORT

Starts when bent locations and alignments are known.
R/W, permits and access can delay drilling start-up
MATCH
Ends at Bridge Preliminary Design Phase
Figure 1.1.5.1A
1-70
FINAL
MATCH
Min 4
weeks
MATCH
Min 8
weeks

1.1.5.1
Foundation Design Process - (continued)
(1) TS&L Foundation Design Memo The purpose of this memo is to provide sufficient data for
developing TS&L plans and cost estimates and for permitting purposes. The memo is generally
provided before the subsurface investigation is completed. It provides a brief description of the
proposed project, the anticipated subsurface conditions (based on existing geologic knowledge of
the site and/or as-built information) and presents preliminary foundation design recommendations
such as foundation types and preliminary resistances. The potential for liquefaction and associated
effects are also briefly discussed. The memo is to be provided no later than two-thirds of the way
through the TS&L design process.
(2) Foundation Report This report is to be provided by the end of the Preliminary Bridge Design
phase, which is usually 90% design. It provides the final foundation design recommendations for
the structure and a Foundation Data Sheet for each structure. In order to conduct a proper
foundation investigation and complete this report the Foundation Designer will need the following
information:
Bent locations and layout

Proposed roadway grade (fill heights)
Anticipated foundation loads
Foundation size/diameter and depth required to meet structural needs.
Allowable structure settlements (total and differential)
Proposed retaining wall locations
Estimated scour depths (from Hydraulics Report)
Construction or Environmental constraints that could effect the type of
foundation selected.
The report will contain the all geotechnical data on the site including final boring logs, Foundation
Data Sheets, laboratory test results, foundation soil design parameters, recommended foundation
types, sizes and resistances, and other recommendations. Construction recommendations are
included along with project specific specifications, which are to be included in the contract Special
Provisions.
Seismic foundation design recommendations are provided including site
characterization and soil coefficients, estimated ground acceleration and any liquefaction mitigation
measures considered necessary (See Section 1.1.10).
The Foundation Designer should review the final Plans and Special Provisions for the structure to
make sure they are consistent with the design recommendations provided in the Foundation Report.
Any discrepancies should be resolved and Addendums to the report issued if necessary. A copy of
the Foundation Report should be included in the project file and is made available to contractors
through the Project Managers Office when the project is advertised for bid.
1.1.5.2
Bridge Foundation Records
As-constructed records on existing bridge foundations may be found in the Salem Bridge
Engineering Office from the following sources:
Pile Record Books

As-constructed Bridge Plans (available through ODOT intranet)
Microfilm Construction Records
Bridge Maintenance Files
1-71

1.1.5.3
Spread Footing Foundation Design
Spread footings are considered early on in the design process as a possible economical foundation
option if the foundation conditions are suitable. The design of spread footings is usually an
interactive process between the foundation and structural designers. The bottom of spread footings
should be at least 6 feet below the bottom of the streambed unless non-erodable bedrock is
present. The bottom of spread footings should also be below the estimated depth of scour for the
500 year flood event. The top of the footing should be below the depth of scour estimated for the
100 year event. Spread footings are not to be constructed on soils that may liquefy under
earthquake loading. If spread footings are recommended the foundation designer will provide the
following design recommendations in the Foundation Report:
(1) Footing Elevations The elevations of the proposed footings will be provided along with a
clear description of the foundation materials the footing is to be constructed on.
(2) Nominal and Factored Bearing Resistances The nominal and factored bearing
resistances will be provided for various effective footing widths likely to be used. For
scour conditions the following resistance factors should be used unless otherwise
justified.
100-yr scour or Overtopping Flood: 0.70
500-yr scour or Overtopping: 1.0
Extreme Event Limit I (Earthquake Loading): 1.0
Bearing resistances corresponding to 1 inch of settlement (Service Limit State) should
also typically be provided unless other settlement limits are established by the structural
designer. The structural designer should communicate all footing settlement limits to the
Foundation Designer. For soil conditions, the bearing resistances provided assume the
footing pressures are uniform loads acting over effective footing dimensions B and L
(i.e. effective footing width and length ((B or L) -2e) as determined by the Meyerhof
method. For footings on rock, the resistances provided assume triangular or trapezoidal
stress distribution and maximum toe bearing conditions.
Minimum footing setback on slopes and embedment depths will be provided.
(3) Sliding Stability and Eccentricity - The following soil parameters will be provided for
calculating frictional sliding resistance and active and passive earth pressures.
Soil Unit Weight, (soil above footing base)
Soil Friction Angle, , (soil above footing base)
Active Earth Pressure Coefficient, Ka
Passive Earth Pressure Coefficient, Kp
Coefficient of Sliding, tan
1-72

1.1.5.3
Spread Footing Foundation Design - (continued)
(4) Overall Stability The foundation designer will evaluate overall stability and provide the
maximum footing load which can be applied to the design slope while maintaining a factor
of safety of at least 1.5 (1.0 for extreme event conditions).
1.1.5.4
Pile Foundations
If spread footings are unsuitable or uneconomical for foundation support, driven piles should be
considered. Consult with the foundation designer to determine the most appropriate pile type, size
and bearing resistance to support the desired pile loads. Typical pile types, sizes and factored
resistances used on ODOT projects are listed below. The factored resistances provided are based
on the factored structural resistance of the pile and are for use in preliminary design. The
Foundation Designer should verify these resistances for final design and provide the nominal
resistances required to achieve the factored resistance.
Steel and Timber Piling

TYPE
TYPICAL PILE BEARING RESISTANCE ( tons )
FACTORED RESISTANCE
TIMBER PILES
Treated (untreated) timber .............. 42
STEEL PILES
HP 10x42 ......................................... 85
HP 10x57 ....................................... 110
HP 12x53 ....................................... 110
HP 12x74 ..................................... 160
HP 14x73 ....................................... 150
HP 14x89 ....................................... 180
HP 14x117 .................................... 240
PIPE PILES
PP 12.75 x 0.375 ........................... 110
PP 14.0 x 0.438 ............................. 130
PP 16.0 x 0.500 ............................. 170
PP 20.0 x 0.500 ............................. 215
PP 24.0 x 0.500 ............................. 265
1-73

1.1.5.4
Pile Foundations - (continued)
Precast Prestressed Piling - see Drawing 43308.

The bending resistance of precast prestressed concrete piles is much less than steel piles of
comparable bearing resistance. If seismic loads and lateral resistance are a concern, precast
prestressed piles should normally not be used. If they are desired, either for aesthetic or corrosion
considerations, a special pile design for each project will be necessary. If this is the case, notify the
Foundation Designer as soon as possible so concrete piles can be considered in the foundation
analysis and report.
Where precast prestressed piles are used as columns, see Design Procedures for Pretensioned
Prestressed Concrete Bearing Piles and Sheet Piles by T. Y. Lin.
Drawing 43308 permits the use of a prestress force yielding a final concrete stress of 700 to 1000
psi depending on the range of stress that best suits handling needs. For example, a short pile
requires less stress than a long pile for pickup and handling so the required number of strands could
be fewer.
This change could affect the capacity of the pile if it is used as an unsupported column. If a stress
greater than 700 psi is needed for your design, add a note to the plans requiring the contractor to
use the appropriate prestress force.
Piling Considerations
(1) Pile Resistance Nominal pile resistances will be provided according to AASHTO LRFD
design procedures. The resistance factor will be provided according to the construction
quality control method recommended in the Foundation Report (i.e. dynamic formula,
wave equation, Pile Driving Analyzer, etc.). The foundation and bridge designers should
confer to make sure the pile types and sizes selected take full advantage of the available
geotechnical and structural resistances if possible.
(2) Downdrag Loads Pile downdrag loads, due to soil settlement other than that caused
by dynamic (seismic) loading, are added to the factored vertical dead loads on the
foundation in the Strength Limit state. Load Factors for downdrag loads will be
recommended by the Foundation Designer. Transient loads should not be included with
the downdrag loads in either the strength or service limit state calculations. Downdrag
loads resulting from liquefaction or dynamic (earthquake) induced soil settlement should
be considered in the Extreme Event limit state pile design. Downdrag loads resulting from
soil liquefaction are different than those caused from static loading and they should not be
combined in the Extreme Limit state analysis.
At sites where downdrag conditions exist, the pile must overcome the frictional resistance
in the downdrag zone during installation. This resistance should not be included in the
calculation of available factored resistance since after installation it reverses over time
becoming the static downdrag load.
1-74

1.1.5.4
Piling Considerations - (continued)

(3) Uplift Capacity In general, the uplift resistance is the same as the pile friction (side)
resistance. Resistance factors and factored uplift resistances will be provided in the
Foundation Report. Friction resistance in downdrag zones should be considered available
for uplift resistance. The Foundation Designer should be consulted regarding the ability of
the piles to resist uplift forces under various loading conditions (static or dynamic).
(4) Minimum Pile Tip Elevation Minimum pile tip elevations (embedment depths) are
typically required to meet one or more of the following design requirements:
a) Lateral Load
b) Scour
c) Liquefaction
d) Uplift loads
e) Settlement and/or Downdrag
f) Required soil/rock bearing strata.
The required pile tips elevations should be shown on the plans and labeled as Required
Pile Tip Elevations. Large lateral loads due to seismic, or other, conditions may result in
the need for additional piling, or larger piles, in order to satisfy lateral deflection criteria or
other requirements. This may in turn result in individual axial pile loads being much less
than the maximum factored resistances available (either geotechnical or structural).
Conversely, if pile tip elevations are needed to meet scour, uplift, or other requirements,
the piles may need to be driven through very dense materials to nominal resistances much
higher than needed for supporting just the axial loads. Close communication is needed
between the Foundation and Bridge Designers to determine the most economical
foundation design under these conditions.
(5) Pile Group Settlement Pile group settlement should be compared to the maximum
allowable settlement and pile depths or layout adjusted if necessary to reduce the
estimated settlement to acceptable levels.
(6) Pile Group Effects - For pile group lateral load analysis use the p-y multiplier methods
described in AASHTO and the FHWA Manual on the Design and Construction of Driven
Pile Foundations.
(7) Pile Spacing Use a minimum spacing of 3 for piles placed underwater. Above water
pile spacing should be no closer than 2.5B.
1-75

1.1.5.4

(8) Pile Tip Treatment - Where pile tip reinforcement is required, specify commercial cast
steel points or shoes. Where closed-ended pipe piles are required, specify a welded plate
the same diameter as the pipe pile. See the Figure 1.1.5.4A below for pipe pile tip details.
Figure 1.1.5.4A
1-76

1.1.5.4

(9) Pile Foundation Design Recommendations The Foundation Designer will provide
final foundation recommendations in the Foundation Report, or earlier in the design
process as needed. The following recommendations will typically be provided as a
minimum:
a) Pile Resistance: The nominal pile resistances (Rn)) will be provided along with
estimated pile lengths for one or more pile types. These values may be in tables or
graphs of Rn versus depth may be provided. Modified Rn values will be provided
as necessary to account for scour, and/or liquefaction conditions. The resistance
factor will be provided along with the recommended method of construction control
(i.e. dynamic formula, wave equation, etc.). Downdrag loads, if present, will be
provided along with an explanation of the cause of the downdrag loads. The depth
or thickness of the downdrag zone will be provided.
b) The nominal pile uplift resistance will be provided either as a function of depth or for
a given pile length (typically associated with the minimum tip elevation). The pile
uplift resistance will be provided for normal static conditions and for any reduced
capacity condition such as scour or liquefaction. The resistance factor will be
provided.
c) P-Y Curves: Foundation design parameters will be provided to develop p-y curves
for lateral load analysis using either the COM624 or LPILE computer programs.
Two sets of data may be required, one for static conditions and one for dynamic
(liquefied soil) conditions.
d) Required Pile Tip Elevations: Required pile tip elevations will be provided along
with an explanation of their basis.
These tip elevations (minimum pile
embedments) should be checked to see if they need to be modified to meet other
design requirements, such as lateral loading requirements. Any changes to the
recommended required tip elevations should be reviewed by the Foundation
Designer.
e) Special Provisions: The following foundation related items will be provided, as
necessary, for Section 00520 of the project Special Provisions:
i.
ii.
iii.
iv.
Wave Equation Input (if WEAP is specified for driving criteria)

Recommended number of pile splices
Pile tip treatment, tip reinforcement recommendations and specifications
Recommendations regarding pile freeze, jetting, preboring or use of
followers.
1-77

1.1.5.4
Piling Details
(1)
Steel Pile Footing Embedment to Develop Fixity - It may be necessary to develop lateral
load resistance in piles or pile groups. To develop the required lateral load capacities, piles
must be embedded in pile caps or footings adequately to develop the full moment capacity of
the pile section.
If lateral load capacity is not needed, a pile embedment length of 12 inches is sufficient.
A simplified method of determining minimum pile embedment was developed as follows:
Figure 1.1.5.4B
Typical minimum embedment to develop fixity for fc = 3.3 ksi and fb = 36 ksi is:
Piles:
Minimum Embedment
HP 10X42 and HP 12x53
20
HP 12X74 and HP 14X89
24
HP 14X117
27
PP 10 X 0.38 and PP 12 X 0.38
15
PP 16 X 0.38 and PP 16 X 0.50
20
1-78

1.1.5.4
Piling Details - (continued)

(2) Pipe Pile Cover Plates - Provide a welded cover plate as detailed below in Figure 1.1.5.4C.
Figure 1.1.5.4C
(3)
Steel Pile Splices - If splicing of steel piles is anticipated, show one or both of the following
details on the plans.
Figure 1.1.5.4D
Note Manufactured A709-Grade 36 H-pile splices may be used if located a minimum of 40 feet
below the bottom of the footing and installed according to the manufacturers recommendations.
1-79

1.1.5.4
Piling Details - (continued)

(4) Anchor Piles - Two methods of anchoring piles are shown. Other methods such as
extending the top plate and using welded studs or other shear connectors may be
appropriate.
Figure 1.1.5.4E
1-80

1.1.5.5
Drilled Shafts
Consider the use of drilled shafts for bridge foundations if foundation conditions are favorable and
the design is economical (relative to other deep foundation designs). Environmental restrictions or
lateral load requirements may also dictate the need for drilled shafts. Some foundation conditions
(such as hazardous material sites, artesian groundwater pressures, very unstable soils) are not
favorable for drilled shaft applications. Shaft constructability is an important consideration in the
selection of drilled shafts. Consult with the Foundation Designer regarding these and other issues
before selecting drilled shafts for foundation design. The location of drilled shafts should be made
early in the design process so an exploration drill hole can be located as close as possible to all
drilled shaft locations for design and construction purposes.
Drilled Shaft Design

(1) Drilled Shaft Diameters and Requirements Common shaft sizes range from 3 feet to 8 feet
in diameter. Larger shaft diameters are less common, but possible. The minimum shaft
diameter is 12 inches. Common increments of shaft diameters are:
Shaft Diameter
< 6 ft
> 6 ft
Increment
6 in
1 foot
The Foundation and Bridge designers should confer and decide early on in the design process
the most appropriate shaft diameter(s) to use for the bridge, given the column diameter, loading
conditions, subsurface conditions at the site and other factors. Size shafts to meet the
following:
Shaft Diameter
6 ft
> 6 ft
Max. Column Size

shaft dia. 1.0 ft
shaft dia. 2.0 ft
(2) Horizontal Tolerances Consider the constructability of shafts relative to allowable horizontal
tolerances. Large shafts are difficult to construct to precise horizontal tolerances. Do not
design columns the same diameter as the shaft. Design shafts to meet the requirements in (1)
above with the shaft diameter larger than the column it supports. Standard allowable horizontal
tolerance is:
Shaft Diameter
6 ft
> 6 ft
Horizontal Tolerance
3 in
6 in
(3) Non-Contact Shaft/Column Splice Detail shaft/column splice regions in accordance with
Figures 1.1.5.5A or 1.1.5.5B. The splice region is (1.7Ldb + a) rounded up to the nearest 3
inches. Note that Ldb is the basic development length per LRFD 5.11.2.1. The non-contact
splice detail allows the column to be adjusted horizontally when the shaft is slightly out of
position (but still within the horizontal tolerance for the shaft). The shaft vs. column size limits
are selected to ensure this adjustment can be made without increasing the standard 1
tolerance for the column.
Casing methods shown on Figures 1.1.5.5A & B are shown as examples only. Other casing
methods may be acceptable or more desirable.
1-81

1.1.5.5
Drilled Shafts - (continued)
Figure 1.1.5.5A
1-82

1.1.5.5
Figure 1.1.5.5B
(4)
Downdrag Loads
Downdrag loads, due to soil settlement other than that caused by
dynamic (seismic) loading, are added to the factored vertical loads on the foundation in the
Strength Limit state. Load Factors for downdrag loads will be provided by the Foundation
Designer. Downdrag loads resulting from liquefaction or dynamic (earthquake) induced soil
settlement should be considered in the Extreme Event Limit State shaft design. Downdrag
loads resulting from soil liquefaction are different than those caused from static loading and
they should not be combined in the Extreme Event Limit state analysis.
(5)
Shaft Uplift Resistance Shaft uplift resistance is usually the same as the side friction
resistance. Friction resistance in downdrag zones should be considered available for uplift
resistance.
(6)
Shaft Rock Sockets Minimum shaft embedment depths into hard rock, or rock sockets, may
be required due to one or more of the following design requirements or conditions:
Lateral Load, due to earthquake loading

Scour
Liquefaction
Uplift loads
Settlement and/or downdrag
Required soil/rock bearing strata.
1-83

1.1.5.5
For rock sockets constructed inside shafts that will require either temporary or permanent
casing, consider designing the diameter of the rock socket smaller than the diameter of the
cased shaft above the rock socket. This is necessary to accommodate rock auger tools which
are smaller in diameter than the nominal outside diameter of the cased shaft. Reduce the shaft
diameters of rock sockets by at least 6 inches in these cases.
The required rock socket embedment depths should be shown on the plans. Under this
condition, shaft tip elevations should be shown as Estimated Tip Elevations since they are
likely to change depending on the actual elevation of the top of rock or hard bearing strata
encountered during construction. The Geotechnical Engineer should provide an additional
shaft length that accounts for the uncertainty in the top of the bearing layer and this additional
length should be specified in the Special Provisions. In these cases, add the additional
reinforcement required for this additional shaft length into the estimated quantities provided in
Section 512 of the Special Provision. Also adjust the concrete quantities to include this
additional length. Extra reinforcement length can quickly and easily be cut off to provide the
proper cage length once the final tip elevation is determined.
(7)
Shaft Settlement Refer to AASHTO methods to calculate the settlement of individual shafts
or shaft groups. Compare this settlement to the maximum allowable settlement and modify the
shaft design if necessary to reduce the estimated settlement to acceptable levels. End bearing
shafts on soil will typically settle more than friction shafts in order to mobilize end bearing
resistance.
(8)
Shaft Group Effects For group lateral load analysis use the p-y multiplier methods
described in AASHTO and the FHWA Manual Drilled Shafts: Construction Procedures and
Design Methods
(9)
Shaft Spacing Use a minimum spacing of 3 for drilled shafts.
(10) Shaft Foundation Design Recommendations The Foundation Designer will provide final
foundation recommendations in the Foundation Report, or earlier in the design process as
needed. The following recommendations will typically be provided as a minimum:
Shaft Resistance: The nominal shaft resistance (Rn) will be provided along with estimated
shaft tip elevations for one or more shaft diameters. This may be in the form of tables or
graphs of Rn versus depth may be provided. Modified Rn values will be provided as
necessary to account for scour, liquefaction or downdrag conditions. The resistance factors
used will be provided. Downdrag loads, if present, will be provided along with an
explanation of the cause of the downdrag loads. The depth or thickness of the downdrag
zone will be provided.
Shaft Settlement: Estimates of shaft settlement will be provided for the range of loads
expected. The Foundation design will need to know the anticipated service loads on the
shaft for these calculations along with any limiting settlement criteria.
Shaft Uplift Resistance: If required for design, the nominal shaft uplift resistance will be
provided either as a function of depth or for a given shaft length. The uplift shaft resistance
will be provided for normal static conditions and for any reduced capacity condition such as
scour or liquefaction. The resistance factors used will be provided.
P-Y Curves: Foundation design parameters will be provided to develop p-y curves for
lateral load analysis. Two sets of data may be required, one for static conditions and one
for dynamic (liquefaction) conditions if they exist.
1-84

1.1.5.5
Special Provisions: The following foundation related items will be provided, as necessary,
for Section 00512 of the project Special Provisions:
Designation as either a friction or end-bearing shaft; for cleanout

purposes.
Permanent casing (if recommended by Foundation Designer or

otherwise required).
Crosshole Sonic Log testing requirements.
(11) Crosshole Sonic Log (CSL) Testing In general CSL tubes are installed in all drilled shafts
unless otherwise recommended in the Foundation Report. CSL tubes may not be required in some
cases where foundation conditions may be very favorable and there is redundancy in the foundation
design. Consult with the Foundation Designer regarding the CSL testing that should be performed
on the project.
The rule of thumb is one CSL tube per foot diameter of shaft, rounding up. They are equally spaced
around the shaft as shown in Figure 1.1.5.5C below:
Figure 1.1.5.5C
1-85

1.1.5.5
(12) Shaft Reinforcement Detail shaft reinforcing to minimize congestion and facilitate concrete
placement. Space both longitudinal and transverse reinforcement to provide 5 minimum and 9
maximum openings between bars. Transverse shaft reinforcement in the non-contact splice region
may be reduced to 3 minimum openings between bars. Transverse shaft reinforcement may be
either spiral bars, hoops or bundled pairs.
Design shaft longitudinal reinforcement for the lesser of the plastic moment (1.3Mn) of the column or
the elastic seismic moment (R=1).
Design shaft transverse reinforcement for the lesser of the plastic shear or elastic seismic shear of
the column. Since shaft diameter must exceed the column diameter, the shaft essentially remains
elastic under seismic loads. Therefore, there is no need to satisfy the volumetric ratio and spacing
requirements for transverse reinforcement in LRFD article 5.13.4.6.3.
As well as meeting plastic shear or seismic shear demands, ensure shaft transverse reinforcement
within the non-contact splice region meets the following maximum spacing:
Str = (2 * * Asp * fytr * 1.5 * Ldb) / (Al * ful)
Where:
Str
Asp
fytr
Ldb
Al
ful
=
=
=
=
=
=
Maximum spacing of transverse shaft reinforcement (in)

Area of transverse shaft reinforcement (in2)
Yield strength of transverse shaft reinforcement. Use 60 ksi.
Basic tension development length of column vertical bars (in)
Total area of column vertical bars (in2)
Ultimate strength of column longitudinal reinforcement. Use 80 ksi.
The equation above ensures the transverse reinforcement is adequate in order to fully develop
the column reinforcing bars. Derivation of this equation can be found in the WSDOT report
WS-RD-417.1 Noncontact Lap Splices in Bridge Column-Shaft Connections. For column
sizes 6 ft diameter and greater, #7 or larger welded hoops will likely be needed to meet both
the equation above and the minimum 3 opening for transverse shaft reinforcement in the
splice region.
(13) Shaft Concrete Use Class 4000 3/8 concrete in all drilled shafts. Concrete for drilled
shafts should generally have a high slump and relatively small aggregate size in order to properly
flow through the shaft reinforcement and provide the required fluid pressures against the sides of
the bore hole. This is necessary to develop the desired friction resistance. Placement of concrete
may be by free fall (in dry holes) or by tremie pipe (in dry or wet holes). At the present time, free fall
placement of concrete in dry holes is allowed to unlimited depths. Refer to the report Effects of
Free Fall Concrete in Drilled Shafts (ADSC Report No. TL112 for more information.
(14) Cover Requirements Provide the following concrete cover for drilled shafts:
Shaft Diameter
5 ft
> 5 ft
Concrete cover
3 in
6 in
(15) Reinforcement Connections Do not specify hooked longitudinal bars at the top of the shaft
(extending into footings or caps) that will conflict with temporary casing removal. Design and detail
reinforcement considering the requirements of temporary casing.
1-86

1.1.5.5
(16) Reinforcement Splicing For shafts constructed at locations where a minimum penetration
into the rock (or hard strata) is required and the elevation of the top of rock is uncertain, consider
adding additional lengths of reinforcement to avoid the need for splicing. Once the final tip elevation
is determined, any remaining rebar length can be cut off and removed. Splicing of reinforcement is
undesirable because it usually results in delaying the concrete pour which could lead to other
problems. If splicing is required, provide splicing details on the plans.
(17) Shaft Elevations Show or list the Top of Shaft elevation on the plans for each drilled shaft.
This elevation is the top of the drilled shaft concrete. Also show or list shaft tip elevations. If shaft
tip elevations are anticipated to vary due to uncertainties in the top of the bearing strata then label
these as Estimated Tip Elevations and show the required penetration depth into the bearing strata.
(18) Permanent Casing The use of permanent casing may be beneficial in locations especially
where the top of shafts are constructed in open water such as rivers or lakes. The use of
permanent casing can simplify construction by eliminating the need for any temporary casing and
forms. If permanent casing is desired it should be taken into account in the structural analysis of the
bridge because it increases the stiffness and strength of the shaft and may significantly affect the
overall response of a bridge subject to large lateral loads. It also affects the geotechnical side
resistance. Consult with the Geotechnical Engineer if permanent casing is to be used.
When permanent casing is specified remember to take OSHA requirements into account when
determining casing lengths. OSHA may require casing to extend at least 2 feet above the ground
surface during construction. This additional length may later be cut off and removed after the shaft is
constructed.
If permanent casing is required, provide casing diameters, thicknesses and lengths in the special
provisions.
(19) Shaft Diameter for Seismic Analysis Drilled shafts are generally constructed slightly larger
than the nominal diameter shown. For example, in soil conditions where casing is required, a 6-foot
diameter shaft cannot be drilled inside a 6-foot diameter casing. A larger size casing diameter is
required. Discuss with the Foundation Designer whether or not casing may be required and a larger
shaft size should be checked in the structure stiffness analysis (i.e., seismic analysis). An oversize
of 6 inches is recommended for shafts up to 6 ft. diameter and 12 inches is recommended for larger
diameter shafts.
(20) Drilled Shaft Preconstruction Meeting Preconstruction meetings are held prior to
beginning drilled shaft construction. This meeting should be attended by the structural designer
who designed the shaft.
1-87

1.1.5.6
Seismic Foundation Recommendations
The foundation designer shall provide the design Peak Bedrock Accelerations (PGAs) for the 500
and 1000 year recurrence events along with the AASHTO site soil coefficients. Liquefaction
potential is addressed along with recommendations regarding estimated lateral deformations of
embankments and/or dynamic settlement and downdrag potential. Downdrag loads resulting
from liquefaction or dynamic compaction (settlement) will be provided. Liquefaction mitigation
measures and recommendations are addressed if necessary (see Section 1.1.10.6 for
Liquefaction Mitigation Procedure).
1.1.5.7
Overall Stability Evaluation
The foundation designer shall evaluate the overall stability of the approach fills leading up to the
bridge and all other unstable ground conditions, such as landslides or rockslides, that may affect
the structure. This analysis shall include both static and dynamic analysis of slope stability as
related to the service and extreme limit state designs. This analysis is to determine potential
impacts to the bridge and approach fills which may result from embankment instability, landslide
movements, settlement or other potential ground movements. A thorough geotechnical
investigation, focused on slope instability, should be conducted in accordance with the ODOT
Geotechnical Design Manual (GDM). Methods for evaluating overall stability and for estimating
settlements and displacements are also described in the GDM. The overall stability analysis
should include both non liquefiable and liquefiable foundation soil conditions as appropriate. This
evaluation should be completed as early as possibly in the design process to allow for possible
changes in location and/or modifications to the bridge design to accommodate slope instability
conditions. Coordinate with the foundation designer to resolve any slope instability issues that will
affect the final bridge design.
For the Service Limit State, the overall stability of bridge approach fills not supporting abutment
spread footings should provide a minimum factor of safety of 1.3, (roughly equivalent to a
resistance factor of 0.75). A factor of safety of 1.5 against overall stability should be provided for
end bent spread footings supported directly on embankments or bridge retaining walls. For
bridges that are located in landslide areas, or in areas that could be affected by slide movements,
the slide should be stabilized to the same factors of safety as stated above for approach fills or as
determined by the region Tech Center Office and Bridge Headquarters.
For Extreme Limit State I (seismic loading) conditions, the overall stability and displacement of
the approach fills should be evaluated. In addition, other potentially unstable ground conditions,
such as landslides or rockfalls, should also be investigated and evaluated for their potential
impacts on the structure due to earthquake forces. A minimum factor of safety of 1.1 should be
provided for the pseudo static analysis of bridge approach fills, landslides and any other
potentially unstable ground conditions that may affect the structure. This criterion applies to sites
with or without liquefiable foundation soils. In addition to this requirement, ground displacements
(lateral and vertical) should be estimated and evaluated in terms of meeting the seismic design
performance criteria described in Section 1.1.10.1. This performance criterion also applies to
both liquefiable or non liquefiable foundation soil conditions. The Newmark approach is
recommended for estimating the lateral displacements of approach fills, adjacent slopes,
landslide masses or other ground features that may affect the structure. Other methods for
estimating lateral ground deformations under seismic loading are presented in the ODOT
Geotechnical Design Manual. If estimated ground displacements result in excessive deformation
or damage to the bridge such that the performance criteria cannot be met, then mitigation
measures should be pursued. The limits of liquefaction mitigation described in Section 1.1.10.6
also apply to all non liquefiable soil conditions that require mitigation measures to meet the
specified performance criteria.
1-88

1.1.6
Underwater Construction
1.1.6.1
Underwater Foundation Design Considerations:
Requirements for scour protection, potential scour depths and elevations,

recommendations for riprap protection can be found in the Hydraulic Report.
The seal size, which ultimately determines the cofferdam size should be large
enough to accommodate the footing plus footing forms inside the cofferdam
walers. A minimum of 2 feet on each side of the footing should be provided.
Require the contractor to remove all underwater formwork.
In streams where there is a potential for scour, riprap should be placed as soon
as possible and before removal of the cofferdam.
Scour calculations do not take into account debris loading. A pile of debris will
cause a larger obstruction thereby increasing the scour depth.
Streambeds are often "mobile" and the top few feet or so are moving
downstream all the time. During extreme flood events the mobile streambed
material cannot be counted on for protection.
The depth component of the bearing resistance equation has the most
significant contribution to the footing's ability to support the load.
Riprap is not considered permanent protection against scour for seals.
When placing a footing in a stream, the material around and over the footing
has been reworked and doesn't have the in situ strength of the native
streambed.
Another factor that is not always taken into account during a scour calculation
is that the stream may be degrading or have the possibility of degrading in the
future.
1-89

1.1.6.2
Footing Embedment
On stream crossings and where horizontal forces are involved, the following sketch should appear
on the plans if the foundation material is suitable.
Figure 1.1.6.2A
The bottom of footings in streambeds shall be a minimum of 6 feet below the normal streambed,
except in solid rock. If in solid rock, the top of the footing shall be flush with the rock line.
1.1.6.3
Cofferdams and Seals (Moved to 1.4.9.6)
1-90

1.1.7
Loads and Distributions
1.1.7.1
Dead Loads
General Knowledge of the capacity of each bridge to carry loads is critical prior to increasing
dead load or any change to section properties of main load carrying members. A Load Rating
that reflects the current condition of each bridge is a valuable tool that is used to identify the need
for load posting or bridge strengthening. Review the latest load rating or conduct load rating for
feasibility study of a project at scoping stage.
When the load rating of the existing structure is available check the latest Bridge Inspection
conditions rating report against condition rating used for load rating. Rating of a structure
decreases with an increase in dead load and may result in posting of the bridge. Contact
program unit when you needed assistance in a load rating.
For all non-load-path-redundant steel truss bridges, the designer will verify that the stress levels
in all structural elements, including gusset plates, remain within applicable requirements
whenever planned modifications or operational changes may increase stresses.
(1) Box Girder Deck Forms - Where deck forms are not required to be removed, an allowance of
10 psf for form dead load shall be included.
(2) Shortening - Dead load should include the elastic effects of stressing (pre or post-tensioned)
after losses. The long-term effects of shrinkage and creep on indeterminate reinforced concrete
structures may be ignored, on the assumption that forces produced by these processes will be
relieved by the same processes.
(3) Utilities - Where holes are provided for future utilities, estimate the dead load of such utilities as
that for a water-filled pipe of 2 smaller nominal diameter than that of the hole. For 12 holes,
the dead load may be assumed to be 90 plf.
(4) Wearing Surface - Provide the following minimum present wearing surface (pws) and future
wearing surface (fws) allowances.
pws
fws
All bridges with CIP concrete decks
25 psf
(2 inches)
Side-by-side construction w/ ACWS
40 psf
(3 inches)
25 psf
(2 inches)
For side-by-side construction, provide additional pws allowance above 40 psf as needed to
account for crown and superelevation buildup. The 3 inch minimum thickness is intended to
provide sufficient thickness such that future maintenance resurfacing can be performed by
removal and replacement of the upper 1.5 inches.
1-91

1.1.7.2
Live Loads
(1) New Vehicular Traffic Structures - Design by AASHTO LRFD Bridge Design Specifications
using all of the following loads:
Service and Strength I Limit States:
HL-93: Design truck (or trucks per LRFD 3.6.1.3) or the design tandems and
the design lane load.
Strength II Limit State:
ODOT OR-STP-5BW permit truck.
ODOT OR-STP-4E permit truck.
Note: ODOT Permit Loads are shown in Figure 1.1.7.2A. In May 2006, ODOT Permit Load
designations were changed as follows:
OR-STP-5B
changed to
OR-STP-5C
changed to
OR-STP-5BW no change
OR-STP-4D
OR-STP-4E
Axle weights and axle spacings did not change, only the designations.
For single-span bridges with prismatic girders, Figures 1.1.7.2B to 1.1.7.2E are provided to
help determine the controlling permit truck for various span lengths.
1-92

1.1.7.2
Live Loads - (continued)
Figure 1.1.7.2A
1-93

1.1.7.2
10000
Live + Impact for Single-Span Prismatic Members

Moment @ Mid-Span - Strength Limit States
HL-93
8000
STP-4D
STP-5BW
6000
4000
2000
0
30
40
50
60
70
80
90
100
110
120
130
140
150
160
Span (ft)
Figure 1.1.7.2B
35000 40000
Live Load + Impact for Single-Span Prismatic Members

Moment @ Mid-Span - Strength Limit States
HL-93
15000 20000 25000 30000
STP-4D
STP-5BW
STP-4E
10000
5000
Moment (ft-kips)
Moment (ft-kips)
STP-4E
160
200
240
280
Span (ft)
Figure 1.1.7.2C
1-94
320
360
400

1.1.7.2
Live Loads (continued)
300

Maximum Shear - Strength Limit States
HL-93
250
STP-4D
200
STP-4E
100
150
Shear (kips)
STP-5BW
30
40
50
60
70
80
90
100
110
120
130
140
150
160
Span (ft)
Figure 1.1.7.2D
390

Maximum Shear - Strength Limit State
HL-93
STP-4D
290
340
STP-4E
240
Shear (kips)
STP-5BW
160
200
240
280
Span (ft)
Figure 1.1.7.2E
1-95
320
360
400

1.1.7.2
(2) Pedestrian Structures - For bridges designed for only pedestrian and/or bicycle traffic, use a
live load of 85 psf. If an Agency design vehicle is not specified, use alternate live load of
10,000 lb., or AASHTO Standard (H-10 Truck) loading as shown in Figures 1.1.7.2F and
1.1.7.2.G below to check the longitudinal beams. A vehicle impact allowance is not required.
For a pedestrian and/or bikeway bridge with less than 6 do not consider the maintenance
truck. See also the AASHTO Guide Specifications for Design of Pedestrian Bridges.
(3) Widening of Vehicular Traffic Structures When widening an existing structure, the
widening will generally be designed using the loading given in 1.1.7.2(1). Designs using a
lesser design live load will require an exception letter from the State Bridge Engineer. Live
loading will never be less than the design live load for the existing structure.
(4) Structure Repair and/or Strengthening When repairing or strengthening an existing
structure it is not necessary to meet the loading given in 1.1.7.2(1). Design repair or
strengthening projects for the maximum load effect from the following permit trucks using the
Strength II Limit State (see Figure 1.1.7.2A):
ODOT OR-STP-4D
ODOT OR-STP-5BW
ODOT OR-STP-4E
For single-span bridges with prismatic girders, Figures 1.1.7.2B to 1.1.7.2E are provided to
help determine the controlling permit truck for various span lengths.
For repair and/or strengthening of prestressed concrete structures, ensure the requirements
of Service I and III Limit States are satisfied using HL-93 loading.
Alternate 10,000 lb. Live Load

Figure 1.1.7.2F
6-0 < Clear deck width <10-0 10,000 lb. (alternate live load)
10-0 < Clear deck width <12-0 20,000 lb. (H-10 Truck)
1-96

1.1.7.2
H-10 Truck
Figure 1.1.7.2G
1.1.7.3
Thermal Forces
Use the following temperature ranges:

Section I
Section II
Section III
Metal Structures
Mild Climate . .
. . . . . .+100 F. to +1100 F.
Moderate Climate . . . . . .-100 F. to +1200 F.
Rigorous Climate . . . . . .-300 F. to +1200 F.
Concrete Structures
+220 F. to +720 F.
+120 F. to +820 F.
00 F. to +820 F.
Section I designates that portion of the state west of the Coast Range, Section II the valley region
between the Coast Range and Cascade Mountains, and Section III the Cascade Mountains and all
of eastern Oregon. For structures in the Columbia River Gorge, use Section III.
Figure the rise and fall in temperature from an assumed temperature at time of erection. The
annual mean temperature for Sections I and II is 520 F. and for Section III is 470 F.
1.1.7.4
Ductility, Redundancy and Operational Importance (LRFD 1.3.3, 1.3.4 & 1.3.5)
Section I of the LRFD Bridge Design Specifications provides three adjustment factors; D for
ductility, R for redundancy and I for operational importance. Apply the ductility and redundancy
factors per LRFD without change. Submit a justification to the State Bridge Engineer before using a
redundancy factor < 1.0. For the operational importance factor, consider all bridges as typical (I
= 1.0).
1-97

1.1.7.5
Sidewalk Loading
For sidewalks not separated from traffic by a structural rail, account for the potential for a truck to
mount the sidewalk. Design the sidewalk for the greater of:
0.075 ksf pedestrian loads considered simultaneously with the vehicular load in the
adjacent lane as stated in Section 3.6.1.6 of the LRFD Bridge Design Specifications. Per
3.6.2 in LRFD, impact should not be applied to pedestrian loads.
The LRFD design truck placed with a line of wheels 2.0 ft from the face of rail. Do not apply
a lane load with the design truck, but do include impact. Consider this load only under the
Strength I limit state. Do not consider trucks or vehicle loads in adjacent lanes. Do apply
the multiple-presence factor (m) for this case.
In addition to the above cases, ensure the supporting member (exterior girder) is adequate for HL93 loading should the sidewalk be removed and a standard concrete barrier (per BR200) be placed
at the edge of deck.
1.1.7.6
Shear Correction Factor for Skewed Girders
Apply a live load shear correction factor according to Table 4.6.2.2.3c-1 in the LRFD Bridge Design
Specifications to the critical shear section near the support for exterior longitudinal beam (girder)
members that are on skewed bents. Vary the correction factor along the length of the girder linearly
from full value at the critical shear section to zero at midspan.
For interior girders, apply a portion of the exterior girder correction factor (CFext) as follows:
CFint = 1 + 0.5 * (CFext - 1)
Side-by-side slabs or boxes
CFint = 1 + 0.25 * (CFext - 1)
Girder bridges and spread slabs or boxes
The shear correction factor is intended to protect against increased loading at obtuse corners.
Therefore, the additional shear capacity is really only needed at the obtuse corners. However, for
simplicity of construction it is recommended that the both obtuse and acute girder ends be detailed
the same.
Where additional steel to meet the shear correction factor loading is minor, designers should
consider whether or not it is economical to detail interior girders the same as exterior girders. This
may often be the case for precast, prestressed concrete members.
Standard drawings for precast, prestressed members assume each member will have the same
shear details at each end of the bridge. For simplicity of construction it is recommended that both
ends be detailed the same. In the rare case when ends are not detailed the same, contract
provisions should be added to ensure the intended bent location for each girder end is clearly
marked on the girder before the girder is transported to the job site.
1-98

1.1.8
End Bents
1.1.8.1
Determining Bridge Length
Options for the end bent in relation to the end fill intersection with the finish grade include:
Option A, no wingwalls, but a longer structure than for options B and C.
Option B, the structure length is shorter, but short wingwalls to retain the fill.
Option C, the structure length is shorter yet, but longer wingwalls to retain the fill.
Generally, option B will provide the least cost, especially for prestressed slab spans. For option C,
larger longitudinal forces from lateral soil loads must be resisted by the superstructure and
substructure.
Figure 1.1.8.1A
1-99

1.1.8.2
Wingwall Location
Wingwalls for end bents may be located as follows:
Walls parallel to the structure are used for filled or "false" (unfilled) bents. These are
generally used for grade separation structures where the face of the bent is quite a
distance back from the toe of the slope under the structure.
Walls parallel to bridge bents are generally avoided due to safety or stream flow
considerations.
Walls at an angle to both structure and lower roadway or stream. The angle is
generally half the angle between the structure and the lower roadway or stream center
lines, as this usually leads to a minimum length wall. The end of the wall is determined
by plotting final contours off the upper and lower profile lines. The point where the
contours of equal elevation intersect determines the location of the end of the wall.
Figure 1.1.8.2A
1-100

1.1.8.3
Wingwall Design and Construction
For cantilever wingwalls on abutments with relatively stiff footings (footing width is at least 3 times
abutment wall thickness), the horizontal reinforcement in the abutment wall resisting the moment
caused by earth pressure on the wingwall need not extend farther from the wingwall-abutment
juncture than the following:
For the top 2/3 of the abutment wall height
For the bottom 1/3 of the abutment wall height
1.5H
0.75H
Where abutment walls with wingwalls are designed with thickened tops for bearing seats or
backwalls, those thickened portions should be designed to carry 1/2 to 2/3 of the bending moment
in the upper half of the abutment wall. Reinforcing between the abutment wall and the wingwall
should extend beyond the juncture enough to develop the strength of the bar reinforcement.
Figure 1.1.8.3A
1-101

1.1.8.3
Wingwall Design and Construction - (continued)
Construction
When wingwalls are cantilevered from an abutment or pilecap, the Designer should consider all
stages of construction. If the abutment or pilecap would be unstable or overstressed under the
dead load of the wingwalls before the superstructure and/or backfill are placed, the "Bent
Construction Sequence" on the plans should require that the concrete in the wingwalls not be
placed until the superstructure and/or backfill are in place. Do not count on there being soil under
the wingwall unless the wall has its own footing.
The height of the wingwall at the outer end of the wall should be a minimum of 3 feet. The slope of
the bottom of the wall should be a maximum of 2:1.
The Special Provisions and detail drawings should require that the embankment fill be placed to the
elevation of the bottom of the wall before the wingwalls are constructed. In other words, bridge end
bent wingwalls shall be cast against undisturbed material or well compacted backfill. The designer
may want to use some discretion in this matter. A 24 wall would normally always need to be
constructed on compacted fill, while a 6 wall could be constructed and backfilled at later
time.
For walls shorter than about 8, the bottom of the wall can be formed level, at the discretion of the
Designer or at the contractor's option. Note: Region 4 prefers all wingwalls supported by the bridge
end bent to be constructed with a level bottom.
Due to concerns about stability and the potential for migrating of fresh concrete over the top of
wingwall forms, the slope of the top of a wingwall should not exceed the maximum slope of the
adjacent embankment nor 1.5:1 without a special stability investigation.
Figure 1.1.8.3B
1-102

1.1.8.4
End Bents
General - Where end bents or retaining walls are located adjacent to roadway construction, locate
the top of footings at or below the elevation of the bottom of the roadway subgrade. In other
locations, the top of the footing should generally be a minimum of one (1) foot below the surface of
the ground. The effect of items such as utilities, ditches and future widening should also be
considered.
Terminology In this section and elsewhere in the BDDM, the terms end bent and abutment are
used interchangeably. Integral Abutment is the industry standard term used to describe abutments
that provide a continuous connection between the superstructure and the substructure. However,
for consistency on ODOT bridge drawings, all bridge support locations are referred to as bents.
Refer to the glossary in Appendix B (Section 1) for definitions of the terms Abutment, Bent and
Pier. A possible exception could include the rehabilitation of an existing bridge, where the original
plans called out abutments (or piers, etc.) and it would be less confusing to keep the same
terminology as the existing plans.
Design - For end bents supported on piles, consider the lateral load of the bridge end fill in
designing the bent. It is desirable to minimize the height of the bent to reduce the amount of lateral
load that must be resisted by the end bent. However, increases in height to mobilize the passive
soil pressure for seismic resistance may be necessary.
Provide access for inspection of bearings, shear lugs and backwalls for semi-integral abutments
and access inspection for backwalls of integral abutment per Section 1.4.4.2 of the BDDM.
Bents on M.S.E. Walls - Refer to the ODOT Geotechnical Design Manual, Chapter 15. All MSE
abutment walls and wing walls shall have a concrete facing.
Integral Abutments - Integral abutments should be considered wherever site conditions and
structure geometry are suitable for such structures and the conditions and criteria described in this
section are met. In integral abutments, expansion joints and bearings are eliminated and the
superstructure is fully integral with the abutment. This results in numerous potential benefits
including:
Greater structure redundancy

Simplified construction
Reduced construction cost and time
Reduced maintenance cost
Stiffer longitudinal response at abutments
For a continuous bridge with expansion end bent connections, the interior bents take all of the
longitudinal and transverse force effects. By using integral abutments in place of the expansion end
bent connections, some of the longitudinal and transverse forces are distributed into the integral
abutment (piles and backfill soils), thereby reducing the net forces on the interior bents. Integral
abutments can reduce the longitudinal and transverse force effect considerably in a continuous
bridge as compared to a bridge with expansion joints at the abutments.
Integral abutments may be used under the following conditions:
1. When the end bent is founded on steel pipe piles or H-piles. Do not place integral
abutment foundations on top of, or through, MSE retaining wall reinforced backfill. For all
other foundation types, see guidelines for semi-integral abutments.
1-103

1.1.8.4
End Bents (continued)
2. When bed rock is a minimum of 12 feet from the bottom of the pile cap. Avoid using pre
bored piles when bed rock is close to the surface, since this type of construction has
been uneconomical.
3. When there is negligible potential of abutment settlement.
4. When the radius of horizontal curvature is greater than 1200 ft.
5. When the skew angle is less than 30 degrees.
6. When, for all service limit states, movement at the top of integral abutment piles does not
exceed 1.5 inches from the undeflected position. The corresponding range of pile
movement is therefore 3.0 if the superstructure is made integral with the piles at the
mean annual temperature.
Design Guidelines for Integral Abutments:

1. Use a U-shaped abutment (wingwalls parallel to roadway alignment) if possible.
2. Use H-pile with strong axis in the direction of temperature movement
1.1.8.4A.
See Figure
Figure 1.1.8.4A
3. Embed piles into the pile cap to develop moment fixity. See 1.1.5.4 Piling Details (1)
1-104

1.1.8.4
4. Preboring may be necessary in some cases where pile design stresses are excessive
due to thermal movements and cannot be accommodated without special foundation
design and construction. The cost of preboring for the piles should be compared to the
benefits gained by using an integral abutment design. Increasing the number of piles or
the use of larger piles in the abutment may decrease individual pile stresses to
acceptable limits. If preboring is required, and cost effective, then consider preboring an
oversized hole. The prebore dimensions should be at least 4 or more in diameter larger
than the diagonal dimension of the pile and large enough to accommodate the estimated
pile deflection. Backfill the area around the pile with loose sand conforming to the current
Section 00360.10 of the Oregon Standard Specifications For Construction or as
recommended by the Geotechnical Designer. Do not compact the sand backfill material.
Bentonite or pea gravel backfill are not recommended since they may not provide for the
long term flexibility required of the pile and soil system. The depth of prebore should be
10 feet or more or as required to provide the required pile flexibility to decrease pile
stresses to an acceptable limit.
5. Detail piles of integral abutments to resist uplift force from temperature differential
between top and bottom of the pilecap. Refer to Figure 1.1.5.4.E for pile anchorage
details.
6. The design of integral abutment bridges with a grade change between abutments should
consider both vertical and horizontal components of bridge longitudinal loads such as
uniform temperature changes, creep, shrinkage, braking, seismic, and lateral earth
pressure, on the resulting axial and flexural stresses in the piles.
7. Develop a COM624 or LPILE model using the full pile for soil and pile interaction.
Evaluate pile deflections, bending moments and stresses using the LPile or COM624
computer program analysis.
8. At the service limit state, H-pile flange yielding at each flange tip should not exceed 5% of
the total flange area. See Figure 1.1.8.4B. For steel pipe piles no yielding of section is
permitted.
Figure 1.1.8.4B
9. Consider the relative stiffness of the superstructure, substructure and any asymmetric
span lengths in calculating end bent movement. Consider the potential for unequal
thermal movements at end bents (integral abutments) due to asymmetric span lengths or
changes in substructure stiffness.
1-105

1.1.8.4
10. Consider torsion in components connected to integral abutments.

11. Consider the combination of worst case events (except seismic) with temperature rise
and fall.
12. Specify placement and compaction requirements and an increased frequency of field
density test requirements of the backfill material (minimum of two tests per stage of
construction at each end bent) to achieve consistent soil stiffness behind both end bents.
13. Consider the friction force between the bottom of the impact panel and structure back fill
(expansion and contraction) in the superstructure design at the service limit state
Assume a friction coefficient of 0.54 unless specific measures are taken to reduce
friction.
14. Connect superstructure and end bents with a closure pour. Require a minimum of three
days wait period between concrete deck placement and closure pour to release
shrinkage stress in bridges with steel superstructures and include long term creep in your
design for concrete superstructures. Include a note which requires backfill behind the
abutment after closure pour.
Figure 1.1.8.4C
1-106

1.1.8.4
15. Where the range of abutment movement is one (1) inch or less, the end panel may be
fixed to the superstructure and thermal movements accounted for by providing a saw cut
in the approach pavement at the end of the end panel. Where the range of abutment
movement exceeds one (1) inch, provide an expansion joint between the end panel and
the deck so the end panel is not dragged back and forth with thermal expansion and
contraction. See Figure 1.1.8.4C.
16. In integral abutment bridge staged construction, a continuous abutment is capable of
transferring traffic live load vibrations in one stage to the girders and the deck that are
under construction in another stage. These vibrations can damage fresh concrete in the
deck. To minimize these vibrations, provide an expansion joint or closure segment in the
integral abutment located between the stages of construction.
17. Specify deck casting sequences and deck closure pours at integral abutment
connections and specify the range of temperature when the contractor may place the
concrete on the plans and in the special provisions. Keep the range of temperature in
the closure pour to not adversely affect the pile stress during temperature fall or rise.
18. See design example in the following publication of the American Iron and Steel Institute
HIGHWAY STRUCTURES DESIGN HANDBOOK, Vol. II Chapter 5, Integral
Abutments For Steel Bridges", prepared for the National Steel Bridge Alliance by
Tennessee DOT.
Semi-Integral Abutments - Recommendations for integral abutments also apply to semi-integral

abutments, except as noted in this subsection.
Consider the use of semi-integral abutments, rather than integral abutments, on foundations that
are stiff in the longitudinal direction, such as spread footings, drilled shafts, and concrete piles.
These foundations do not provide the required flexibility in the longitudinal direction required for
integral abutments. Also consider semi-integral abutments, rather than integral abutments, when
the abutment is founded on top of or passes through MSE retaining wall reinforced backfill.
Two points that need to be evaluated on semi-integral abutments (especially on skewed bridges)
are torsional forces affecting the bearings, and the effectiveness of shear keys used. If geometry
requires a stiff footing, this type of construction is recommended.
For skewed bridges, consider the load path from thermal forces to the substructure. Skewed
semi-integral abutments may rotate (finish condition).
1-107

1.1.8.5
Strutted Abutments
Abutments of single span bridges with the superstructure in place before backfilling may be
designed using the strutting action to resist earth pressure overturning. For such abutments, apply
soil pressure based on an at-rest or neutral condition of the soil. Footings for these abutments are
not required to satisfy the "uniform bearing" under the dead load requirement. Investigate the bridge
for the case of backfill being washed out behind one abutment. For this case, active soil pressures
with no live load surcharge shall be used on the opposite abutment. A factor of safety against
overturning of the whole structure of 1.25 will be considered adequate, and 125 percent of the
allowable bearing pressure will be acceptable.
Figure 1.1.8.5A
1-108

1.1.8.6
Pile Cap Abutment Details
Pile Cap Elevations - Show the bottom of the pile cap elevations on the pile cap Elevation view.
If the pile cap is sloped, show the elevation at each end.
Fixed (Integral) action Double row of reinforcing bars provides the connection between
superstructure and substructure. Shear and moment are transferred. Pile embedment to develop
fixity is required, if the number and size of piles are selected to resist a specified load.
Figure 1.1.8.6A
1-109

1.1.8.6
Pile Cap Abutment Details - (continued)
Expansion allowed (nominal amount of movement) No reinforcement is provided between the

superstructure and substructure. This type is appropriate when nominal movement is expected
on a non-yielding type of foundation.
Figure 1.1.8.6B
Expansion allowed (movement allowed as required) - No reinforcement is provided between the

superstructure and substructure. This type is appropriate when movement needs to be
accommodated in the design. Various types of bearings and joints can be used for the
movement required.
Figure 1.1.8.6C
1-110

1.1.8.7
Abutment Details for Prestressed Slabs
See Appendix Section A1.1.8.7 for Prestressed Slab End Bent Design/Detail Sheets for more
details.
Shallow Abutments (Pile Cap) Precast Slab or Box most common and most economical type of
end bent. It requires the least amount of excavation and cast-in-place concrete.
Figure 1.1.8.7A
1-111

1.1.8.7
Abutment Details for Prestressed Slabs - (continued)
Partial Depth Abutment Precast Slab or Box -
Figure 1.1.8.7B
1-112

1.1.8.8
Forming of Backwalls for End Beams
Details should be developed that will allow the removal of forming materials. Forming materials,
including expanded polystyrene must be removed. Forming material is normally not yielding and
can cause cracking as the structure expands and contracts.
Figure 1.1.8.8A
1.1.8.9
Bent Joint Details
Provide an open joint between the abutment and the deck-and-girder section, as shown below.
Note on the plans of post-tensioned structures that if expanded polystyrene is used to form the joint,
it must be removed before tensioning.
Figure 1.1.8.9A
1-113

1.1.8.10
Backwall Reinforcement for Post-tensioned Structures
When detailing the vertical reinforcement for the backwalls of abutments for post-tensioned spans,
the Designer should take into account the location of the post-tensioning anchorages. Spacing of
bars and/or splicing details should be such that the vertical bars do not have to be bent out of the
way for the post-tensioning operation and bent back to their final positions.
1.1.8.11
Beam Seat Drainage
Slope the beam seats of abutments to drain away from the front face. Provide scuppers through the
bearing pedestals and backwall or drain pipes at low points to pick up any water that might leak into
this area.
Figure 1.1.8.11A
1-114

1.1.8.12
Reinforced Concrete End Panels
See Section 1.1.2.7 for end panel requirement criteria. All bridges shall be detailed with paving
ledges or other provisions so that present or future reinforced concrete end panels can be
supported. Structures with sidewalks shall be detailed with a ledge or other provision to support an
approaching concrete walk (present or future) if there is no approach slab in the walk area. When
reinforced concrete end panels are required, show them on the bridge plans and include them in the
bridge quantity estimate. In most cases, the bridge rail should be extended to the end of the end
panel.
1.1.8.13
Bent Width Provisions with Precast Units
All pile caps, cross beams, abutments, etc. supporting adjacent precast units (such as slabs, boxes,
integral bulb-T's, etc.) should be detailed for the total width of all units with an additional width of a
minimum of 1/2 per precast unit. This is required because unit fit-up is not exactly true and
"growth" in width occurs. The 6 minimum closure pour on each side of the exterior units at
abutments as shown on End Bent Detail drawing may be used for adjustment due to these misfits.
The 6 dimension may be increased where necessary for wider roadways.
Figure 1.1.8.13A
1-115

1.1.9
Interior Bents
1.1.9.1
Interior Bents, Design and Detailing
Design - Design structure for stability under all stages of construction. The following conditions, in
particular, should be checked:
1. Stream flow and wind load w/o superstructure.
2. Dead load of one or more girders plus wind load and stream flow. Note: Contractor is
responsible for stability of girder itself.
3. Lateral system must be sufficient to insure stability of girders under wind load without
deck.
4. Top flanges must have sufficient support not to buckle under dead load of (fluid)
concrete without the aid of deck forms.
Figure 1.1.9.1A
Effective Span Length - When computing the maximum negative moment for a cross beam on a
column, the cross beam may be considered to be supported by a concentrated reaction, the
following distance inside the face of the column or pier:
Figure 1.1.9.1B
1-116

1.1.9.1
Interior Bents, Design and Detailing - (continued)
Detailing Provide all dimensions and details necessary for the reinforcing steel fabricator and
contractor to construct it.
Figure 1.1.9.1C
See Section 1.1.9.5 and 1.1.9.6 for details of column reinforcing.
1-117

1.1.9.2
Interior Bent Details for Prestressed Slabs
- See Appendix Section A1.1.9.2 for Prestressed Slab Interior Bent Design/Detail Sheets.
1.1.9.3
Structure Widenings, Interior Bents
Generally, connections between structure bents should be detailed to tie the structures together, but
prevent dead load and concrete shrinkage loads from being transferred to existing bents.
Example details are shown below and on the following pages.
The method below allows the new x-beam to deflect during the construction loadings with minor
load transfer to the existing x-beam.
Fig. 1.1.9.3A
1-118

1.1.9.3
Structure Widenings, Interior Bents - (continued)
The method below allows the widening construction to be completed before the connecting bars are
grouted and able to transfer loading from the new x-beam to the existing x-beam.
Figure 1.1.9.3B
1-119

1.1.9.4
Columns in Slopes
Special attention should be given to situations where new fill could exert lateral pressure against
bents other than the end bents. Such situations may require special construction sequence notes
and/or special footing design including battered piling.
Figure 1.1.9.4A
1.1.9.5
Column Design, General
See Section 1.6 for column loading criteria for vehicular impact, depending on type and location of
barrier used (ODOT Instructions for AASHTO LRFD 3.6.5).
For both tied and spiral columns, ensure adequate space for man access for tying and inspection.
Multiple interlocking spiral is the preferred choice for non-circular columns. Use 0.75 spiral
diameters as the maximum center-to-center spacing of spirals. In this way, the smaller column
dimension will dictate the larger column dimension. Closer center-to-center spacing of spirals is
possible but would reduce the access space for tying and inspection. At least 4 vertical bars must
be placed within the spiral overlap area. A photo log from FHWA is available showing how multiple
spirals have been constructed.
Corners will normally be filleted or rounded. Using rectangular corners would normally require
nominal corner vertical bars with ties developed within the core area. Such ties would interfere with
bar tying and inspection. Therefore, design corners to be considered "expendable" in an
earthquake, by detailing the rebar so that it is not developed within the core.
Bundled bars should only be oriented tangentially (both bars touching the spiral). Multiple
concentric rings of bars are not a constructible option with multiple interlocking spirals, but may be
used in detailing of circular columns.
Apply LRFD equations (5.7.4.6-1, 5.10.11.4.1d-1, 5.10.11.4.1d-2 and 5.10.11.4.1d-3) using volumes
for a single spiral, using a theoretical minimum-cover column with 2 of cover to determine gross
area in these equations. The maximum spiral yield strength to be used in determining spiral
spacing is 60 ksi. The heavier spiral confinement requirements for plastic hinge areas do not apply
to tops of columns that are pinned.
Where columns are supported by drilled shafts, use a non-contact splice as shown in Figures
1.1.5.5A or 1.1.5.5B. Ensure column diameter is less than shaft diameter according to 1.1.5.5(1).
Provide confinement reinforcement meeting the requirements in LRFD article 5.10.11.4.1d for
column segments extending into drilled shaft as shown in Figures 1.1.5.5A and 1.1.5.5B.
1-120

1.1.9.5
Column Design, General - (continued)
Specify ASTM A 706 reinforcement for vertical column bars when columns are supported on drilled
shafts or when plastic hinging is anticipated in either the top or bottom of the column.
Specify 3/4 maximum aggregate size in footings, columns and crossbeams. This will allow use of
the AASHTO vertical bar spacing requirement which means 3 center-to-center for #11 bars. To
maintain the shape of the spirals, use a maximum vertical bar spacing of 8.
Containing an 8 dia. drain pipe within the column and taking it out between spread bars at the
bottom is not an option since confinement requirements would be violated. Maximum clear
spacing for spirals is 3 (or a pitch of 3 ).
1.1.9.6
Spiral Reinforcing
Use spiral reinforcing for all columns. For column designs not controlled by seismic loading, spirals
shall extend from a minimum 2 below the top of the footing to the bottom of the steel in the cross
beam or longitudinal beam.
Where plastic moment capacity is required between column-to-crossbeam connections, extend the
spirals into the crossbeam to the top crossbeam steel.
Figure 1.1.9.6A
1-121

1.1.9.6
Spiral Reinforcing - (continued)
The following notes apply to the specification above and are for designer information only:
Deformed bars (ASTM A615 Grade 60, or ASTM A706) can be specified in sizes from
#3 through #6.
A496 is included in the list. It is difficult to obtain now but, with the increased use of
spiral columns, it may possibly become more available in the future.
A706 is formulated to be weldable so submission of chemical analysis is unnecessary.

It is also preferred because it is the most ductile.
A82 cannot be mechanically spliced because it lacks deformations. It is available only

in sizes 5/8 dia. or less.
ASTM A82 and A615 Grade 60 bars are available in coils. Average A82 bar coils have
a weight of approximately 1500 lb, and A615 deformed bar coils have a weight of 3000
lb to 4500 lb, depending on the size of the bar.
For ease of handling, spirals are generally fabricated without splicing in weights up to a
maximum of 200 lb per piece for diameters 8 and under.
Coated spiral bars are fabricated using ASTM A706 bars. Stock lengths are generally
40 to 60. Bars are spliced using the weld lap splice method. Maximum shipping mass
is 200 lb for ease of handling and protection of the coating.
Approved mechanical fasteners may be used provided the full strength of the bar is
developed.
Use of lapped splices should be avoided because of the 80d lap requirement and
because hooks into the core will inhibit access for tying and inspection. Use of lapped
splices is not permitted for spirals less than 3-4 diameter.
The plans should state the type of spiral reinforcement used in computing reinforcing
quantities. Normally the Designer should assume A706 with welded splices.
1-122

1.1.9.6
Spiral Reinforcing - (continued)
Standard spiral splice and termination details are shown below.
Figure 1.1.9.6B
1-123

1.1.9.7
Column Steel Clearance in Footings
Column steel hooks are placed on top of the footing mat to avoid the need for threading footing steel
through the column steel cage.
Figure 1.1.9.7A
1.1.9.8
Column Hoops
Due to seismic requirements, use hoops and ties only to supplement spiral reinforcement for
architecturally shaped columns to provide some confinement to concrete that is "expendable" in a
major seismic event. Terminate these supplemental hoops and ties without the normal extension
(hooks) into the interior mass of the column concrete. Because these architectural features are
expendable and are not considered in the analysis and design we want to allow their failure. They
should be detailed so they do not add undesired stiffness and strength.
Figure 1.1.9.8A
1-124

1.1.9.9
Vertical Bar Splices
Do not splice vertical column bars for columns less than 30 feet in length (no footing dowels). For
longer columns, splices may be made as shown below in the middle 1/2 (preferably at mid-height)
of the column (outside the plastic moment areas).
The development requirements may require 180 degree hooks of the column verticals in the cap
beam. Pay attention to how the column verticals, extended spirals, bottom cap beam bars, and
post-tensioning ducts all fit together.
Figure 1.1.9.9A
1.1.9.10
Optional Hoop Detail at Bottom of Column
The detail below will facilitate more effective concrete placement in the core area of the footing. The
6 gap is used to facilitate placement of the top mat of reinforcement.
Figure 1.1.9.10A
1-125

1.1.9.11
Footing Reinforcing
Provide a mat of reinforcing steel (minimum of #5 bars at 12 centers each way) in the top of all
footings. If calculated loads require larger amounts of reinforcement, the latter controls. Also provide
U-bars at 12 centers around the periphery of the footing.
Extend spirals at least two inches into the footing. Place the footing top mat immediately below the
spiral termination. Place additional spirals below the mat (use a 6 spiral gap) down to the vertical
bar's point of tangency. Use the same spiral pitch at all locations.
Figure 1.1.9.11A
1.1.9.12
Sloped Footings
General criteria for sloped footing tops are:
The required footing thickness adjacent to the column should be at least 4-6. (No
minimum edge thickness is specified except as required for shear.)
The amount of concrete saved should be at least 10 yd3.
The top may be sloped either two ways or four ways, but should not be steeper than
2:1.
A horizontal area should be provided 6 to 12 wide outside the base of the column to
facilitate forming the column.
1-126

1.1.10
Seismic Design
1.1.10.1
Design Philosophy
AASHTO has been very active over the past few years on updating the Seismic Design procedures
and practices for highway bridges. As a result, the 2008 Interim Revisions to the 4th edition of the
AASHTO LRFD Bridge Design Specifications were developed in late 2007. Though these revisions still
support a force-based design philosophy, they represent a significant update to many areas of the
seismic design provisions in AASHTO LRFD Bridge Design Specifications. In 2008, AASHTO also
adopted the Guide Specifications for LRFD Seismic Bridge Design, a standalone document, which
represents a displacement-base design philosophy.
Design all bridges for full seismic loading according to the 1st edition of AASHTO Guide Specifications
for LRFD Seismic Bridge Design. Comply with ODOTs additional requirements and guidelines
summarized in Section 1.1.10.2 of this manual if designing seismically according to AASHTO LRFD
Bridge Design Specifications for projects initiated prior to May 1st, 2009, or Section 1.1.10.3 of this
manual if designing seismically according to AASHTO Guide Specifications for LRFD Seismic Bridge
Design.
Notify and consult ODOT Bridge Section for decisions involving deviations to the standard seismic
design practices described in this manual. Deviations from the following guidelines should be
justified and documented. The documentation should be in the permanent bridge records.
At the end of the design process, fill in and submit to ODOT Bridge HQ a copy of the Seismic
Design/Retrofit Data Sheet. A copy of this form can be downloaded at:
http://www.oregon.gov/ODOT/HWY/BRIDGE/standards_manuals.shtml
Seismic load effects should be considered for all projects using the following guidelines:
1.1.10.2
1.1.10.2-1
Applications of AASHTO LRFD Bridge Design Specifications

General Considerations
New Bridges: Design all bridge components for full seismic loading according to the current
edition of AASHTO LRFD Bridge Design Specifications, except as modified by BDDM Sections
1.1.9.5 to 1.1.9.11, 1.1.10 and 1.1.11. Consider the load factor for the Live Load on Extreme
Event Load Combination I, EQ = 0 (AASHTO LRFD Article 3.4.1), unless the bridge is
designated by Bridge Section as a major, unusual or unique structure. Seismic ground motion
values should be based on the 2002 USGS Seismic Hazard Maps. ODOT versions of these
maps are available at the ODOT Bridge Standards and Manuals web page:
http://www.oregon.gov/ODOT/HWY/BRIDGE/standards_manuals.shtml . The 2002 USGS
Seismic Hazard Maps and other ground motion data may be obtained from the USGS web site at
the following web address: http://earthquake.usgs.gov/research/hazmaps/ . The latitude and
longitude of the site is needed to obtain the most precise data.
A program to develop the response spectra using the general procedure has been developed by
the Bridge Section and can be accesses through the following the link:
1-127

1.1.10.2-1
General Considerations (continued)
ODOT requires all new bridges to be designed for a two-level performance criteria as follows:
(1) 1000-year No Collapse Criteria: Design all bridges for a 1000-year return period earthquake
(7% probability of exceedance in 75 years) under No Collapse criteria. To satisfy the
No Collapse criteria, use Response Modification Factors from Table 3.10.7.1-1 of the AASHTO
LRFD Bridge Design Specifications using an importance category of other.
(2) 500-year Serviceable Criteria: In addition to the 1000-year No Collapse criteria, design all
bridges to remain Serviceable after a 500-year return period event (14% probability of
exceedance in 75 years). To satisfy the Serviceable criteria, use Response Modification
Factors from Table 3.10.7.1-1 of the AASHTO LRFD Bridge Design Specifications using an
importance category of essential. When requested in writing by a local agency, the
Serviceable criteria for local bridges may be waived.
Long Span Bridges: Article 3.10.1 of the AASHTO LRFD Bridge Design Specifications states that
the seismic provisions of that manual are applicable for bridges with spans not exceeding 500 ft.
For seismic design of bridges with spans exceeding 500 ft, consult with the Seismic Design
Standards & Practice Engineer to discuss whether special analysis and design procedures are
warranted.
Bridge Widenings: Design selected bridge portions for seismic loading as directed by the flowchart
shown in Figure 1.1.10.2-1A. Design by the same criteria as for "New Bridges".
Potential Factors Affecting Seismic Performance of Bridge Widenings (see Flow Chart,
Figure 1.1.10.2-1A):
Question 1
Widening without adding new columns will make a bridge more vulnerable to seismic loads.
Clearances for railroads or highways under structures may prevent adding new columns.
Question 2
Widening on both sides will increase the potential for the new portion to be able to resist
seismic loads for the full widened structure.
Widening on one side only may actually result in a completed structure that is more
vulnerable than the original structure.
If widening is on one side only, is there a possibility another future widening could be placed
on the opposite side?
It will not normally be practical for a widening to resist the total seismic load (existing and
widening) when widening on only one side; there will be exceptions, however!
Question 3
A formal seismic analysis may be required to answer this question.
Although the existing structure may have inadequate capacity, it will have some capacity
that can probably be taken advantage of.
1-128

1.1.10.2-1
Potential Factors Affecting Seismic Performance of Bridge Widenings - (continued)

Question 4
Structures which are connected must have compatible deflections at connections.
We are usually not concerned about the seismic load generated from one structure colliding
with an adjacent structure; there are exceptions, however!
Providing a joint between the widening and existing structure will probably increase the
potential for the new portion to resist seismic loads. If the widening adds enough width for
at least two lanes and the longitudinal joint would not be in a travel lane, a joint should be
considered.
Question 5
Base isolation is strongly encouraged, especially when bearing replacement is required
anyway.
When footing strengthening is required, Phase 2 will probably not be practical due to the
high cost. If cost is the primary decision factor, a realistic estimate of Phase 2 retrofit cost
should be prepared. Don't say it costs too much without knowing how much too much is!
The closer footings are to the ground surface, the more practical Phase 2 will become.
Question 6
If existing columns are not stressed beyond the elastic range they will probably not need a
Phase 2 retrofit.
The existing structure will have to go through the same deformations as the new portion
even though the capacity may not be included in the seismic analysis.
Question 7
If you can't see the new portion acting separately, do not waste time assuming it will!
Widening with only one new column per bent vs. multiple columns on the existing structure
probably do not need to be modeled separately.
Consider the potential for another future widening. Perhaps size the footings larger than
necessary.
Question 8
Is it even possible to close the structure to replace it? Can it be replaced in stages? Is it
historic?
A new structure will usually be far superior to a "band-aided" structure.
1-129

1.1.10.2-1
Question 9
FHWA requirements take effect when the new structure actually has more travel lanes than
the existing structure. Widenings that add only shoulder width or median width are not
affected. FHWA requirements may assist in convincing Region of including Phase 2
seismic retrofit, but it is not intended to force a Phase 2 retrofit when it really is not practical.
For projects exempt from FHWA review, the Technical Services Branch Manager will
approve exceptions to FHWA policy.
Question 10
Region holds the money. They may have factors/priorities we don't know about.
Question 11
Refusal by Region to fund the needed retrofit and refusal by FHWA to grant an exception (if
federal funding) could lead to cancellation of the project.
It would be desirable to calculate a cost-benefit ratio. Unfortunately, no guidelines are
available to determine the appropriate input values.
1-130

1.1.10.2-1
General Consideration (continued)
Figure 1.1.10.2-1A
1-131

1.1.10.2-1
Seismic Retrofit: There is currently no funding within ODOT solely to upgrade the seismic load
resistance of select structures. However, when the seismic retrofit design is included in a project,
the design shall use a phased approach.
Phase 1 -
Work during this phase is intended to prevent superstructure pull-off and bearing
failure. This is the nature of almost of our retrofit program at this time. The
publication "Seismic Retrofitting Manual for Highway Structures" (FHWA-HRT06-032) is recommended as a reference source to supplement our Bridge Design
and Drafting Manual.
Phase 2 - Work during this phase involves substructure (columns and footings) ductility
enhancement and strengthening. Any additional or deferred Phase 1 work would
also be included. The end product is a retrofitted bridge with as much seismic
loading resistance as a new bridge would have for the site. Bridges retrofitted to
this performance level will be uncommon.
Seismic Retrofit shall be included for all projects when bridges are located on Seismic Zone 3 or 4.
As a minimum, include at least Phase 1 retrofit. Assure that the girders will not pull off
longitudinally or slide off laterally from the bents. This will normally involve addition of cable
restraints, shear blocks, and beam seat lengthening and widening.
The Designer must identify a seismic design concept which will accomplish the intent to preclude
span pull off or collapse of the superstructure. Depending on the concept selected, some
strengthening of the superstructure may be required to assure loads generated at the restraints
or shear blocks can be transmitted without exceeding design stresses in the superstructure.
Short pedestals or secondary columns above the main bent cap level must also be investigated
for seismic induced loading and strengthened or braced, if necessary.
Bearings are upgraded to elastomeric bearings, if needed to assure the designers concept will
work. Upgrading the bearings to elastomeric should also, be considered to improve seismic
performance when the existing bearings are known to have poor seismic performance, such as
steel rocker bearings. Analysis for Phase 1 will normally consist of a single degree of freedom
model, which may be sufficient for normal bridges. However, a higher level analysis may be
required, if needed to fully develop the designers concept, or for bridges with irregular column
lengths of multi-column bents or if the bents have significantly different stiffness. Full column
sections (uncracked) are used for this level of analysis to develop connection design loads. This
is the minimum level of work that must be included. The designer may use cracked section
analysis to investigate the maximum anticipated movements.
The structure should also be evaluated to investigate the level of effort and scope of work needed
to do Phase 2 retrofit. Phase 2 involves a complete seismic analysis of the widened or
rehabilitated bridge for full seismic loading, including consideration of strengthening or restraints
to the superstructure, substructure and foundations. The work may involve column and footing
strengthening or enlargement, or the use of isolation bearings, and soil improvement, if there is
potential for liquefaction. The decision about whether to actually do the Phase 2 retrofit in the
project will be made after developing a retrofit concept, rough cost estimate and evaluation of the
relative importance of the bridge to the transportation network, in comparison to the estimated
cost and available funding for the project. The flowchart for seismic design of widenings in
section 1.1.10.2-1 (Figure 1.1.10.2-1A) of the BDDM can be used as a guide to make the
decision. On major, unusual or border bridges, the decision should involve discussion with
Bridge Section, since seismic retrofit criteria for these structures are specific to the site.
1-132

1.1.10.2-1
A seismic retrofit analysis typically requires the use of a Site Factor to develop the response
spectrum used in the analysis. Site factors are based on the soil conditions at the site,
(categorized as Site Classes A - F) as described in the FHWA Seismic Retrofitting Manual for
Highway Structures, Table 1-3. For most normal bridges requiring Phase I retrofit work the site
class can be determined using either existing soils data or a general knowledge of the site
geology and soil conditions. If limited knowledge is available the default designation of Site Class
D is acceptable. However, for Phase II level retrofit analysis more detailed soils information is
required to better determine the design response spectrum and also to adequately characterize
and model the foundations in the analysis. Additional exploration work may be required to obtain
this information. This additional work is justified due to the increased cost of Phase II retrofit work
and the need for a more refined analysis.
Rail Upgrade, Deck Overlays, Preservations, Repair, Strengthening, and Others:

These projects should include seismic retrofit as described previously for "Seismic Retrofit".
Temporary Bridges: Design all temporary bridges that are expected to be in service for more than
one year according to AASHTO LRFD Article 3.10.10.
For all bridges that are expected to be in service for one year or less, provide the minimum support
length requirements according to AASHTO LRFD Article 4.7.4.4.
1-133

1.1.10.2-2
Specification Interpretations and Modifications
Nomenclature:
Figure 1.1.10.2-2A
Response Modification Factors and other Special Items:
All Single Spans:

No response modification factors -- not applicable.
Provide for connection force of: Tributary weight x "As", where As = Fpga*PGA,
or provide the specified minimum support length according to AASHTO LRFD
Article 4.7.4.4.
Free standing abutments (expansion jointed systems) are to be designed for

pseudostatic Mononobe-Okabe method lateral earth forces.
Seismic Zone 1:
No response modification factors -- not applicable.
Provide for connection force of:

0.15*Fv, when As < 0.05, or
where Fv is the vertical reaction at connection, or
0.25*Fv, when As 0.05,
provide the specified minimum support length.
Seismic Zone 2:
Design and detail Zone 2 structures by Zone 3 and 4 criteria except for the
following design provisions:
When determining the capacity for compression-controlled sections for

extreme event limit state use Resistance Factors of = 0.75 in accordance with
AASHTO LRFD, as specified for Zone 2 in Article 5.5.4.2.1.
When designing the reinforcement for compression members, design in

accordance with AASHTO LRFD, Article 5.7.4.2 Limits of Reinforcement for
Seismic Zone 2.
1-134

1.1.10.2-2
Specification Interpretations and Modifications (continued)
Zones 3 and 4:
Columns and Piers:

Moment:
R = 2 to 5 (AASHTO LRFD, Table 3.10.7.1-1, right column)
Shear:
R=1
Axial:
R=1
NOTE: The plastic hinging capacity should be determined from column interaction
curves with axial and moment values of 1.0. Enter the curve with the unfactored dead
load axial force (plus any redundancy induced axial force due to lateral seismic loading),
determine the accompanying moment capacity and multiply this value by 1.3. This is the
plastic moment capacity.
Foundations:
Pile Bent: Treat as columns and piers (R=5). Splices shall be designed
to at least the lesser of 1.3xMplastic for the portion above or below the
splice. This splicing requirement shall not apply to full penetration welded
splices.
Footing - pile cap - piles:

Moment, shear, & axial: R = 1 (elastic analysis forces) or,
Moment: Plastic moment capacity of the selected column.
Shear and Axial: Value accompanying the plastic moment capacity of the
column (see "Columns" above).
Other Special Items:

Confining Reinforcement (plastic hinge zones)
The transverse reinforcement for confinement required in plastic
hinging zone shall satisfy equations 5.7.4.6-1, 5.10.11.4.1d-1,
5.10.11.4.1d-2, and 5.10.11.4.1d-3 of the AASHTO LRFD Bridge
Design Specifications.
Plastic zone limits shall be defined as the greatest of maximum
column dimension, (column height)/6, or 18.
Extend confining reinforcement into footing or crossbeam by the
greatest of (maximum column dimension)/2, or 15.
Maximum confining reinforcement spacing is the lesser of
(the least member dimension)/4, or 4.
Shear reinforcing meeting the detailing requirements of confining
reinforcement may be considered as part of the required confining
reinforcing.
Column Moment Strength Reduction Factor ( factor)

Use = 0.9 on checking the P- Requirements as per AASHTO
LRFD, Article 4.7.4.5.
1-135

1.1.10.2-2
Column Shear Strength Modifications (end regions)

End region limits shall be defined as the greatest of maximum
column dimension, (column height)/6 or 18.
If axial stress > 0.1fc use Vc as specified in AASHTO LRFD Article
5.8.3. Vary Vc linearly from normal value to 0 for axial stress
between 0.1fc and 0.
1.1.10.2-3
Longitudinal Reinforcement Development

Provide anchorage development for steel stress 1.25fy.
Detailing
(1) Columns:
For column design and reinforcement practices, see Section 1.1.9 of this manual.
(2) Footings:
All footings must have a top mat of bars whether or not uplift is calculated. Extend
spirals at least 2 into top of the footing. Place the footing top mat immediately below
the spiral termination. Place additional spirals below the mat (use a 6 spiral gap) as
needed to meet the confining reinforcement layout of Section 1.2.7.11. Use the
same spiral pitch at all locations. See the optional detail for alternate containment
reinforcing in the column to footing connection in Section 1.2.7.10.
Note the allowable reduction in reinforcement development length for bars enclosed
within a spiral (AASHTO LRFD Bridge Design Specifications, Article 5.11.2.1.3).
(3) Crossbeams:
1.1.10.2-4
Column to crossbeam connections where plastic moment capacity is required shall

have spirals extending into the crossbeam in the same general manner as described
above for the column-to-footing connection.
Structure Modeling
(1) Structure Modeling, General:
Use a "first cut" analysis with fixed supports. These results will be easier to interpret
than a spring supported model and will give a baseline for comparison with additional
analyses. With these results, make a rough substructure design. Now a new analysis
can be performed with footing springs and the substructure design checked and
refined. Additional cycles of redesign, analysis, and force comparison to previous
analyses could be used in some cases but generally would not be required or
warranted.
A reasonable target for a seismic design check is 20 percent. Designer and Checker
should resolve differences greater than 20 percent, but it is impractical to try to refine
the design beyond that.
1-136

1.1.10.2-4
Structure Modeling - (continued)
(2) Footing Springs:
See Section 1.1.4 of this Manual.
(3) Programs:
The Uniform Load and single mode dynamic analysis methods are acceptable for many
structures (see the code limitations) but multi-mode dynamic analysis by computer may
be easier. The result of any analysis method must be judged for correctness. Is the
result reasonable? Reviewing the calculated periods, modal participation factors and
mode shapes can greatly aid this judgment. A high level of engineering judgment will
be required at all times.
M-STRUDL, a PC program, has been ODOTs primary in-house static and dynamic
analysis tool. GT-STRUDL and MIDAS can also solve dynamic problems and are
available for bridge designers working at Bridge HQ or Region Tech Centers. Many
design firms have adopted the use of SAP2000 or STAAD for seismic design of
bridges. Other programs are also acceptable, provided the programs satisfy the
analysis requirements and have been previously verified.
(4) Sample Problems:
Sample problems are shown in the Bridge Example Design notebook, and can be
downloaded at http://www.oregon.gov/ODOT/HWY/BRIDGE/standards_manuals.shtml,
under Seismic Design Examples.
1.1.10.2-5
Footing/Pile Cap Design
(1) Piling:
Nominal pile resistances should be used with the seismic load case (Table 3.4.1-1,
Extreme Event-I) to determine pile requirements. Uplift resistance may be used for
friction piles if the piles are properly anchored. Consult with the Foundation designer
for site specific values. Piles under tension that are not capable of resisting uplift
should be neglected during analysis for seismic loadings. The remaining piles must
provide sufficient support and stability.
(2) Reinforcing Steel:
Control of cracking requirements of Article 5.7.3.4, AASHTO LRFD Bridge Design

Specifications, do not apply to seismic load cases.
Pile supported footings should normally have the bottom mat reinforcing above the pile
tops. Footings with this scheme are preferable to thinner footings with the bottom mat
detailed lower (between the piling). This is for constructability.
1-137

1.1.10.3
Applications of AASHTO Guide Specifications for LRFD Seismic Bridge Design
1.1.10.3-1
General Considerations
As of 2009, ODOT has fully adopted the use of AASHTO Guide Specifications for LRFD Seismic Bridge
Design for designing Oregon bridges subjected to earthquake loading. The following summarizes
ODOTs additional requirements and deviations from the AASHTO Guide Specifications for LRFD
Seismic Bridge Design.
Design all bridge components for full seismic loading according to the 1st edition of AASHTO Guide
Specifications for LRFD Seismic Bridge Design, except as modified by BDDM Sections 1.1.9.5 to
1.1.9.11, 1.1.10 and 1.1.11. Consider the load factor for the Live Load on Extreme Event Load
Combination I, EQ = 0, unless the bridge is designated by Bridge Section as a major, unusual or
unique structure. Seismic ground motion values should be based on the 2002 USGS Seismic
Hazard Maps. ODOT versions of these maps are available at the ODOT Bridge Standards and
Manuals web page: http://www.oregon.gov/ODOT/HWY/BRIDGE/standards_manuals.shtml .
The 2002 USGS Seismic Hazard Maps and other ground motion data may be obtained from the
USGS web site at the following web address: http://earthquake.usgs.gov/research/hazmaps/. The
latitude and longitude of the site is needed to obtain the most precise data.
ODOT requires all new bridges to be designed for a two-level performance criteria as follows:
(1) 1000-year No Collapse Criteria: Design all bridges for a 1000-year return period earthquake
(7% probability of exceedance in 75 years) under No Collapse criteria. To satisfy the No
Collapse criteria, comply with the following requirements and guidelines:
Seismic Design Categories (SDC) A, B and C
Meet all design requirements for SDC A, B and C according to the AASHTO
Guide Specifications for LRFD Seismic Bridge Design.
Seismic Design Category (SDC) D
Meet all design requirements for SDC D according to the AASHTO Guide
Specifications for LRFD Seismic Bridge Design, except as modified below:
The maximum concrete strain in confined section of the columns (cc)

shall not exceed 90% of the ultimate concrete strain (cu), computed by
Manders model.
The maximum strain of reinforcing steel shall not exceed the Rsu as
defined on Table 8.4.2-1 of the AASHTO Guide Spec.
The maximum strain of prestressing steel shall not exceed Rps,u = 0.03
The above guidelines are applicable even for the other Seismic Design Categories, if
Pushover Analysis will be used instead of the implicit equation.
(2) 500-year Serviceable Criteria: In addition to the 1000-year No Collapse criteria, design all
bridges to remain Serviceable after a 500-year return period event (14% probability of
exceedance in 75 years). To satisfy the Serviceable criteria, comply with the following
requirements and guidelines:
1-138

1.1.10.3-1

Seismic Design Categories (SDC) A, B, C and D
Seismic Design Categories (SDC) A and B
No structural analysis is required for Serviceable criteria.
Seismic Design Category (SDC) C
Verify the Serviceable performance for a 500-year return event when

potentially liquefiable soils are present on site.
Each bridge bent shall satisfy the equation 4.8-1 of the AASHTO Guide Spec
(LD < LC), where LC is determined from the equation 4.8.1.1 of the AASHTO
Guide Spec (displacement capacity for SDC B).
Seismic Design Category (SDC) D
Meet all design requirements for SDC D according to the AASHTO Guide
Specifications for LRFD Seismic Bridge Design, except as modified below:
The maximum concrete strain in confined section of the columns shall

not exceed cc = 0.005
The maximum strain of reinforcing steel shall not exceed 2*sh, where
sh is defined on Table 8.4.2-1 of the AASHTO Guide Spec.
The maximum strain of prestressing steel (for 270 ksi strands) shall
not exceed ps,EE = 0.0086
Long Span Bridges: Article 3.1 of the AASHTO Guide Specifications for LRFD Bridge Design states
that the seismic provisions of this Manual are applicable for bridges with spans not exceeding
500 ft. For seismic design of bridges with spans exceeding 500 ft, consult with the Seismic
Design Standards & Practice Engineer to discuss whether special analysis and design
procedures are warranted.
1.1.10.3-2
Specification Interpretations and Modifications
The following items summarize ODOTs additional requirements and deviations from AASHTO Guide
Specifications for LRFD Bridge Design:
Design all bridges to satisfy the Type-1 Global Seismic Design Strategy (ductile
substructure with essentially elastic superstructure), AASHTO Guide Spec Article 3.3.
However, in case of a steel substructure, the bridge shall be designed according to the
latest edition of the AASHTO LRFD Bridge Design Specifications.
Type-2 Global Seismic Design Strategy (essentially elastic substructure with ductile
superstructure) is not permitted by ODOT.
Type-3 Global Seismic Design Strategy (elastic superstructure and substructure with a
fusing mechanism between the two) can be considered upon the approval of the ODOT
Bridge Section.
The designer shall include a clear description of the selected Seismic Design Strategy
in the appropriate Calculation Book for the structure.
1-139

1.1.10.3-2
The following types of Earthquake Resisting Systems (ERS) or Earthquake Resisting

Elements (ERE) provided in AASHTO Guide Spec Article 3.3 are permissible ERS or
ERE for ODOT bridges:
Obtain Agency approval before considering the application of the following types of
Earthquake Resisting Systems (ERS) or Earthquake Resisting Elements (ERE)
provided in AASHTO Guide Spec Article 3.3:
Type 1, 2, 3, 4 and 5 on Figure 3.3-1a

Types 1 2, 3, 7, 8, 9, 10, 12 and 14 on Figure 3.3-1b
Type 6 on Figure 3.3-1a

Types 4, 5, 6 and 11 on Figure 3.3-1b
Types 1 and 2 on Figure 3.3-2
The following types of Earthquake Resisting Systems (ERS) or Earthquake Resisting

Elements (ERE) provided in AASHTO Guide Spec Article 3.3 are not permissible ERS
or ERE for ODOT bridges:
Type 13 on Figure 3.3-1b

Types 3, 4, 5, 6, 7, 8 and 9 on Figure 3.3-2
Types 1, 2, 3 and 4 on Figure 3.3-3
Identify the ERS for bridges in SDC B (AASHTO Guide Spec Article 3.5) when:
0.25 SD1 < 0.30.
Pushover analysis can be used instead of the implicit equations to determine the
Displacement Capacity for SDC B and C as prescribed on AASHTO Guide Spec
Article 3.5. However, in such a case provide SDC D Level of Detailing, regardless of
what SDC the structure is designed for.
Satisfy the balanced stiffness and balanced frame geometry requirements for all
bridges in SDC C and D (AASHTO Guide Spec Article 4.1.2 and 4.1.3).
Use Procedure Number 2 (Elastic Dynamic Analysis) for designing all bridges with two
or more spans under seismic loading (AASHTO Guide Spec Article 4.2).
Use Procedure Number 3 (Nonlinear Time History), where applicable, with Agencys
approval.
Use a Damping Ratio of 5% (AASHTO Guide Spec Article 4.3.2) on all new bridges for
seismic loading. The application of the reduction factor, RD, is not allowed without
Agencys approval.
Use Design Method 3 (Limited-Ductility Response in Concert with Added Protective

Systems) for designing the lateral seismic displacement demand (AASHTO Guide Spec
Article 4.7.1) only upon Agencys approval.
1-140

1.1.10.3-2
Design Longitudinal Restrainers (AASHTO Guide Spec Article 4.13.1) in accordance

with section 1.1.11 of this Manual.
Participation of the end panel, wingwalls, and backwalls in the overall dynamic
response of bridge systems may be considered in seismic design of bridges. The
provisions of Article 5.2 of AASHTO Guide Spec may be used to determine the
stiffness of abutment and wingwall backfill material in lieu of Section 1.1.4.2(1) of the
BDDM.
Select the Foundation Modeling Method (FMM) (AASHTO Guide Spec Article 5.3.1)
according to Section 1.1.4 of this Manual. For spread footing foundations, multiply the
initial stiffness (spring constant) as defined on Section 1.1.4 by 2.
Do not allow uplift or rocking of spread footings in all SDCs.
Perform Liquefaction Assessment for all bridge sites according to Chapter 6 of the
ODOT Geotechnical Design Manual.
Use the provisions in Article 7.2 of AASHTO Guide Spec in conjunction with the
forced-based seismic design procedure utilized in the AASHTO LRFD Bridge Design
Specification and requirements of this section of the BDDM.
Provide minimum shear reinforcement for bridges in SDC A, when 0.10 SD1 0.15,
according to the requirements of Article 8.6.5 for SDC B, in addition of satisfying the
requirements of AASHTO Guide Spec Article 8.2.
Do not use wire rope or strands for spirals, and high strength bars with yield strength
exceeding 75 ksi. Deformed welded wire fabric (AASHTO Guide Spec Article 8.4.1)
may be used with Agencys approval.
The same size vertical bars may be used inside and outside of interlocking spirals
(AASHTO Guide Spec Article 8.6.7)
Provide minimum longitudinal reinforcement (AASHTO Guide Spec Article 8.8.2) of 1%

for columns in SDC B, C and D.
Extend the vertical column bars into oversized drilled shaft according to Section 1.1.5.5
of BDDM, in lieu of AASHTO Guide Spec Article 8.8.10.
- Moved to 1.1.10.2-4
1.1.10.4
Structure Modeling
1.1.10.5
Footing/Pile Cap Design - Moved to 1.1.10.2-5
1.1.10.6
Liquefaction Evaluation and Mitigation Procedures
The liquefaction potential of foundation soils will be determined by the Foundation

designer. If foundation soils are predicted to liquefy, the effects of liquefaction on
foundation design and performance will be provided as described in Section 1.1.5. The
need for liquefaction mitigation will be in accordance with the following ODOT
Liquefaction Mitigation Policy.
1-141

1.1.10.6
Liquefaction Evaluation and Mitigation Procedures (continued)

Foundation Design Engineer evaluates liquefaction potential using
the 500 yr. event and estimates approach fill deformations
(lateral displacements, settlement and global stability)
Is there potential for large embankment deformations?

(see Note 1 below)
No
Check liquefaction and

estimate displacements
under 1000 yr. event
Yes
No
Foundation and Structural Designers meet and determine damage
potential to structure and serviceability of bridge. Will the bridge and/or
approaches be damaged such that the bridge will be out of service?
(see Note 2 below)
Foundation and
Structural Designers
determine damage
potential to structure and
possibility of collapse
Yes
Typical Design
No
Yes
Is there a possibility of
bridge collapse?
Proceed with Mitigation Design Alternatives

(see Note 3 below)
Note 1: For meeting the performance requirements of the 500 year return event (serviceability), lateral
deformation of approach fills of up to 12 are generally considered acceptable under most circumstances
pending an evaluation of this amount of lateral deformation on abutment piling. Larger lateral deformations
and settlements may be acceptable under the 1000 year event as long as the no-collapse criteria are met.
Note 2: The bridge should be open to emergency vehicles after the 500-year design event, following a
thorough inspection. If the estimated embankment deformations (vertical or horizontal or both) are sufficient
enough to cause concerns regarding the serviceability of the bridge mitigation is recommended.
Note 3: Refer to ODOT research report SPR Project 361: Assessment and Mitigation of Liquefaction
Hazards to Bridge Approach Embankments in Oregon, Nov. 2002 and FHWA Demonstration Project 116;
Ground Improvement Technical Summaries, Volumes I & II, (Pub. No. FHWA-SA-98-086) for mitigation
alternatives and design procedures.
As a general guideline, the foundation mitigation should extend from the toe of the end slope to a point that
is located at the base of a 1:1 slope which starts at the end of the bridge end panel:
Existing Grade
Bridge End Panel (30 ft. typ.)
2:1 (typ.)
1:1
Original Ground
Limits of Mitigation
1-142

1.1.10.7
Costs
(1) Construction costs:- Apply the following factors to TS & L (preliminary) structure cost
estimates to approximate the additional cost of seismic criteria (excluding liquefaction):
Single Spans:
1.00
Multiple Spans: 1.30 Irregular (widely varying columns lengths or support materials;
unusual geometry or curvature)
1.10 Other
(2) Design costs:- Apply the following factors to TS & L (preliminary) design cost estimates to
approximate the additional cost of seismic design criteria (excluding liquefaction):
Single Spans:
1.00
Multiple Spans: 1.20 Trestles

1.50 Irregular (widely varying columns lengths or support materials;
unusual geometry or curvature)
1.35 Other
1.1.10.8
Instrumentation
Placement of accelerometers on the ground and on structure portions should be considered for
large or unusual structures. The Designer and Supervisor should consult with the Seismic Design
Standards and Practice Engineer to decide if this is appropriate and fits with the ODOT Seismic
Instrumentation and Monitoring Program.
1-143

1.1.10.9
Dynamic Isolators
Isolators may be useful for either new construction or retrofit work. Isolators change structure
response by lengthening the periods of primary vibration. This tunes the structure response away
from the typical earthquake's maximum response frequencies. This effect, along with added
damping, works to reduce the system response. The result is reduced substructure forces.
Typical steps to model an isolated structure include:
1. Compute service loads (D, L, LF, CF, W, WL, R, S and T) for the worst single girder.
2. Use these loads, and the applicable seismic loading, in the Dynamic Isolation System,
Inc. (DIS) program PC-LEADER to get a preliminary isolator size and its properties.
DIS has given us permission to use the program even though we will not specify only
their bearing.
3. Develop a full M-STRUDL model (superstructure, substructure, and bearings/isolators).
Normally this will be done on a per girder basis so the substructure should be
proportioned to fit this basis. The model can often be a two dimensional model.
4. In the M-STRUDL model use the equivalent isolator stiffness (Keff). This stiffness
should be further modified to fit modeling assumptions of a bearing cantilevered from
the substructure at interior supports.
5. Load the M-STRUDL model with dynamic loading through a modified response
spectrum. The response spectrum can be taken from the PC-LEADER output or
developed from the Guide Specification for Seismic Isolation Design.
6. Develop another full M-STRUDL model to represent the "as-is" structure. Dynamically
load this model with a normal response spectrum. This gives a basis to evaluate the
isolation effectiveness.
7. It may be necessary or desirable to adjust the relative isolator stiffness to better
distribute the dynamic forces. It is important the final isolator properties function
adequately for service loads. The isolator characteristics must also be realistic and
achievable.
An example isolator modeling is given in the Bridge Example Design notebook.
Other computer programs are acceptable, provided the programs satisfy the analysis requirements
and have been previously verified.
1-144

1.1.11
Seismic Restrainer Design (New Designs And Retrofits)
1.1.11.1
Seismic Restrainer Design, General
The intent is to prevent superstructure pull-off and bearing failure. Work restrainers only in the
elastic range. Design the restrainer connection for 125% of the restrainer design force.
Note that LRFD Bridge Design Specifications, Article 3.10.9.5 requires sufficient slack so that the
restrainer does not start to act until the design displacement is exceeded.
Restrainers may be omitted where the available seat width meets or exceeds N of the Design
Specifications and 4 times the calculated design earthquake elastic deflection. Seat widths meeting
these criteria are presumed to accommodate the large elasto-plastic movements of a real structure
under seismic loading.
Design restrainers for a minimum force equal to the peak site bedrock acceleration coefficient A
times the weight of the lighter portion being connected.
In all instances it is necessary to design or check the transfer mechanism for force transfer from
superstructure to substructure (bearings, diaphragms).
1.1.11.2
Information for Restrainer Design
(1) Concrete:
Concrete bearing strength based on 0.85fc ( = 1.0).
Maximum increase for supporting surface wider than loaded area = 2.0.
Multiply by 0.75 when loaded area is subject to high edge stresses.
For concrete shear lugs, use Equation 5.8.4.1-1 for shear friction as outlined in AASHTO LRFD
Bridge Design Specifications, Article 5.8.4.
(2) Structural Steel:

Design structural steel members using the AASHTO LRFD Bridge Design Specifications.
1-145

1.1.11.2
Information for Restrainer Design - (continued)
(3) Fasteners:
(Steel to Steel)
Diameter
Nominal
Area (in2)
0.4418
0.6013
0.7854
0.75
0.875
1.0
Tension
(0.76 x 60 ksi)
20.1 k
27.4 k
35.8 k
A 307
Shear
(0.38 x 60 ksi)
10.1 k
13.7 k
17.9 k
A 325
Tension
Shear
(0.76 x 120 ksi) (0.38 x 120 ksi)
40.3 k
20.1 k
54.8 k
27.4 k
71.6 k
35.8 k
Note: Tension loads are based on LRFD equation 6.13.2.10.2-1.

Shear loads are based on LRFD equation 6.13.2.7-2 assuming one shear plane per bolt
and with threads included in the shear plane.
Shear loads may be increased 25% if the threads are excluded from the shear plane.
(4) Steel Rods:
Diameter
0.750
0.875
1.00
1.125
1.250
1.375
1.500
1.750
2.250
Stress Area
( in2 )
0.334
0.462
0.606
0.763
0.969
1.155
1.405
1.900
2.500
A307
Fu = 58 ksi
Tension (kips)
Ft=Fy=36 ksi
12.0
16.6
21.8
27.5
34.9
41.6
50.6
68.4
90.0
A449
Fu varies
Tension (kips)
Fy
Ft = Fy
(ksi)
30.7
42.5
92
55.8
61.8
78.5
81
93.9
114.0
110.0
58
145.0
Tensioning of A449 steel rods must be specified, if required by the design.

Tensioning requirements are not part of the specification as they are with A325.
Use nominal area for elongation calculations.
1-146

1.1.11.2
Information for Restrainer Design - (continued)
(5) Cables:
See Section 1.2.5 for a complete discussion of Steel Cables, Cable Connections & Turnbuckles.
See Section 1.1.11.6, "Use of State Stockpile Cable for Seismic Retrofit."
Ft = (0.95)(176.1 ksi)(area) = 0.95(minimum breaking strength).
Note: Yield strength is approximately equal to minimum breaking strength.
Diameter ( in )
0.500
0.750
0.875
Area ( in2 )
0.119
0.268
0.361
Design Load ( kips )

19.9
44.8
60.4
E for cable = 10,000 ksi

fy for cable = 176.1 ksi
ASTM A 603 lists the E for cable as 20,000 ksi for "prestretched" cable. Cable used for seismic
applications will not be prestretched, however, so an E of 10,000 ksi should be used.
(6) Resin Bonded Anchors:

See Section 1.1.23, "Drilled Concrete Anchors."
(7) Concrete Inserts:

Use hot-dip galvanized expanded coil concrete inserts with closed-back ferrule threaded to receive
UNC threaded bolts.
Inserts are readily available in sizes. Other sizes are only available in very large quantities.
Therefore, only the standard sizes listed below are recommended.
Diameter
( in )
0.75
1.0
1.25
1.5
Tension ( kips )
A307 or A325
12.6
19.3
34.4
54.3
Shear ( kips )
A307
A325
7.4
12.6
13.4
19.3
21.4
34.4
31.0
54.3
Tension and shear capacity for concrete failure is based on equation 6.5.2 from the PCI Design
Handbook (3rd Edition) with = 1.0 and with a factor of safety of 1.5. Equation 6.5.2 controls both
shear and tension for shallow embedment depths. See the PCI Design Handbook for group effects,
edge distance effects and combined tension and shear.
Tension capacity of the insert cannot exceed the tension capacity of the bolt. Shear capacity of the
insert cannot exceed the shear capacity of the bolt or the insert tension capacity.
Tension capacity of the bolt = 0.76Abfub, where Ab = bolt stress area (LRFD eq. 6.13.2.10.2-1).
Shear capacity of the bolt = 0.38Abfub (LRFD eq. 6.13.2.7-2).
1-147

1.1.11.3
Longitudinal Restrainer Design
(1) In-span hinges: Use the following general procedure (a modified CALTRANS method):
Estimate restrainers to use (with elongation) and gapping desired/allowed.
Determine joint openings (including approximate temperature movement (fall) and

creep and shrinkage if appropriate).
Determine frame stiffness and capacity.
Determine adjacent frame stiffness and capacity.
Plot force/deflection relationship considering component stiffnesses, joint openings

(including temperature, creep, and shrinkage openings), and restrainer gapping.
Assume a final force and deflection under single-mode response to get equivalent
stiffness.
Calculate period and resulting response coefficient.
Calculate dynamic force and locate on the force/deflection curve.
Review that the force capacity of the system is not exceeded, the assumed/acceptable
deflection is not exceeded, and the equivalent stiffness and period are approximately
as before.
If checks are not okay modify system and recycle through as needed.
(2) Bents with superstructure continuous over the bent:
Connect superstructure to substructure with capacity to form plastic hinging in the

column(s).
(3) Bents with only the deck continuous over the bent:
Connect each span to substructure to form plastic hinging in the column(s).
(4) Bents with no superstructure continuity over the bent:
With frames each side of bent:
Connect each span to substructure to form plastic hinging in the column(s). Also
connect adjacent superstructure portions by the same techniques as in-span hinges.
The adjacent super-structure portions may be connected by span to substructure
connections of adequate capacity to function for both portions.
With simple spans each side of bent:
Connect each span to the substructure to form plastic hinging in the column(s).
NOTE: The plastic hinging capacity should be determined from column interaction curves with axial
and moment values of 1.0. Enter the curve with the unfactored dead load axial force (plus any
redundancy induced axial force due to lateral seismic loading), determine the accompanying
moment capacity and multiply this value by 1.3. This is the plastic moment capacity.
1-148

1.1.11.4
Transverse Restrainer Design
(1) In-span hinges:

Design for force transfer of (2.5) (A) (supported dead load).
(2) Bents with superstructure continuous over the bent:
Connect supported spans with force to form a failure mechanism (plastic hinging at the top
of frame (column or crossbeam) and plastic hinging at bottom of column.
(3) Bents with only the deck continuous over the bent:
Connect supported spans with force to form a failure mechanism (plastic hinging at the top
of frame (column or crossbeam) and plastic hinging at bottom of column.
Prorate design force to ahead and back side of bent by dead load ratio.
(4) Bents with no superstructure continuity over the bent:

Connect supported spans with a force equal to 2.5(A)(supported dead load).
NOTE: The plastic hinging capacity should be determined from column interaction curves with axial
and moment values of 1.0. Enter the curve with the unfactored dead load axial force (plus any
redundancy induced axial force due to lateral seismic loading), determine the accompanying
moment capacity and multiply this value by 1.3. This is the plastic moment capacity.
1.1.11.5
Hold-downs
Hold-downs or bearing replacement may be needed at vulnerable bearings such as fixed or rocker
type steel bearings.
1.1.11.6
Use of State Stockpile Cable for Seismic Retrofit
(1) Introduction To achieve economy and supply stability, Bridge Section has purchased a
quantity of structural wire rope (cable) to be used on future seismic retrofit projects. The cable is
stockpiled in Portland. Before using cable, contact Craig Shike, Bridge Section. Use the following
notes and special provisions.
(2) In the General Notes:
Cable for seismic restraint devices will be furnished by the Department.
See Section 00160.30 of the Special Provisions.
(3) In Section 00160.30 of the Special Provisions:
0.875 diameter structural wire rope (cable) will be provided by the Department. The cable
is stored at the following location:
c/o District 2B Manager
9200 SE Lawnfield Rd
Clackamas, OR 97015
Phone: (503) 653-3086
1-149

1.1.11.6
Use of State Stockpile Cable for Seismic Retrofit (continued)
Notify Bridge Section of the quantity of cable removed within 24 hours. Follow up this
notification with a written memo documenting the time of removal, quantity removed (to the
nearest foot), and the project for which it will be used. Send the memo to:
Craig Shike, Concrete Design Standards and Practice Engineer
355 Capitol St. NE, Room 301
Salem, OR 97301-3871
Phone: (503) 986-3323
Fax: (503) 986-3407
The quantity of cable included for use in this project, including both testing and installation,
is (
) linear feet. This quantity of cable will be provided at no cost to the Contractor. Any
additional cable required by the Contractor due to fabrication errors and/or waste must be
purchased from the Department at the Departments cost as established by the Engineer.
1.1.12
Concrete
1.1.12.1
Concrete General
Designate the concrete class by the minimum compressive strength at 28 days followed by the
maximum aggregate size (e.g., Class 4000 3/4). Unless otherwise specified, Class 3300 1-1/2,
1 or 3/4 is called for by the Standard Specifications. The ultimate strength on which allowable
stresses are based should not exceed 5000 psi, except for prestressed concrete. Use High
Performance Concrete (HPC) in all cast-in-place concrete decks and end panels.
Classes of Concrete
(For design and to be shown on plans)
HPC4000 1 , 1, or
All poured decks [except Box Girder decks that require greater strength]
HPC4000 -1-1/2. 1, or
End Panels
4000 3/8
Drilled Shafts
XXXX -
Prestressed members [Does not include poured deck on prestressed

members, see above]
XXXX 3/4
Post-tensioned members
XXXX 3/4
Compression Members
3300 1 , 1, or 3/4
All other concrete
1-150

1.1.12.1
Concrete General (continued)
Modulus of Elasticity
The modulus of elasticity of concrete may be taken as Ec = 33,000 wc1.5 fc , for wc = 0.145 kcf
Concrete Strength f'c (ksi)
3.300
4.000
5.000
5.500
6.000
6.500
7.000
7.500
8.000
8.500
9.000
Ec (ksi)
n=Es/Ec =29,000/Ec
3300
3650
4050
4250
4450
4650
4800
5000
5150
5300
5450
9
8
7
7
6
6
6
6
6
5
5
In the chart above, the modulus of elasticity (Ec) is rounded to the nearest 50 ksi and the modular
ratio (n) is rounded to the nearest integer. The designer may choose to calculate these values
using standard formulas rather than using the rounded values above.
1.1.12.2
Concrete Finish
Concrete finishes are defined in Section 00540.52 of the Oregon Standard Specifications for
Construction. The usual finishes are General Surface Finish and Class 1 Surface Finish.
Occasionally, Class 2 Surface Finish is used as mentioned in the following paragraph.
Generally, concrete finishes are selected as follows:
For bridges whose superstructure and substructure can be viewed by the public,
such as grade separations and river crossings in or near populated areas, exposed
surfaces receive a Class 1 Surface Finish. In special situations of high visibility to
traffic or people, use of a Class 2 Surface Finish may be considered. Normally, it is
limited to the concrete rail sides facing the roadway/bikeway and the tops.
For bridges not viewed by large segments of the public, such as stream crossings in
sparsely populated areas, exposed surfaces, except portions of the concrete bridge
rail, receive a General Surface Finish. The concrete rail sides facing the
roadway/bikeway and tops receive a Class 1 Surface Finish.
Review your selected surface finish with your Design Team.

Do not use color additives in concrete mixes. Provide color to conccrete only by coating with either
concrete stain or concrete paint products from the QPL.
1-151

1.1.12.2
Concrete Finish (continued)
Include details similar to the following for all contract plans:
Figure 1.1.12.2A
1-152

1.1.12.2
Concrete Finish -- (continued)
Figure 1.1.12.2B
Figure 1.1.12.2C
1-153

1.1.12.3
Concrete Repair (Bonding Agents)
Bonding agents are used to help new concrete adhere to existing concrete. To obtain better bond
with agents the existing surface must be clean, dry and at proper temperature. The surfaces must
also be well exposed to facilitate brush application of the bonding agent. Two principal bonding
agents are in use today:
Epoxy - These agents provide the best bond when properly applied. However, they
are highly volatile and if the agent is allowed to dry before placement of the new
concrete, a bond breaker may be formed. For this reason restrict the use of epoxy
agents to critical situations where control can be guaranteed.
Concrete - These agents have longer pot life and improved bond. They may be
applied with greater lead time, but have the same application requirements as epoxy
agents.
At normal construction joints, a bonding agent is not generally needed. Mating surfaces prepared to
the specifications should provide acceptable bond and shear transfer through the roughened
surface and rebar holding a tight joint.
1.1.12.4
Curing Concrete
00540.51 in the standard specifications require cast-in-place concrete to be cured with water.
Design all structures assuming concrete is cured using the ODOT standard. Acting as EOR, assure
that alternate curing methods are not allowed without prior approval of the ODOT Structure
Materials Engineer.
Bridge Decks must also be cured with water. Although ODOT does use curing compounds for
some pavement and sidewalk applications, curing compounds are not be allowed on bridge decks.
ODOT has done experimentation with curing compounds in the early 90s. The results were not
consistent from batch to batch. Also, more recent experiments with curing compounds revealed
that cylinders cured with a curing compound achieved only 80% compressive strength compared to
water cured cylinders.
The ODOT water cure requirement also applies to bridge columns, abutments and retaining walls.
Since it is difficult to keep vertical surfaces saturated during the cure period, vertical forms must
often be left in place for the entire cure period. Contractors will often request to use a curing
compound so that forms can be stripped sooner and production increased. However, due to the
negative impacts of curing compounds, their use is rarely permitted.
For applications that receive a coating, use of curing compounds can inhibit adherence of the
coating. Generally, curing compounds must be removed by sandblasting before subsequent
coatings can be applied. Removal of a curing compound would be even more problematic on
textured surfaces.
In summary, curing compounds should not be used. Exceptions require approval from the ODOT
Structure Materials Engineer, but do not require a design deviation from Bridge Section.
1-154

1.1.12.5
Permanent Strengthening of Reinforced Concrete Bridges
Design strengthening for reinforced concrete bridges for the live load provided in 1.1.7.2(4).
(1) Flexure - The following methods can be considered for strengthening girders in flexure:
Deepening or widening existing concrete girders.

Longitudinal post-tensioning.
FRP laminate strips along bottom of girders.
FRP near surface mount (NSM) strips along bottom of girders.
When longitudinal post-tensioning is used as part of a flexural strengthening design concept,

understand that long-term relaxation of the post-tensioning system may reduce the
effectiveness of the strengthening. Any long-term relaxation should be accounted for unless
provision for future tightening is included.
Design FRP strengthening according to ACI 440.2R-08. Do not use FRP unless the critical
flexural rating factor is 0.80. Strengthening with FRP laminate strips or NSM strips can be
considered a long-term (more than 20 years) strengthening solution. Provide positive
anchorage at the ends of FRP laminate strips. Anchorage using FRP laminate strips
transverse to the loaded direction is not acceptable. Proper surface preparation is critical to
ensure a successful FRP application.
(2) Shear The following methods can be considered for strengthening girders in shear:
Widening existing concrete girders.

Longitudinal post-tensioning.
Internal shear anchors.
FRP laminate strips along web.
FRP near surface mount (NSM) strips along web (vertical orientation only).
When longitudinal post-tensioning is used as part of a shear strengthening design concept,

understand that long-term relaxation of the post-tensioning system may reduce the
effectiveness of the strengthening. Any long-term relaxation should be accounted for unless
provision for future tightening is included.
Internal shear anchors can be installed either from above or below the girder. Installation
from above may be easier and should therefore be considered where practical. Specialty
contractors are generally available for drilling 1 diameter holes up to 48 in depth. For this
reason, internal shear anchor size should be limited to . Do not use larger sizes or depths
unless the availability of multiple contractors has been verified.
For shear applications, internal anchors should normally be placed at an angle 30 degrees
from vertical. This angle provides 96% of the capacity compared to 45 degree anchors and
is much easier to install.
Evaluate the size, spacing and density of positive and negative moment reinforcement in the
girder and deck when considering internal shear anchors as a strengthening solution. It is
often difficult to avoid existing deck steel or existing flexural steel when installing internal
anchors. The designer needs to give clear instructions to the contractor concerning how
potential conflicts should be either avoided or resolved. Possible solutions are:
Locate existing bars using Ground Penetrating Radar (GPR) before drilling holes.
Expose the top mat of reinforcement before drilling.
Stop drilling and move hole location when a conflict is discovered.
1-155

1.1.12.5
Permanent Strengthening of Reinforced Concrete Bridges (continued)
Internal anchors require development length at each end of the rod. Calculate the required
development length according to the General Equation for Resin Tension Capacity in
1.1.23.2. Provide adequate development length for a load equal to the ultimate bar tensile
strength. The effective length of an internal anchor is the length remaining after subtracting
the development length at each end of the bar.
Design FRP strengthening according to ACI 440.2R-08. Use intermittent strips with 4
minimum gap to allow for inspection of the bare concrete between the strips. Do not use
FRP unless the critical shear rating factor is 0.80. Strengthening with FRP laminate strips
or NSM strips can be considered a long-term (more than 20 years) strengthening solution.
Provide positive anchorage at the ends of FRP laminate strips. Anchorage using FRP
laminate strips transverse to the loaded direction is not acceptable. Proper surface
preparation is critical to ensure a successful FRP application.
External stirrups (vertical rods) have been used for temporary shear strengthening of
concrete girders, but they are not considered adequate for permanent strengthening.
Do not use bonded and/or bolted steel plates attached to the sides of concrete girders for
shear strengthening without prior approval from Bridge Section.
(3) Epoxy Injection Epoxy inject shear and/or shrinkage cracks where the width exceeds
0.015 inches. Epoxy injection is not considered an effective strengthening method for either
flexure or shear. However, injection of larger cracks is necessary to ensure adequate corrosion
protection. Injection of cracks 0.015 inches is difficult and is only marginally effective for
corrosion protection.
1-156

1.1.13
Reinforcement
1.1.13.1
Reinforcement, General
Make sure there is enough room for bars to fit and to place concrete. Be sure steel can be placed
and supported. Show bolster bars on reinforcement details when needed.
(1) Standard Bar Chart
Nominal
Dia. (in)
Area
(in2)
Weight
(lb/ft)
#3
0.375
0.11
0.376
#4
0.500
0.20
0.668
#5
0.625
0.31
1.043
#6
0.750
0.44
1.502
#7
0.875
0.60
2.044
#8
1.000
0.79
2.670
#9
1.128
1.00
3.400
#10
1.270
1.27
4.303
#11
1.410
1.56
5.313
#14
1.693
2.25
7.650
#18
2.257
4.00
13.60
Bar
Figure 1.1.13.1A
1-157

1.1.13.1
Reinforcement, General - (continued)
(2) Minimum Bar Covering

The minimum covering measured from the surface of the concrete to the face of any
uncoated or coated reinforcing bar should be not less than 2 except as follows.
Top of deck slab (main reinforcing)*
2.5
Bottom of deck slab*
1.5
Stirrups and ties in T-beams and outside faces of box girders, bottom rebar of slab spans, and
curbs and rails*
1.5
Stirrup ties and bottom slab steel at inside faces of box girders
All faces in precast members (slabs, box beams and girders)
Pier and column spirals, hoops or tie bars+ (increase to 4 if exposed to marine environment or
concrete is deposited in water)
2.5
Footing mats for dry land foundations (use 6 if ground water may be a construction problem)
Footing mats for stream crossing foundations
*Use 2 minimum cover for all surfaces exposed to the effects of a marine environment, Section
1.1.25.1.
+Cover over supplementary crossties may be reduced by the diameter of the tie.
Figure 1.1.13.1B
1-158

1.1.13.1
(3) Reinforcement for Shrinkage and Temperature

Provide reinforcement for shrinkage and temperature stresses near exposed surfaces and in
structural mass concrete according to LRFD 5.10.8. The area of reinforcement per surface should
be at least 0.0008 times the gross concrete area with a minimum of #4 at 18 centers. Space the
reinforcement no farther apart than three times the concrete thickness or a maximum of 18 centers.
Thickness
(in)
As
(in2/ft)
MAXIMUM BAR SIZE AND SPACING FOR ONE SURFACE

( inches )
6
9
12
.062
.091
.118
#4 @ 18
#4 @ 18
#4 @ 18
15
18
.144
.170
#4 @ 15
#4 @ 12
21
24
27
.194
.217
.239
#4 @ 12
#4 @ 10
#4 @ 10
30
36
.260
.300
#5 @ 12
#5 @ 12
#6 @ 18
#6 @ 15
48
60
.371
.433
#5 @ 10
#6 @ 12
#6 @ 12
#5 @ 18
#5 @ 15
#5 @ 15
#7 @ 18
#7 @ 15
Figure 1.1.13.1C
Since the amount of reinforcement is somewhat empirical, convenient spacing can be assumed as
shown in the above table. The table is intended for preliminary purposes only. It is based on a least
width dimension of 10 ft.
(4) Spacing of Shear Reinforcement

Where shear reinforcement is required and placed perpendicular to the axis of the member, spacing
is not to exceed 18.
(5) Negative Moment Reinforcement

For cantilever cross beams with wide bents, extend at least one-half of the negative
reinforcement the full length of the cross beam.
1-159

1.1.13.1
(6) Minimum Bar Spacing

Bar
Nominal Dia.(d)
(in)
#3
#4
#5
#6
#7
#8
#9
#10
#11
#14
#18
0.375
0.500
0.625
0.750
0.875
1.000
1.128
1.270
1.410
1.696
2.257
2.5 x d or
1.5+d
(in)
17/8
2
21/8
2
23/8
2
27/8
3
35/8
4
55/8
(1.5x1.5) + d
for 1.5 agg.
(in)
25/8
2
27/8
3
31/8
3
33/8
3
35/8
4
4
(1.5x0.75)+ d
for 0.75 agg.
(in)
1
15/8
1
17/8
2
21/8
2
23/8
2
27/8
33/8
Figure 1.1.13.1D
(7) *Tension Development Length - GRADE 60 Uncoated Bars

f'c
3.3 ksi
4.0 ksi
5.0 ksi
#3
1-0
1-0
1-0
#4
1-0
1-0
1-0
#5
1-3
1-3
1-3
#6
1-7
1-6
1-6
#7
2-1
1-11
1-9
#8
2-9
2-6
2-3
#9
3-6
3-2
2-10
#10
4-5
4-0
3-7
#11
5-5
4-11
4-5
#14
7-6
6-9
6-1
#18
9-8
8-9
7-10
* Note: Increase lengths for epoxy coated bars per LRFD 5.11.2.1.2.
Figure 1.1.13.1E
1-160

1.1.13.1
Reinforcement, General -- (continued)

(8) *Compression Development Length - GRADE 60 Uncoated Bars
f'c
3.3 ksi
4.0 ksi
5.0 ksi
#3
#4
11
10
#5
1-1
1-0
1-0
#6
1-4
1-3
1-2
#7
1-7
1-5
1-4
#8
1-9
1-7
1-6
#9
2-0
1-10
1-9
#10
2-3
2-0
1-11
#11
2-6
2-3
2-2
#14
3-0
2-8
2-7
#18
3-11
3-7
3-5
Note: Increase lengths for bundled bars per LRFD 5.11.2.2.3.
Figure 1.1.13.1F
(9) *Tension Development Length of Hooks - GRADE 60 Uncoated Bars

f'c
3.3 ksi
4.0 ksi
5.0 ksi
#3
#4
11
10
#5
1-1
1-0
11
#6
1-4
1-3
1-1
#7
1-7
1-5
1-3
#8
1-9
1-7
1-5
#9
2-0
1-10
1-8
#10
2-3
2-1
1-10
#11
2-6
2-3
2-0
#14
3-0
2-9
2-5
#18
4-0
3-7
3-3
* Note: Increase lengths 20% for epoxy coated bars per LRFD 5.11.2.4.2.
Figure 1.1.13.1G
1-161

1.1.13.1
(10) Minimum Column Bar Lengths in Footings
Figure 1.1.13.1H
1-162

1.1.13.1
(11) Welded Splices and Mechanical Connections

When field welding of reinforcing steel is anticipated, use ASTM A 706 reinforcing steel. Welding of
ASTM A615, Grade 60 reinforcing steel is not permitted without prior approval from the ODOT
Welding Engineer.
Welding of ASTM A706 for splices for column spiral reinforcing is permitted. See Section 1.2.7.6 for
comments.
Use approved mechanical splices for #14 and #18 vertical column bars. Stagger splices as shown
below, to avoid adjacent bars being spliced in the same plane.
Figure 1.1.13.1I
Show lap splices on structure plans with the option of approved mechanical splices available to the
contractor.
Special cases such as steel in back walls of abutments of post-tensioned concrete bridges and
splicing reinforcement in existing structures may require the use of mechanical splices.
1-163

1.1.13.1
(12) *Lap Splices GRADE 60

Ratio of
As provided/ As required
2
<2
Percent of As Spliced with Required Lap Length

50
75
A
A
B
C
* Class A splices ( 1.0 ld )

f c
3.3 ksi
4.0 ksi
#3
1-0
1-0
#4
1-0
1-0
#5
1-3
1-3
#6
1-7
1-6
#7
2-1
1-11
#8
2-9
2-6
#9
3-6
3-2
# 10
4-5
4-0
# 11
5-5
4-11
5.0 ksi
1-0
1-0
1-3
1-6
1-9
2-3
2-10
3-7
4-5
* Class B splices ( 1.3 ld )

f c
3.3 ksi
4.0 ksi
#3
1-0
1-0
#4
1-4
1-4
#5
1-8
1-8
#6
2-0
2-0
#7
2-9
2-6
#8
3-7
3-3
#9
4-6
4-1
# 10
5-9
5-2
# 11
7-0
6-4
5.0 ksi
1-0
1-4
1-8
2-0
2-4
2-11
3-8
4-8
5-8
* Class C splices ( 1.7 ld )

f c
3.3 ksi
4.0 ksi
#3
1-4
1-4
#4
1-9
1-9
#5
2-2
2-2
#6
2-7
2-7
#7
3-7
3-3
#8
4-8
4-3
#9
5-11
5-4
# 10
7-6
6-9
# 11
9-2
8-4
5.0 ksi
1-4
1-9
2-2
2-7
3-0
3-9
4-9
6-1
7-5
Figure 1.1.13.1J
1-164
100
B
C

1.1.13.1
(13) Development of Flexural Reinforcement

The added length, "X", is to provide for unanticipated loading conditions or shifting of the moment
diagram due to shear cracking.
Figure 1.1.13.1K
(14) Distribution of Flexural Reinforcement

For moderate exposure conditions, use e = 1.0. For severe exposure conditions such as structures
subject to the effects of sea spray, deicing chemicals or other corrosive environments, use e =
0.75. In decks, use e = 1.0.
(15) Bundled Bars

Tie bundled bars with No. 9, or heavier, wire at 4-0 maximum centers. Bundled #14 or #18 bars
should not be used without the approval of the Supervisor.
When bundled bars are used in columns, the minimum clear distance between bundles is 2.5
times the diameter of the largest bar in a bundle.
Bundled bars preferably should not be used in bridge decks. If they are so used, increase the
thickness of the deck by the diameter of the bar throughout the length where bundling is used.
(16) Headed Reinforcement

Headed reinforcement can be used to reduce congestion or reduce development length over a
standard hook. Headed reinforcement will always require less development length compared to a
standard hook.
1-165

1.1.13.1
Headed rebar is only available for ASTM A 706 and ASTM A 615 applications. It is not available for
stainless steel applications. The cost of headed rebar will generally exceed that of a standard hook.
Therefore, they should only be used where the benefit of reduced congestion and/or shorter
development length is significant.
Do not use headed reinforcement where their use will reduce concrete cover below the minimum
required. For this reason, it may be necessary to use standard hooked bars in the corners of a
rebar cage that otherwise contains headed bars.
Bars which require headed reinforcement should be designated on the plans. The 00530 boiler
plate special provision requires headed reinforcement to meet ASTM A 970. It also requires
headed reinforcement products be selected from the ODOT Qualified Products List (QPL).
Therefore, there is no reason to say anything other than headed bar on the plans.
Heads may be square, rectangular, round or. Minimum head size for square and round heads are
provided below. Rectangular and oval head area must exceed 10 times the bar area.
Bar Size
#4
#5
#6
#7
#8
#9
# 10
# 11
# 14
Minimum Head Size for Headed Reinforcement

Min. Width for Square Heads
Min. Diameter for Round Heads
1 1/2
1.6
1 3/4
2.0
2 1/8
2.3
2 1/2
2.7
2 3/4
3.1
3 1/8
3.5
3 1/2
4.0
4
4.4
4 3/4
5.3
Figure 1.1.13.1L
Headed reinforcement will not require project testing. Testing is required as part the QPL approval
process. Q/C testing by the manufacturer is also required by ASTM A 970.
When proposed by a Contractor, headed reinforcement meeting the minimum head size
requirement will generally be acceptable as a direct replacement for standard hooks, except where
the head will not allow the required minimum concrete cover.
1-166

1.1.13.1
Use the following minimum development lengths for headed reinforcement.

Development Length for Headed Reinforcement, Fy = 60 ksi
f c
3.3 ksi
4.0 ksi
5.0 ksi
#4
6
5
5
#5
7
6
6
#6
8
8
7
#7
10
9
8
#8
1-0
10
9
#9
1-6
1-2
10
# 10
1-10
1-6
11
# 11
2-1
1-8
1-0
# 14
3-0
2-4
1-3
Figure 1.1.13.1M
The modification factors and tie requirements in LRFD 5.11.2.4.2 and 5.11.2.4.3 should also be
applied to headed reinforcement.
Place adjacent headed bars at a minimum spacing of 6*db. Spacing less than 6*db can be used if
heads from adjacent bars are spaced longitudinally (along the length of the bar) a minimum of
8*db as shown in Figure 1.1.13.1M.
When bundled bars are used, one bar in the bundle may be terminated using headed rebar.
Terminate other bars in the bundle using standard hooks as shown in Figure 1.1.13.1M.
Figure 1.1.13.1N
1-167

1.1.13.1
Use of headed reinforcement can result in high concrete compressive stresses under the bar
head. Consider the load path for head compression loads and provide distribution steel
perpendicular to a headed bar to ensure satisfactory distribution of compressive stresses. The
following articles may be useful to understand the load distribution of headed bars:
Strut-and-Tie Models for Headed Bar Development in C-C-T Nodes, Chun and Hong,
ACI Structural Journal, Vol. 106, No. 2, March-April 2009, pg. 123-130.
Investigation of Dispersion of Compression in Bottle-Shaped Struts, Sahoo, Singh and

Bhargava, ACI Structural Journal, Vol. 106, No. 2, March-April 2009, pg. 178-186.
AASHTO LRFD 5.11.3 allows for mechanical devices as anchorage. Headed rebar meeting or
exceeding the size required by ASTM A 970 has been extensively tested. A summary of such
testing can be found in Texas Research Report 1855-1, Anchorage Behavior of Headed
Reinforcement Literature Review, May 2002. This document is available for download on the web
at:
http://www.utexas.edu/research/ctr/pdf_reports/1855_1.pdf
The minimum development lengths for headed reinforcement are based on the greater of:
50% of the equivalent hooked bar development length

Calculations using a combination of head bearing capacity and bar development
Development length calculations were based on concrete bearing capacity under the head plus
additional straight bar development length as required to fully develop the yield strength of the
bar. The concrete bearing capacity was taken from LRFD equation 5.5.7-2 and was adjusted
using a resistance factor of 0.7 for bearing on concrete per LRFD 5.5.4.2.1. Some of the
proposed development lengths were increased to provide reasonable transitions between
different bar sizes.
ACI 318 allows headed reinforcement, but requires a development length equal to 75% of the
equivalent hooked bar development length. We believe this is overly conservative for bridge
applications.
1-168

1.1.13.1
The following chart illustrates the difference between ODOT and ACI development length
requirements.
Development Length for Headed Reinforcement, Fy = 60 ksi

f'c
3.3 ksi
Calc
#4
#5
4"
#6
8"
#7
10"
#8
12"
#9
18"
#10
22"
#11
25"
#14
36"
4.0 ksi
ODOT
ACI
6"
7"
8"
10"
12"
18"
22"
25"
36"
7.8"
Calc
9.8"
2"
11.8"
6"
13.7"
8"
15.7"
9"
17.7"
14"
19.9"
18"
22.1"
19"
26.6"
28"
5.0 ksi
ODOT
ACI
5"
6"
8"
9"
10"
14"
18"
20"
28"
7.1"
Calc
8.9"
0"
10.7"
3"
12.5"
4"
14.3"
3"
16.1"
7"
18.1"
9"
20.1"
7"
24.1"
12"
ODOT
ACI
5"
6"
7"
8"
9"
10"
11"
12"
15"
6.4"
8.0"
9.6"
11.2"
12.7"
14.4"
16.2"
18.0"
21.6"
Development length controlled by 50% of equivalent hooked bar development length

Development length based on ODOT calculations, but less than ACI development length
Development length based on ODOT calculations and exceeds ACI development length
ACI development length = 75% equivalent hooked bar development length
Calc = Calculated development length from combination of head capacity and bar development
Figure 1.1.13.1O
For concrete strengths above 5.0 ksi, the required minimum development length for headed
reinforcement can be calculated using 50% of the equivalent hooked bar development length.
1-169

1.1.13.2
Bar Lengths
Use stock bar lengths whenever possible without sacrificing economy. Unless absolutely
necessary, don't call for bars longer than 60 feet because they are difficult to handle and transport.
Bar Size
#3
#4 and #5
#6 thru #18
Stock Length *
20 & 40
20, 30 & 40
60
* Only small quantities of #14 and #18 bars are stockpiled by the supplier because of size and
weight and may require special mill orders.
Bar lengths specified include hook lengths unless detailed otherwise.
Figure 1.1.13.2A
1-170

1.1.13.3
Interim Reinforcement for T-Beams and Box Girders
When the deck slab of a continuous T-beam or box girder is placed after the concrete in the stem
has taken its set, place at least 10 percent of the negative moment reinforcing steel full length of the
longitudinal beam to prevent cracks from falsework settlement or deflection. In lieu of the above
requirement, 2 - #8 bars full length of longitudinal girders may be used.
In concrete cross beams whose principal negative reinforcement lies in the deck slab, locate a
portion of the negative reinforcement in the stem of the cross beam below the level of the deck slab
construction joint. Provide sufficient ultimate reinforcement capacity to support 150 percent of the
dead load of the crossbeam and superstructure 5 feet along the centerline of the structure either
side of the center of bent. Use no less than 10 percent of the total negative reinforcement.
In cases where the bent cross beams are skewed to the deck steel, place the top cross beam steel
in the top of the stem below the deck (dropped panel). See the following page for typical details.
Figure 1.1.13.3A
1-171

1.1.13.4
Additional Shear Reinforcement
As shown below, provide additional reinforcement to the calculated shear reinforcement in

cantilevered portions of cross beams. Pay careful attention to clearances and possible conflicts with
post-tensioning ducts and other reinforcement. Detail the size and number of bars to provide at
least 20% of the factored Strength I Limit State shear demand at the face of the column. Apply this
provision to cantilevered sections of cross beams when the cross beam cantilever from the face of
the column exceeds the cross beam depth at the face of the column. This additional reinforcement
may be omitted if the shear reinforcement provided from the critical shear section to the face of
column provides 20% additional capacity above the controlling strength limit state.
Figure 1.1.13.4A
1.1.13.5
Diaphragm Beam Steel
The detail below assumes the deck reinforcement is stopped 6 in. clear of the transverse beams.
The added bars provide reinforcement for Beam-D and the deck overhang. If straight bars are used,
the spacing of the deck steel will be continuous over the transverse beams and no additional bars
will be required.
Figure 1.1.13.5A
1-172

1.1.14
Precast Prestressed Concrete Elements
1.1.14.1
Design of Precast Prestressed Elements
The nature of precast prestressed elements requires special handling in several areas.
Design General
Each precast prestressed element is to be designed job specific.
Deck requirements National Highway System routes and routes with 20-year
projected ADTT > 1000.
Side-by-side slabs and box beams 5 minimum HPC thickness with a

single mat of reinforcement (8 maximum centers each way). 7 minimum
thickness for any portions overhanging the exterior slab or box beam.
Side-by-side Bulb-T and deck Bulb-T girders 7 minimum HPC
thickness with two mats of reinforcement (8 maximum centers in each mat
and each direction). Because of this requirement, deck Bulb-T girders will
generally be used only on low-volume routes.
Spread slabs and box beams 7 minimum HPC thickness with two
mats of reinforcement (8 maximum centers in each mat and each
direction).
Bulb-T (not side-by-side) and Bulb-I girders 8 minimum HPC
thickness (see 1.1.20.1).
Deck requirements for non- National Highway System routes and routes with
20-year projected ADTT < 1000.
Side-by-side slabs and box beams 2 minimum asphalt concrete

wearing surface with membrane waterproofing or 5 minimum HPC
thickness as specified above.
Side-by-side Bulb-T and deck Bulb-T girders 2 minimum asphalt
concrete wearing surface with membrane waterproofing or 7 minimum
HPC thickness as specified above.
Spread slabs and box beams 7 minimum HPC thickness with two
mats of reinforcement (8 maximum centers each way).
Bulb-T (not side-by-side) and Bulb-I girders 8 minimum HPC
thickness (see 1.1.20.1).
HPC decks must be cast-in-place.
Note: ADTT = ADT x %trucks. The 20-year ADT volume should be in the project prospectus.
The %trucks can be determined by locating the nearest Permanent Automatic Traffic Recorder
(ATR) station. This information is kept by the Transportation Data Section under the
Transportation Development Division and can be found at the following website:
http://egov.oregon.gov/ODOT/TD/TDATA/tsm/tvt.shtml
From this website, go to Permanent Automatic Traffic Recorder Stations (ATRs) Trend
Summaries and select the latest year.
If a prospectus is not available, if the 20-year ADT is not shown and/or if an appropriate ATR
cannot be found, contact the Project Leader or Contract Administrator.
1-173

1.1.14.1
Design of Precast Prestressed Elements - (continued)
Concrete Strength Concrete design compressive strengths should not be

higher than actual design requirements. List the required concrete strengths in
the General Notes.
The allowable range of design comprehensive strengths of concrete at 28 days

(fc) to be used are:
Minimum Maximum
for precast, prestressed slabs and box beams
4000 psi 7000 psi
for precast, prestressed girders, and
integral deck girders
5000 psi
9000 psi
When precast, prestressed members are used without a cast-in-place

deck, the 28-day compressive strength is limited to 6000 psi. This
limitation is required to ensure adequate air entrainment and to ensure
adequate workability. Higher strength concretes generally are less
workable and therefore are more difficult to achieve an acceptable finish
suitable for a riding surface. If a separate concrete mix (6000 psi or
less) is used for the top flange, then higher strengths (up to 9000 psi)
may be used for the remainder of the member.
The allowable range of design compressive strengths of concrete at release

of prestress (fc) to be used are:
Minimum Maximum
all precast, prestressed members
4000 psi 7000 psi
Do not exceed the compressive strengths listed above without an approved

exception from the State Bridge Engineer.
Concrete Tensile Stress Limits:

3 * sqrt(fc), where fc is in psi.
Modify AASHTO LRFD Table 5.9.4.1.2-1 as follows:

Modify the 9th bullet to 0.0948 * sqrt(fc), where fc is in ksi.
No Tension criteria in 6th and 8th bullets still apply.
Modify AASHTO LRFD Table 5.9.4.2.2-1 as follows:
Modify the 1st and 8th bullets to 0.0948 * sqrt(fc), where fc is in ksi.
No tension criteria in 3rd, 5th and 7th bullets still apply.
Simple-Span Girders Made Continuous for Live Load When precast
girders are made continuous for live load, design the positive moment
area as if the girder was simply-supported. A maximum concrete
tensile stress up to 6*sqrt(fc) in the positive moment area will be
allowed for this condition. Also ensure that the maximum concrete
tensile stress in the positive moment area does not exceed 3*sqrt(fc)
when the girder is considered continuous for live load.
Prestress Losses Calculate prestress losses in precast members using either

the Detailed or Approximate method per NCHRP Project No. 18-07 or the
methods given in the LRFD Specifications. Obtain a copy of the report from
the
1-174

1.1.14.1

Transportation Research Board before attempting to use the NCHRP methods.
The NCHRP methods have been approved by AASHTO and will be included
in the next interim update to the LRFD Bridge Design Specifications.
Do not include the prestress gain due to application of live load in the total
long-term loss calculation.
An Excel spreadsheet for calculating prestress losses using the NCHRP 18-07
methods is available from the Bridge Engineering Section.
The preferred method of calculating prestress losses is the Detailed method
per NCHRP 18-07. Prestress loss estimates by past ODOT bridge designers
have generally been in the 35 to 45 ksi range. Therefore, the NCHRP 18-07
loss calculations appear to be consistent with earlier loss predictions. And
these loss levels have resulted in relatively accurate predictions of camber at
the time of deck placement. There has also been no record of service cracking
in bridges designed with these prestress loss levels.
Prestress gain due to application of live load can be more than 20% of the total
prestress loss. ODOTs policy of not including this gain results in a
conservative estimate of final girder stresses. Because of this, an accurate
estimate of prestress losses is preferred rather than a conservative estimate.
Note also that prestress loss affects girder stress, but does not change the
ultimate strength or capacity to carry permit loads.
Transforming the prestressing strand to increase section properties is not
recommended. The Eriksson PSBEAM program allows this to be done by
simply checking a toggle. As stated in NCHRP 18-07, prestress losses should
be calculated differently (no elastic losses or gains) when transformed
properties are used for the prestressing strand. If so, the final girder stresses
will be approximately the same whether gross or transformed section
properties are used. Therefore, there is no significant advantage in using
transformed section properties.
Detailing General
Camber - See Section 1.1.17 for special requirements pertaining to ACWS,
sidewalk, and rail requirements.
Deck Drainage - See Section 1.1.20.3 for details specific to slab and box beam
elements.
Girder Storage and Shipment - See Standard Specifications section 00550.51
prohibits transportation before 7 days and only after the 28-day compressive
strength has been achieved. There may be special construction circumstances
when a member needs to be transported and placed before the 7 days, but it
should not be allowed before the 28-day compressive strength has been
achieved.
Delaying transportation and placement of the member beyond the 7 days
should be specified only if absolutely required by design. A longer placement
delay would be appropriate, if the design required additional long-term
shrinkage and creep to have occurred prior to fixing or encasing the beam
ends.
1-175

1.1.14.1
1.1.14.2
Skew - Limit skew to 45 degrees for precast slabs and 30 degrees for precast
boxes. Excessively skewed slabs and boxes tend to warp more, making fit and
obtaining uniform bearing on the bearing pads more difficult. Stair stepping the
bearing pads may be necessary to obtain uniform bearing.
Stage Construction of Slabs and Boxes with cast-in-place HPC decks Do

not use side-by-side slabs or boxes with HPC decks when precast elements
must be placed in stages. Such stage construction does not allow tie rods to
be placed as detailed in BR445. Spread slabs or boxes with a 7 minimum
deck thickness (two mats of deck steel) would be an acceptable option for
bridges constructed in stages.
Transverse Connection for Side-by-Side Slabs and Boxes Connect sideby-side slab and box elements with transverse tie rods as detailed on
BR445. Alternate connection details, such as intermittent weldments, are not
allowed.
Surface Finish for Precast Members - The standard specifications requires a

light broom finish on the tops of members having an asphalt wearing surface
and a roadway finish for members having an HPC deck. A roadway finish
combined with extending stirrup legs up into the deck should provide
adequate capacity to ensure composite action between the girder and deck.
It is not necessary to require additional roughening.
Interface Shear For all members with a cast-in-place deck, provide

interface shear reinforcement full length of the member regardless of
whether or not it is required by design. This requirement is satisfied by
extending stirrups from the precast member up into the deck slab and will
result in minimum reinforcement across the interface shear plane equal to
two #4 bars at 18 inch centers.
Joint and Keyway details - see standard drawings for recommended details.
See Appendix 1 Figures for other typical details.
Design and Detailing of Precast Prestressed Girders
(1) Stay-in-Place Forms Where the spacing between edges of precast concrete girder flanges is
no greater than 2 ft, steel stay-in-place deck forms may be used. However, do not use stay-in-place
forms in exterior bays.
Steel stay-in-place deck forms may also be used behind end beams where the deck is continuous
over interior bents. Hot-dip galvanize all steel stay-in-place forms.
If stay-in-place deck forms are allowed, provide a minimum section modulus of 0.15 in3 per ft and a
maximum form height of 1.5. Install stay-in-place forms such that the top of the form is at the
design bottom of deck thickness. The weight of a form meeting these requirements is likely to be
less than 2 psf. This weight is not significant and need not be included in the design. However, add
10 psf additional non-composite dead load in the girder design to account for extra concrete weight.
Do not use stay-in-place forms at deck overhang areas or where the edges of girder flanges are
greater than 2 ft apart. In such cases, access for inspection and future maintenance of the deck
precludes the use of stay-in-place deck forms.
1-176

1.1.14.2
Design and Detailing of Precast Prestressed Girders - (continued)
Do not use stay-in-place forms in coastal areas.

These provisions apply to precast girders, slabs and boxes.
Where stay-in-place forms are considered, add the following statement with the loading section of
the general notes:
Stay-in-place deck forms may be used except for exterior overhangs and between the exterior
girder and the first interior girder on each side of the structure. XX psf additional non-composite
dead load has been included in the girder design to account for extra concrete and form weight
associated with stay-in-place forms.
(2) Diaphragm Beam Restraint:
Figure 1.1.14.2A
1-177

1.1.14.2
(3) Beam Seat or Top of Crossbeam Elevation - A note on the plans should indicate if the beam
seat (or top of crossbeam) elevations shown are for deck buildups based on three months camber.
Adjust the beam seat (or top of crossbeam) elevations during construction to correct for the revised
deck buildups.
(4) Continuous Deck Reinforcement - Provide additional deck reinforcement for bridges composed
of precast simple span elements with continuous deck as shown below. This detail does not apply
to bridges made continuous for live load. When girders are made continuous for live load, the deck
reinforcement must resist the negative moments generated. The result will be substantially more
deck steel than the detail below. NCHRP Report 519 provides design examples for girders made
continuous.
Figure 1.1.14.2B
(5) Beam Stirrups - Bulb-T and Bulb-I standard drawings show stirrups with 900 shop bent hooks at
the top of the girder. These hooks must protrude at least 3 in. above the bottom of the deck. If they
do not, because of excessive build-up, the standard drawing requires the use of "U" bars to fill the
gap.
There is no need for the stirrup hooks or "U" bars to extend to the top mat of deck reinforcement, as
has been shown in the past. Details on the plans should reflect these requirements.
Figure 1.1.14.2C
1-178

1.1.14.2
(6) Structure Widenings, Precast Beam Bridges - Detail connections between superstructures to
prevent widening dead loads from being transferred to the existing beams. This may be
accomplished by delaying the connection pour (diaphragm and deck) until most of the dead load is
applied to the widening. The designer chooses the appropriate placement method.
Figure 1.1.14.2D
Note: In the above closure pour method, the deck screed machine would normally be placed or
supported on the widening beams. As the concrete is placed, the beams tend to deflect equally.
This equal deflection normally gives better control of deck thickness and deck steel cover.
1-179

1.1.14.2
Figure 1.1.14.2E
Note: In the above delayed diaphragm pour method, the deck screed machine rails would normally
be placed or supported with one rail on the existing structure and one rail on the widening beams.
As the concrete is placed, the new beams would tend to deflect more than the existing composite
beams. This unequal deflection makes it more difficult to control deck thickness and deck steel
cover, especially at the new beam adjacent to the existing structure.
(7) Deck Pour Sequence - Placement of decks on precast prestressed beams should take place no
less than 60 days after stress transfer. This is to allow a majority of the prestress camber to occur,
thus enabling more accurate determination of beam build-up for the deck screeding.
(8) Diaphragm Beams - Use concrete diaphragm beams at span ends and at midspan. Install
temporary diaphragms midway between the end and midspan diaphragm beams before pouring the
end and midspan diaphragm beams. Temporary beams may be removed after removing the deck
overhang brackets.
(9) Earthquake Restraint Details - See cost data books for sample plans and details.
(10) Fixed Girder Connections - Where girder ends are designed with a fixed connection to an end
beam or bent cap, embed the girder into the end beam (or bent cap) a minimum of 8 inches.
Provide transverse bars/rods through the girder ends as shown on the standard drawings (BR300 &
BR310). In addition to the above requirements, provide strand extensions and/or dowels at the end
of the girder as needed to ensure adequate transfer of loads to the substructure.
(11) Girder Spacing Limit girder spacing to 9 feet for girder sections up to BT72 and 1.5 times
girder depth for larger girders.
1-180

1.1.14.3
Stage Construction for Side-by-Side Precast Prestressed Elements
(1) Precast Members topped with ACWS - Side-by-side elements are typically topped with a
waterproofing membrane and asphalt wearing surface. This type of construction works well in a
stage construction scenario as long as the elements are placed consecutively from one side to the
other.
When using this type of construction, the previous stage precast element at the stage construction
joint must carry some of the wearing surface dead load from the subsequent stage since adjacent
slabs must have their tie rods connected before the wearing surface is placed for the subsequent
stage. This additional load is generally ignored (i.e., the members are designed as if they were all
placed in one stage). Long term creep is thought to mitigate this condition. To date, annual
inspections have found no distress in precast elements due to this practice.
For cases where elements cannot be placed consecutively from one side to the other, it becomes
impossible to place standard transverse tie rods. For this reason, select a different structure type
(ex., spread slabs or girders with CIP deck) when elements cannot be placed consecutively. Any
side-by-side precast slab or box element must be connected to adjacent elements with transverse
tie rods as detailed in BR445. Alternate details, such as intermittent weldments, are not allowed.
(2) Precast Members topped with CIP concrete Side-by-side elements may be topped with
an HPC deck. See 1.1.14.1 for minimum deck thickness and reinforcing requirements.
For this type of construction, the deck dead load is substantially larger than the ACWS case. For
this reason, this type of construction must be detailed to prevent the deck dead load from later
stages from being transferred to previous stages.
One solution to this problem is to provide a space (12 to 18 inches) between the stages that is filled
with a CIP closure girder which is placed after full deck dead load is applied to both adjacent
sections. For this case, design the precast members adjacent to the construction joint as exterior
girders. Design the CIP closure girder to carry a contributory portion of live load under the strength
limit states.
Use of spread slabs or boxes is another possible solution for stage construction. If so, use 7
minimum deck thickness with two mats of steel as required by 1.1.14.1.
Any side-by-side precast slab or box element must be connected to adjacent elements with
transverse tie rods as detailed in BR445. Alternate details, such as intermittent weldments, are not
allowed.
1-181

1.1.15
Cast-In-Place Superstructure
1.1.15.1
General Design
(1) Structure Depths

See 1.1.2.3(2) for minimum depth and live load deflection requirements.
(2) Computations of Deflections
Base computed deflections on the effective moment of inertia of the section.
Estimate long-term deflections as instantaneous deflection times a factor of 3 for reinforced
concrete elements.
1.1.15.2
Interim Reinforcement for T-Beams
Refer to Section 1.1.13.3.
1.1.15.3
Diaphragm Beam Steel
Refer to Section 1.1.13.5.
1.1.15.4
Box Girder Stem Flare
Taper changes in girder stem thickness for a minimum distance of 12 times the difference in stem
thickness. See Standard Drawing BR130 for details.
1.1.15.5
Shear Keys and Construction Joints
Normally, shear keys at construction joints are unnecessary. Show construction joints with a
roughened surface finish unless shear keys are required and shown on the plans.
At construction joints between the stem and slab of concrete girder bridges, use the following note:
Roughened surface finish. See 00540.43(a) in the Standard Specifications.
1.1.15.6
Access Holes
Access may require using manholes and/or access holes through bottom slabs, diaphragm beams,
crossbeams and longitudinal beams. See Standard Drawings BR135 and BR136 for details.
Avoid placing access holes through the deck of a structure. There is a potential for the access hole
cover to leak. Disruption of traffic and the need for traffic protection and direction should be avoided.
In addition to the standard drawing for Access Holes, draw a section on the plans normal to the
girder through the access hole showing the relationship of the longitudinal stems, utility lines, and
crawl holes to the access hole and ladder. If the drawing is to scale, dimensions need not be
shown. See Section 1.4.4 for access requirements.
1-182

1.1.15.7
Bottom Slab Details
Generally, show the bottom slab of box girders to be parallel to the top slab in transverse section so
that all girder stems will be the same depth.
The thickness of the bottom slab should not be less than 6.
Place a 4 x 4 drain hole through each diaphragm beam at the low point of each cell. Place a 4
diameter drain hole through the bottom slab at the low point of each series of cells in a span. For
cells that carry water lines, increase 4 diameter to 6 diameter.
Figure 1.1.15.7A
1.1.15.8
Cross Beams
Refer to Section 1.1.13.3 and1.1.13.4.
1.1.15.9
Fillets
Provide adequate fillets at the intersections of all surfaces within the cell of a box girder, except at
the junction of web and bottom flange where none are required.
1-183

1.1.15.10
Structure Widenings, Cast-in-Place Superstructures
Connections between superstructures should be detailed to prevent widening dead loads from
being transferred to the existing beams. One method is to temporarily support the beam adjacent to
the widening during construction. Designate locations where supports are required and expected
maximum reactions. An alternate method requires closure pours for the diaphragm and deck slab.
Figure 1.1.15.10A
1.1.15.11
Stay-in-Place Forms for Deck
For deck construction, stay-in-place forms will not be allowed. Loss of access for inspection and
future maintenance of the deck preclude the use of stay-in-place deck forms.
1-184

1.1.16
Post-Tensioned Structures
1.1.16.1
General Design
(1) Structure Depths

See 1.1.2.3(2) for minimum depth and live load deflection requirements.
(2) Shrinkage and Creep Stresses

The stresses in the superstructure and substructure of post-tensioned concrete bridges which result
from elastic shortening may be assumed to remain in the structure indefinitely. The stresses which
might be assumed to develop as the result of shrinkage and creep may be assumed to be relieved
by creep.
(3) Shortening of Post-Tensioned Bridges

The following values for shortening of post-tensioned, cast-in-place concrete bridges are based on
field measurements by the ODOT Bridge Section. Compare the design values with the field
measured values and use the more conservative value.
Shrinkage prior to tensioning (theoretical)
0.4 x .0002 ft/ft x 12 in/ft x 100 ft =
Elastic shortening
Shrinkage and creep after tensioning to 1 year
Shrinkage and creep 1 year to 20 years (anticipated)
0.10/100
0.44/100
0.29/100
0.10/100
These structures were stressed to an average concrete stress of 1200 psi (1000 to 1300 psi). For
other values, the elastic shortening and creep should be roughly proportional. Our data indicates
that variation of these values by 50 percent would not be unusual.
(4) Deflections
Estimate long-term deflections as the net instantaneous deflection (DL + Prestress) times a factor of
two for cast-in-place post-tensioned elements.
(5) Curved Post-Tensioned Ducts

Design for the radial prestress forces resulting from curved tendons in post-tensioned structures.
Additional shear/flexural reinforcement may be required to resist the lateral web forces and ties to
resist the web bursting forces.
1-185

1.1.16.1
General Design - (continued)
(6) Design Moments at Interior Bents of Post-Tensioned Bridges

For crossbeams with widths less than the distance between the top and bottom slab, do not include
the crossbeam in the superstructure section properties. Project the stem and slab dimensions to
the centerline of the bent and use those dimensions to calculate section properties. Use the
negative moment at the bent centerline for design.
Figure 1.1.16.1A
For greater crossbeam widths, use the above section properties and consider adding
supplementary reinforcing steel across the top of the crossbeam to control any theoretical cracking
that may occur from live loading.
(7) Skewed Box Girders

Box girder bridges with skews of over 200 cannot be safely designed without taking into account the
effects of skew. These effects generally increase as any of the following increase: skew angle,
span length, torsional rigidity of the superstructure. The principal effect of skew is to increase the
reactions at the obtuse corner of the structure and to reduce those at the acute corners (sometimes
even causing uplift). This increases shear in the beams adjacent to the obtuse corners and
produces transverse shear in the deck and bottom slab. These effects can be reduced by reducing
the skew, which generally means lengthening the structure and/or by placing cross beams at interior
bents normal to the centerline of the structure.
When torsion due to skew is a problem, consideration should be given to reducing the torsional
stiffness of the structure. RCDG bridges, either cast-in-place or with precast girders, are torsionally
limber.
0
Do not design box girder bridges with bents skewed more than 45 from the normal to the structure
centerline.
Careful design of post-tensioning with regard to the deflection and slope of the girder at a skewed
end can nullify or reverse the tendency of the obtuse corner of the skewed structure to take a
disproportionate part of the dead load. Theoretically, this could be done so that under full DL+LL+I,
the reactions would be equal at all bearings. Even an approximation of this condition will benefit the
design.
1-186

1.1.16.1
General Design - (continued)
(8) Concrete Tensile Stress Limits

The concrete tensile stress limits given in 1.1.14.1 also apply to post-tensioned members.
1.1.16.2
General Details
Details and practices stated in Section 1.1.15 generally apply to post-tensioned box girders as well
as conventional box girders.
(1) Conventional Box Girders

See Standard Details DET 3125 and DET 3130 for general details.
(2) Precast Trapezoidal Box Girders

See Standard Drawing BR133 and Standard Details DET 3131, DET 3132, and DET 3134 for
general details.
(3) Access and Ventilation

See Standard Drawings BR135 and BR136 for general details.
1-187

1.1.16.3
Post-Tensioned Deck Overhangs
Place post-tensioning ducts and deck reinforcement normal to the centerline of the structure.
Figure 1.1.16.3A
1.1.16.4
Stress Rod Reinforcement of Bearing Seats
A recent example of a stress-rod reinforced bearing seat is shown below. In order to retain a
significant amount of prestressing force, the stressed length of the rod should be not less than 10
feet.
Figure 1.1.16.4A
1-188

1.1.16.5
Segmental Construction
Where precast and cast-in-place concrete elements are joined in a continuous, segmental structure,
chamfer the exterior corners of the cast-in-place portion to match the precast elements. It is
standard practice to chamfer precast elements, even though the chamfer may not be shown on our
drawings or the shop drawings.
1.1.16.6
Support Tower Details and Notes
Design the support tower at the end of the suspended span to support the reaction from the
suspended span including the additional reaction due to post-tensioning. Show on the plans the
approximate total reaction is kips. Design the tower to accommodate the elastic shortening of the
superstructure due to post-tensioning. Make provisions so that the superstructure may be returned
to the plan elevation (raised or lowered) in the event that actual settlement at the top of the tower
differs from the anticipated settlement. Keep the support tower in place until the suspended span is
fully supported by the cantilever and adjoining span.
Figure 1.1.16.6A
1-189

1.1.16.7
Reinforcement of Deck Overhangs
In order to prevent cracking at the end of post-tensioned spans, extend the end diaphragm beam to
the edge of the deck or provide additional diagonal deck reinforcement similar to shown below.
Figure 1.1.16.7A
1-190

1.1.16.8
Post-Tension Strand Duct Placement
The detailing of post-tensioned box girders should allow pouring the bottom slab and stems as
separate pours. The design of the prestressed tendon path should be such that the ducts do not fall
in the area of the bottom slab. See Standard Details DET 3125 and DET 3130 for general details.
To ensure the ducts are fully encased in concrete, avoid locating ducts in the bottom slab and avoid
crossing construction joints near the top slabs. Show the following details on the project plans if
needed:
Figure 1.1.16.8A
Figure 1.1.16.8B
1-191

1.1.17
Camber Diagrams
1.1.17.1
Camber Diagrams, General
Show camber diagrams on the plans for all types of cast-in-place concrete structures. The camber
diagram shall be titled, Dead Load Camber Diagram and be accompanied by the applicable
portions of the following note:
Camber is designed to compensate for deflection due to prestressing, the dead load of all
concrete, stay-in-place forms and wearing surface and the long-term effects of shrinkage and
creep.
An example of a camber diagram for a cast-in-place structure is shown below.
Figure 1.1.17.1A
1-192

1.1.17.2
Precast Slabs and Box Beams
Camber of precast elements has increased in recent years due to higher strand forces. Top of slab
elevations should reflect allowances for camber and grade correction. Rail posts lengths and curb
heights will have to be increased accordingly near the ends to obtain the proper finish rail height and
curb exposure. Note on the Typical Deck Section that post lengths may vary due to camber and/or
superelevation. Include information on the contract plans as follows:
Figure 1.1.17.2A
1.1.17.3
Precast Girders
Camber instructions pending
1-193

1.1.18
Pour Schedules
1.1.18.1
Pour Schedules, General
In order to avoid misunderstanding and claims by the contractor, take care to make sure that
construction sequences and pouring schedules are clearly described. Particular care is needed if
symmetrical structures are covered by sketches showing half of the structure.
In general, longitudinal pours in continuous spans are stopped near the bents to allow concrete
shrinkage to occur in the majority of the span. Closure pours over the bent are generally shorter to
minimize shrinkage cracking that could occur between fixed supports or placements.
Bottom slab or beam construction joints should be made at a falsework bent rather than a
permanent bent. Cracking may develop at a permanent bent, if the adjacent falsework settles or
deflects during the concrete placement.
1.1.18.2
T-Beams Supported on Falsework
A typical sketch and pour sequence is shown below.
Figure 1.1.18.2A
POUR SCHEDULE
1.
Pours (1) and (2) are the longitudinal and transverse beams to the bottom of deck (or fillets).
Make all Pours (1) prior to Pours (2). Beam construction joints shall not be near a permanent bent
but shall be made at a falsework bent. Adjacent beam pours shall be delayed a minimum of 3 days.
2.
Pour (3) is the (fillets and) deck. Pour (3) to be delayed a minimum of 3 days after completion
of all Pours (2). A deck construction joint may be made over any transverse beam. Delay pouring
adjacent sections of deck a minimum of 5 days. Bulkheads for deck pours shall not be removed
until at least 3 days after completion of pour. Deck pours may extend over any part of a span or
spans so long as they meet these requirements.
1-194

1.1.18.3
Box Girders on Falsework
Figure 1.1.18.3A
POUR SCHEDULE:
1.
Pours (1a) and (1b) are the bottom slab. Stop Pours (1) at a falsework bent and not at a
permanent bent. Delay a minimum of 3 days between adjacent Pours (1). Complete all
Pours (1a) prior to starting Pours (1b). Complete all Pours (1) prior to starting Pours (2).
2.
Pours (2a) and (2b) are the longitudinal and transverse beams to the bottom of the fillets.
Stop Pours (2) over a falsework bent. Delay the start of Pours (2) a minimum of 5 days
after bottom slab Pours (1) are complete. Delay a minimum of 3 days between adjacent
Pours (2).
3.
Pour (3) includes the fillets and deck slab. Pour (3) to be delayed a minimum of 3 days after
completion of all Pours (2). Pours (3) may be stopped over any transverse beam, with
the use of a deck construction joint. Delay a minimum of 5 days between adjacent Pours
(3). Bulkheads for deck pours shall not be removed until at least 3 days after completion
of the pour. Deck pours may extend over any part of a span or spans as long as they
meet these requirements.
Comments:
Generally, it is preferred that the bottom slab be completely poured first and separately from the
longitudinal beams. This ensures a more uniform bottom slab thickness, the slab provides a good
base for stem forms, and the continuous bottom slab helps stabilize the falsework system. It also
allows the falsework to take its initial settlement without affecting other superstructure components.
1-195

1.1.18.4
Drop-In Precast Prestressed Elements
Complicated types of construction require detailed construction sequence notes, such as the
following:
Figure 1.1.18.4A
POUR SCHEDULE:
1.
Make Pour (1) .
2.
Make Pour (2) , includes Bent 2 column.
3.
Make Pour (3a) , includes bottom slab and webs to bottom of top fillet, Beam "C" to bottom of
deck.
4.
Make Pour (3b) , includes deck and top fillets for cast-in-place section. Delay Pour (3b) a
minimum of 3 days after completion of Pour (3a) .
5.
Apply Stage I post-tensioning to cast-in-place section. Stressing to begin a minimum of 14

days after completion of Pour (3) , but not until concrete in Pour (3) has reached its design
strength.
6.
Place prestressed beams. Beams to be placed so that the number of beams in one span does
not exceed by more than 4 the number in the opposite span.
7.
Make Pour (Pour (4) , includes diaphragm beams "D" and end beams "E".
8.
Make Pour (5) , (no less than 60 days after transfer of stress in precast, prestressed beams),
includes deck on prestressed beams to diaphragm beam nearest Bent 2.
9.
After Pour (Pour (5) has) has been made in Spans 1 and 2, make Pour (6a) , includes
remainder of Beam "C". Let
concrete take initial set, and make Pour (6)b , includes
remainder of deck.
10. Apply Stage I post-tensioning to assembled Spans 1 and 2. Stressing to begin a minimum of
14 days after completion of Pour (6) , but not until concrete in Pour (6) has reached its
design strength.
11.
Pour curbs.
1-196

1.1.18.4
Drop-In Precast Prestressed Elements - (continued)
NOTES:
1.
Bents 1 and 3 footings and walls may be poured any time up to 7 days prior to placing of
prestressed beams, but concrete must have reached its design strength prior to beam
placement. No part shall interfere with post-tensioning operations.
2.
Paving slab and sidewalls may be poured at any time except that no part shall interfere
with post-tensioning operations.
3.
Deck concrete shall be screeded parallel to bents.
4.
Composite decks and/or closure Pours shall not be made until at least 60 days have
elapsed from the time of transfer of prestressing force in the precast elements.
1.1.18.5
Continuous Cast-in-place Slabs on Falsework
For pours over 600 yd3, allow a transverse deck construction joint at 0.2xspan from the next interior
bent.
1.1.18.6
End Bents
If the fit of superstructure elements is critical, the end bent construction sequencing should consider
this. End wall construction should normally be delayed until the superstructure elements are in
place. Delaying the end wall construction also allows the contractor to compensate for errors in
superstructure element lengths and end bent locations. Show a construction sequence diagram,
with notes, as needed.
1.1.18.7
Steel Girders
See Section 1.2.1.9 for example.
1.1.19
Bearings
1.1.19.1
Elastomeric Bearing Pads
Elastomeric bearings are used to accommodate movements on short to medium-span structures.

The three types of pads include:
plain pads
laminated pads reinforced with fabric (fiberglass)
laminated pads reinforced with steel.
Plain pads are made from elastomer molded or extruded into large sheets, vulcanized and then cut
to size.
Do not use cotton duck pads or random Oriented Fiber Pads bearing for slabs and box beams
construction. Use plain elastomeric (neoprene) pads instead.
Fabric reinforced pads are made from alternate layers of elastomer and fabric (usually fiberglass) in
large sheets, vulcanized and then cut to size. Fabric reinforced pads are restricted to short to
medium spans with little or no skew.
1-197

1.1.19.1
Elastomeric Bearing Pads (continued)
Steel reinforced pads are made from alternate layers of elastomer and steel cut to size and then
vulcanized. A thin cover layer of elastomer encapsulates the steel to prevent corrosion. The
exposed edge voids in the pads caused by the steel laminate restraining devices are shop sealed
with an appropriate caulking material.
Use Method A to design elastomeric bearings. Where there is a need to use Method B,
specify in the Special provisions and contract drawing that the Method B was used.
Elastomeric bearings designed using Method B require extra testing.
Use the following movements for pad thickness design:
ES + LF1*( CR+SH) + LF2*(TF or TR)
Where:
ES = elastic shortening movement
CR = creep movement CR = (ES)(CF)
SH = shrinkage movement
TF = temperature fall movement
TR = temperature rise movement
CF = creep coefficient
LF1 = TG from Article 3.4.1
LF2= Load Factor from table 3.4.1-3
Use the Load Factor that produces the largest movement in each load combination.
The final elastomer thickness is 2 times the thickness of the elastomer required to accommodate
the design movement. Nominal pad thickness should be multiples of , from to 6 maximum.
The actual finished thickness will vary depending on the type of reinforcement. Fabric has a
negligible thickness. Steel plate thickness may vary with the manufacturer, but should be a
minimum of 14-gauge.
Figure 1.1.19.1A
1-198

1.1.19.1
Elastomeric Bearing Pads - (continued)
Pad thickness called for on detail plans should be the total thickness of the elastomer required. If
bearing pad elevations are shown, the assumed finished pad thickness should be listed. Use
circular elastomeric bearing pads for curved steel girders.
Examples are shown below.
Figure 1.1.19.1B
For prestressed slab and box beam bearing pad sizes, use Figure A1.1.8.7D (end bents) or
Figure A1.1.9.2C (interior bents).
1-199

1.1.19.2
Proprietary Pot, Disc, Slide, Radial, or Spherical Bearings
These bearings are normally used on long-span and post-tensioned concrete structures where the
design movement cannot be accommodated with elastomeric bearings.
When provided to allow longitudinal movement for concrete superstructures, design bearings to
accommodate the anticipated effects of shrinkage, creep and elastic shortening (where applicable)
as well as temperature.
Use the following movements for proprietary bearings:
Shortening:
ES + LF1*( CR + SH )+ LF2(TF)
ES + LF1*( CR + SH )+ LF3(EQ)
Lengthening:
LF2*(TR)
ES + LF1*( CR + SH )+ LF3(EQ)
Where:
ES = elastic shortening movement
CR = creep movement CR = (ES)(CF)
SH = shrinkage movement
TF = temperature fall movement
TR = temperature rise movement
CF = creep coefficient
EQ = Maximum design earthquake displacement (movable bearings)
LF1 = TG from Article 3.4.1
Use the Load Factor that produces the largest movement in each load
combination.
The creep coefficient above is taken as 1.5 for both prestressed and post-tension concrete
structures. Shrinkage movement is calculated using 0.0004 times the total length of the structure.
For prestressed concrete structures 40% of this movement takes place within the first thirty days
after manufacture. Therefore, the amount of creep and shrinkage movement for these structures,
after placement, can normally be taken as 60% of the total.
Values for shortening of post-tensioned, cast-in-place concrete bridges have been determined by
field measurements by the ODOT Bridge Section. Compare the design values with the field
measured values and use the more conservative values.
The initial position of expansion bearings shall be detailed so that the bearing will behave
satisfactorily after the design movement has taken place.
1-200

1.1.19.2
Proprietary Pot, Disc, Slide, Radial, or Spherical Bearings - (continued)
Figure 1.1.19.2A
Performance Specifications for Approved Proprietary Bridge Bearings are now covered by the
Standard Specifications. Approved bearings are listed in the Qualified Products List, which is
available on the ODOT website.
The designer must check the shop drawings, specified test results, and certifications for compliance
with these specifications.
When proprietary bearings are used, show the following details and information in the contract
plans:
(1) Schematic Drawing - A schematic drawing of the bearing showing the method of attachment of
the upper and lower units to the superstructure and substructures, respectively. See Figure
1.1.19.2B for an example.
(2) List design notes for:
Required clearance to edge of concrete support
Maximum allowable concrete bearing stress
Minimum rotational capacity of bearing (not less than 0.015 radian)
Any restriction as to type of bearing (pot, disc or spherical)
Reference to bearing schedule for load and movement capacity.
Reference to standard specifications for painting.
Reference to the Qualified Products List for approved bearings.
Paint all exposed surfaces of the bearing devices except teflon, stainless steel, machine finished or
polished bearing surfaces, as set forth in 00594 of the Standard Specifications. Provide a primer
coat only for portions to be in contact with concrete and for steel to steel contact surfaces.
1-201

1.1.19.2
Figure 1.1.19.2B
(3) Bearing Schedule Include the following items in the Bearing schedule:
Location of bearing (bent number)

Number of bearings required (number per bent)
Bearing fixity (fixed, guided or non-guided)
Final dead load (load/bearing)
Vertical design capacity (dead load + live load + impact, load/bearing)
Horizontal design capacity of fixed and guided bearings (not less than 10
percent of the vertical design capacity).
1-202

1.1.19.2
The specification requires each guided bearing to resist the entire horizontal load at any one bent.
Use no more than two guided bearings per bent or hinge. Where more than two guided bearings
are required, provide devices independent of the bearings to resist horizontal loads. Use nonguided bearings at these locations.
Mean temperature
Design movements for:
Temperature rise
Temperature fall
Creep, shrinkage and elastic shortening
Change in bearing centerline per specified temperature increment
Provide the top bearing plate dimensions shall be adequate to compensate for the initial bearing
offset shown.
Provide additional bolted plates with the top and bottom plates of the bearing assembly to facilitate
removal of bearing for repair or replacement and to provide a level surface for the bearing unit.
Figure 1.1.19.2C
1.1.19.3
Bearing Replacement
Consider the potential of expansion bearing replacement during the life of the structure in sizing of
crossbeams and bents. Provisions may need to be made for jacking locations.
If a bent is accessible (close to the ground, out of traffic, etc.) it may be assumed that a falsework
jacking bent can be constructed and no special provisions on the bent are required.
If the bent is not easily accessible, provision for jacking, such as a wider crossbeam or strengthened
diaphragm beam should be provided.
1-203

1.1.19.4
Reinforced Concrete Bearing Seats
(1) Clearance - The minimum horizontal clearance from the edge of a bearing plate, or 1 and
thicker elastomeric bearing pad, to the edge of a concrete bearing seat shall be 6, or 3 plus the
thickness of grout under the bearing, whichever is greater. Where the bearing is skewed with the
bent, this dimension may be reduced at the corner of the pad. Locate anchor bolts a minimum of 6
clear of the nearest face of concrete.
Figure 1.1.19.4A
(2) Additional Reinforcement - Generally, a reinforced concrete buildup, as shown below, shall be
detailed under the bearings of all prefabricated beams, except precast slabs and box beams less
than 70 in length.
Certain bearings may require no concrete buildup but have the bearing surface ground to grade.
Figure 1.1.19.4B
1-204

1.1.19.5
Unreinforced Bearing Seats (Prestressed Slabs and Boxes)
(1) General For prestressed slabs and boxes, provide bearing details as shown in Figure
1.1.19.5A.
Set precast concrete slabs over 40 in length on elastomeric bearing pads. Do not allow cotton duck
pads as a replacement for elastomeric bearing pads.
Figure 1.1.19.5A
(2) Construction Procedure STEP 1. Pour 1-1/2 concrete pad, allow concrete to cure for 3 days or until concrete obtains
design strength
STEP 2. Place concrete layer as shown in Figure 1.1.19.5A.
1-205

1.1.20
1.1.20.1
Decks
Design and Detailing
Design
Design decks according to AASHTO LRFD Bridge Design Specifications.
For cast-in-place decks, discount deck thickness when calculating composite properties for
girder/slab systems. For a typical 8 deck, 7.5 would be considered structural and would be
considered a sacrificial wearing surface and included as non-composite dead load.
For additional deck requirements on Precast Prestressed elements, see section 1.1.14.1.
Do not use the empirical design method for deck reinforcing steel. Excessive deck cracking,
apparently due to under reinforcement, precludes the use of this method until further notice.
The preferred orientation of the top mat of deck steel will have the longitudinal bars on top. This
orientation places the longitudinal bars closer to the surface and thereby helps reduce the size of
deck shrinkage cracks. For the rare case when the primary concrete shrinkage is in the
transverse direction, place the top longitudinal bars below the top transverse bars. Transverse
on top orientation is also acceptable if necessary to meet deck overhang loading.
Do not use deck reinforcement larger than a #6 bar, except when needed to resist negative
moment for continuous-span girders. When the top mat has longitudinal bars on top, any
longitudinal reinforcement larger than a #6 bar will need to be placed in the bottom mat.
Unless a project specific deck reinforcement design is developed, use the Concrete Deck
Reinforcement (LRFD Design), Figure 1.1.20.1A, 1.1.20.1B, 1.1.20.1C or 1.1.20.1D, for design
and detailing. These figures are shown on the following pages. Separate figures are provided
for longitudinal on top and transverse on top mat orientations.
Ensure project specific deck design conforms to the following minimum requirements:
Section 4.6.2.1 in the AASHTO LRFD Bridge Design Specifications

Concrete Class: HPC4000 1, 1 or (except box girder decks that require greater
strength)
Reinforcement: Grade 60
Reinforcement no larger than #6 bar
Reinforcement spacing 5 and 8
Surface wear allowance = 1/2
Limit top of concrete compressive service stress due to positive moment in the deck
(between girders) to 1650 psi.
Note that section 5.7.3.4 (Control of Cracking by Distribution of Reinforcement) is applicable

for negative moment steel for bridges made continuous for live load, but is not applicable to
bridge deck slab reinforcement. The 8 maximum bar spacing is adequate to control
cracking in bridge decks.
1-206

1.1.20.1
Design and Detailing - (continued)
Figure 1.1.20.1A
1-207

1.1.20.1
Figure 1.1.20.1B
1-208

1.1.20.1
Figure 1.1.20.1C
1-209

1.1.20.1
Figure 1.1.20.1D
1-210

1.1.20.1
Submit a design deviation request to the State Bridge Engineer for any concrete bridge deck
designs not meeting any one of the minimum requirements above. With the request, include the
following:
Design loading assumptions (dead, live and future wearing surface)

Documentation of which minimum requirements were met and which were exceeded
Orientation of the top mat (longitudinal on top or transverse on top)
Deck thickness
Maximum service stress in the top of the deck due to positive moment in the deck
(between girders)
Maximum service stress in the bottom of the deck due to negative moment in the deck
(over a girder)
Use cast-in-place HPC concrete for all decks. Full-depth precast deck panels may be considered
on a case by case basis. An exception letter from the State Bridge Engineer will be required
before full-depth precast deck panels can be used. Partial-depth precast deck panels will not be
permitted.
Detailing
Wearing surface on cast-in-place concrete decks - Normally, structures with cast-in-place decks will
not have an AC wearing surface.
However, Region may be concerned with icing conditions on a short concrete bridge deck section
and request ACWS on the deck. If an ACWS is used, a waterproofing membrane is normally
required. If a Class "F" mix (free draining) is used, special attention needs to be given to drainage
details at joints and deck drains to prevent trapping water adjacent to these areas.
For typical deck steel placed in two mats, place bottom mat bars such that each bottom mat bar
is directly below and in line with a top mat bar. At deck expansion joints and at deck construction
joints, however, it is not necessary for all bottom bars to be directly below a top bar.
Inlaid Durable Striping on Bridge Decks Concrete deck surface removal of up to 1/4" is
acceptable for placing longitudinal inlaid striping on new bridges. Placement of such striping will
likely reduce wear at stripe locations. In nearly all cases, the majority of wear for concrete bridge
decks occurs within the travel lane. Therefore, 1/4" maximum removal should not significantly
impact bridge load capacity.
Allow concrete removal using a diamond grinder according to 00503 in the standard
specifications. Note that 00503 also permits removal by micro-milling and by hydroblasting.
However, only diamond grinding should be allowed for striping applications. Note that 00850 in
the standard specifications also requires diamond grinding equipment for installation of
inlaid/grooved pavement markings.
Do not allow inlaid striping on concrete decks where the striping would be placed in the
transverse direction. Concrete removal for such striping would reduce the load capacity of the
bridge.
Do not allow rumble strips on concrete bridge decks.
For existing concrete bridge decks, allow inlaid striping only in the longitudinal direction and in
locations where there is no significant rutting or other deck wear.
Allow raised pavement markers on concrete bridge decks only when they can be installed without
removal of any deck concrete (no grooving).
1-211

1.1.20.1
For bridges with an asphalt concrete wearing surface, grooving up to 5/8 depth for striping
(longitudinal or transverse) or rumble strips is acceptable. Do not use the need for striping or
rumble strips as a basis to place an asphalt concrete wearing surface over a concrete bridge
deck.
Vibrations
Vibrations from adjacent traffic and/or construction activity are not likely to cause cracking in freshly
placed deck concrete. One ODOT project recorded vibrations up to 0.6 in/sec during a second
stage deck placement with only minor deck cracking near the closure area. Typical deck closure
placements may have even higher vibrations. Again, no detrimental affects have been documented
on any deck closure placement.
The following is a very rough guide to vibration levels:
0.08 in/sec
0.1 in/sec
0.2 in/sec
0.4 to 0.6 in/sec
0.6 to 1.0 in/sec
vibrations perceptible
continuous vibrations may begin to annoy people
short-term vibrations may begin to annoy people
typical max. short-term vibration, concrete bridge < 100 ft span
typical max. short-term vibration, concrete bridge > 100 ft span
Although damage to concrete due to vibrations is rare, unnecessary vibrations should still be
avoided where reasonable measures can be taken. For staged construction, providing deck closure
segments is preferred to minimize both vibrations and the affects of adding additional deck dead
load, creep and shrinkage to the first stage.
Providing either a joint or closure segment between substructure (cap) stages will also reduce
potential for traffic vibrations to be transmitted through those elements.
Where there is a concern that vibrations may be excessive, the following practices can be
considered as mitigation:
Low-slump concrete Although concrete damage due to vibrations is rare, use of lowslump concrete (greater than 4) will minimize the risk. ODOTs HPC deck concrete mix
is generally a low-slump mix that meets this requirement. Therefore, no change to the
standard HPC deck concrete mix should be necessary.
Reinforcing details Do not use hooked bars in closure segments. Ensure lap splices
are in contact and well-tied as much as possible. Where lap splices cannot be in contact,
use two rows of longitudinal bars tied to both lap splice segments to create a rebar mat
that cannot be easily moved.
Retarder admixture Varying amounts of set retarder admixture can be used such that
the entire deck will set up at about the same time. The Structure Quality Engineer from
the ODOT Construction Section can assist in determining when this admixture is needed
and how to apply it.
Reduce vehicle speed Where vibration is due to adjacent traffic, reducing vehicle speed
will generally reduce the amount of vibrations. However, vehicle speeds will generally
need to be reduced down to around 15 mph before a significant reduction in vibrations
can be obtained. Therefore, this measure should only be considered in extreme
circumstances. Where possible, moving traffic laterally from an adjacent deck placement
will likely be more effective than reducing vehicle speed.
1-212

1.1.20.2
Deck Expansion Joint Seals
Consider integral abutment or semi-integral abutment wherever criteria in section 1.1.8.4 are met.
For short span bridges with pin end bent connection use preformed expansion joint filler. These
joints are the least expensive joint and easy to repair. Design expansion joint seals to provide for
the effects of temperature, shrinkage and creep.
o
Skew Angle Use skew angle 5 different from snow plow angle for all joints except asphaltic
plug joints. Normally the angle of attack of snowplows is skewed 30 degrees to the roadway
alignment. Snowplow blades can fall into the joint where the skew angle of the joint matches the
snowplows angle, resulting in danger to the snowplow driver or traffic. Consider the effect of
skew angles on future widening of the structure.
(1) General Information and Definitions

Armored Joint - Steel armoring to protect the vertical edges of a joint opening. The armor may
be steel shapes.
Asphaltic Plug Joint Systems - A closed expansion and contraction joint system composed of
aggregate and flexible binder material placed over a steel bridging plate.
Closed Expansion Joint - A joint in which a seal material is placed to prevent water or debris
from entering the joint. This includes poured joint seals, compression joint seals, asphaltic plug
joint systems, preformed strip seals, and modular bridge joint systems.
Filled Joint - A joint using a preformed joint filler, hot poured joint filler, traffic loop sealant, or a
combination of these materials.
Hot Poured Joint Filler - A filled joint filled with a hot-poured asphaltic material.
Modular Bridge Joint Systems (MBJS) - A closed expansion and contraction joint using a
series of continuous preformed strip seals inserted into steel shapes to seal the joint.
Poured Joint Seal - A closed expansion and contraction joint sealed with a rapid-cure poured
joint sealant (2 part silicone).
Preformed Compression Joint Seal - A closed expansion and contraction joint sealed with a
continuous preformed elastomeric compression gland.
Preformed Joint Filler - A filled joint using a preformed material placed prior to the concrete
pour.
Preformed Joint Seal - A closed expansion joint using preformed strip seal systems, preformed
compression joint seals, or modular expansion joint systems as specified.
Preformed Strip Seal System - A closed expansion and contraction joint using a continuous
preformed elastomeric gland (strip seal) inserted into an extruded or formed steel retainer bar
with steel anchors.
Traffic Loop Sealant - A filled joint between the bridge and bridge end panel connection where
asphalt surfacing is used.
1-213

1.1.20.2
Deck Expansion Joint Seals (continued)
Use preformed single strip seals to seal deck joints with up to 4 range of movement (1-1/2
minimum installation width). For joints of greater anticipated movement, use a modular bridge
joint system. It is not recommended to use a modular bridge joint system solely to provide for
possible seismic movements.
Preformed compression seals may be specified for joints with a design movement of up to 1-3/4.
Asphaltic plug joint seals may be specified where following conditions are satisfied:
Maximum range of design movement up to 1 (total).

Maximum bridge skew less than 45.
Maximum lateral movement at joint .
Maximum vertical movement at joint (uplift) .
Asphaltic Plug joints do not perform well under following conditions:

Where the approaches are asphalt concrete.
Close to stop light or where traffic are accelerating or decelerating because of the special
geometry or before stop light.
Bridge with a curved horizontal alignment.
Longitudinal joint between two structures. Skid resistance of this joint diminishes with
time and it may become a hazard to motorcyclist and bicyclists.
See Standard Drawings BR140, BR141, BR145, BR150, BR155, and BR156 for joint details.
Drawing BR145 and BR150 show the depth of metal to be 9, with a plate being welded to the 2
deep rail section.
For modular joints, the bottom of the rail section must be the same depth as the bearing boxes,
as noted as Point F on Drawing BR150.
Check the Qualified Products List for the currently acceptable materials and joint systems.
Joint Terminology - It has been a common practice to incorrectly specify certain joint materials on
Bridge drawings. All drawings should be corrected to provide consistency with joint definitions.
1-214

1.1.20.2
Deck Expansion Joint Seals - (continued)
(2) Expansion Joint Blockout

A blockout detail should be shown on the plans to allow the expansion joint assembly to be placed a
period of time after the final deck pour. Providing a blockout makes the adjacent deck pour easier,
provides smoother deck transition to joint, and allows the majority of the superstructure shrinkage to
occur prior to joint assembly placement.
Figure 1.1.20.2A
1-215

1.1.20.2
(3) Expansion Joint Setting, General

Use a minimum change of joint width due to shrinkage of 1/4/100 for the full length of
nonpost-tensioned concrete segments (both pretensioned and conventional).
Use a change of joint width due to creep and shrinkage of 1/2/100 for the contributing length of
post-tensioned segments.
Use equation (a) for calculating thermal effect on steel girder superstructures and equation (b) for
concrete superstructures.
(a) R = LF*(TR + TF)
(b) R = LF*(TR + TF) + CR + SH
Figure 1.1.20.2B
Where:
Smin
Smax
R
RP
CR
SH
TF
TR
ES
CF
LF
= Minimum serviceable seal width

= Maximum serviceable seal width
= Required seal range
= Provided seal range (Smax - Smin)
= Creep movement CR = (ES)(CF)
= Shrinkage movement
= Temperature fall movement
= Temperature rise movement
= Elastic shortening
= Creep factor
= Load Factor from Table 3.4.1-1 and article 3.4.1 of AASHTO LRFD Design
Specification. Use the Load Factor that produces the largest movement in each
load combinations.
Figure 1.1.20.2C
1-216

1.1.20.2
For the compression seals shown on Drawing BR140 Smin and Smax are the width of the seal under a
compressive force of 50 and 10 lbs. per inch, respectively. In skewed joints, Smin and Smax may be
limited by the allowable shear deformation of the seal. For the seals shown on BR140, shear
deformation of the seal should never exceed 100.
(4) Joint Setting at Mean Temperature

In most cases, the range of serviceable seal width provided by a standard joint seal (RP) will be
somewhat larger than the range required by design (R). This excess [E = RP - R] shall be equally
distributed for expansion and contraction.
The following schematics show joint settings for the two design cases above:
Figure 1.1.20.2D
Use the following form to call out joint settings on the plans:
Figure 1.1.20.2E
Decrease Joint setting ___ inches for every 100F of structure temperature
Increase joint setting ___ inches for every 100F of structure temperature
above ___0F.
below ___0F.
Expansion joints are normally set after tensioning is complete, so elastic shortening is not included
in the joint setting width.
1-217

1.1.20.2
At those locations on the structure where an electrical conduit crosses an expansion joint, show a
detail similar to the following on the plans:
Figure 1.1.20.2F
1.1.20.3
Deck Drainage
Some form of drainage system is normally needed, on or off of structures that have curbs or
concrete parapet rails. The Roadway Plans drainage details should be carefully reviewed. If drains
are required, the Hydraulics Unit will do the design and determine the size and spacing. Bridge
length, deck grades, cross slope, typical section, and deck surface type will be needed to determine
the deck drain layout.
The designer must also verify that the gutter profiles do not result in "birdbaths" or unsightly dips in
the rail. If there is a question, plot the gutter grade.
Deck drains and drain pipes become easily clogged and are a continual maintenance problem.
High pressure hoses used for cleaning cannot make 90 degree turns. For 90 degree pipe
connections, use 2-45 degree connections or a 4 minimum radius sweeping 90 degree connection.
Add clean-out ports or junction boxes at every 90 degree connection. Clean-outs should be at a 45
degree angle to the main line.
Whenever possible, drainage preferably should be carried off of the structure and caught in inlets.
Upslope drainage should also be caught by inlets before crossing the structure.
1-218

1.1.20.3
Deck Drainage - (continued)
Deck drainage not carried to the ends of the structure to inlets is removed by deck drain and pipes
discharging directly on the area below or carrying it through deck drains and pipes to a surface
collection or dispersal system.
If deck drains are necessary, place them upslope from expansion joints to keep as much drainage
as possible out of the joints.
Special environmental considerations may be required on some projects. Direct discharge should
not be used on bridges spanning designated water quality limited streams, other streams with
severe non-point source pollution problems, or streams with populations of listed, proposed or
candidate threatened and endangered species of fish or other aquatic life. Water quality
requirements take precedence over hydraulic requirements.
Generally retrofitting existing structures to a non-direct discharge is not necessary. Structure
widening normally can use the same type of drainage system as the existing structure. Normally,
drainage retrofitting needs to be addressed only when the project involves a major rehabilitation of
the structure.
If direct discharge is on water crossings and/or land crossings, make sure the drainage does not
cause erosion or would be hazardous to the public. To prevent exposure of the superstructure to
the drainage, it should be carried by drain pipes to 3 below the bottom of the superstructure.
Structure drain pipe shall be galvanized steel. Present seismic design requirements for concrete
containment within columns precludes placement of drain pipes within columns.
Figure 1.1.20.3A
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1.1.20.3
Figure 1.1.20.3B
1-220

1.1.20.3
Figure 1.1.20.3C
1-221

1.1.20.4
Deck Screeding
General
Consider deck constructability issues when specifying deck screeding requirements.
If the deck width or skewed dimension causes the length of the screed equipment to be excessive
(more than 100), the deck may need to be placed in stages with or without a closure pour. If staging
is shown on the plans, a longitudinal joint should be along a longitudinal beam line and should not
fall in a wheel line. The beam layout should take this into consideration.
Also on skewed decks, a sharp vertical curve on the structure may cause problems with screeding
on the skew. It may be necessary to perform some unique sequencing, such as preloading the deck
with plastic concrete far enough ahead of the screed machine to preload the beams to get unison
deflections and allow the screed to run normal to the beams.
Consider whether the finishing machine can follow the actual slope of the roadway in one
placement. Deck screeds can accommodate a crown section in one placement, full width, if the
superelevation remains constant. If the superelevation rates vary, the deck will normally need to be
placed in separate placements. As noted previously, it is best to have a longitudinal joint along a
longitudinal beam and beam layout should take this into consideration.
If a structure has different skews at adjacent bents, the skew of the screed equipment should be
based on the average of the bent skews.
If a structure is curved with radial bents, the screed equipment and deck placement should remain
normal to the roadway centerline. In this case, the screed equipment must be equipped with
variable speed capacity at both ends.
Designers should perform enough geometric calculations to determine the best method or direction
of deck screeding. When necessary, place the required sequencing and/or direction of screeding,
skewed or normal, on the detail plans.
Beams not Supported by Falsework

The main concern of this type of placement is that the beams deflect equally in unison, so deck
thickness and clearances end up as shown on the plans. To deflect equally the beams need to be
loaded equally. If the structure has a skew, the screed should run on a skew, parallel to the bents.
Add a note to the plans specifying that the screed equipment shall run parallel to the bents.
Falsework Supported Beams

There is less concern regarding how the concrete is placed for falsework supported beams. There
will still be a small amount of falsework crush due to the added dead load of the deck. Ideally it
would be best to place and screed skewed decks on the skew, but practically it is not required.
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1.1.20.5
Deck Overlays
(1) Introduction - The purpose of an overlay on a bridge deck can be to:
restore the structural integrity of the deck.
improve or restore ride ability.
improve skid resistance.
improve deck drainage.
improve deck cross section.
seal deck cracking.
There are 5 overlay systems offered for use on bridge decks:
Silica Fume Concrete (SFC)

Latex Modified Concrete (LMC)
Thin Polymer Concrete (TPC)
Polyester Polymer Concrete (PPC)
Asphalt Concrete wearing surface (ACWS)
SFC is the most common. Silica Fume Concrete is often referred to as Microsilica Concrete (MC).
Latex Modified Concrete is also available, but has not been used in Oregon for many years.
Flexible Polymer Concrete is used in special situations where structural integrity is not an issue.
Polyester Polymer Concrete is used in similar situations as Thin Polymer Concrete, but with slightly
improved durability. Asphalt Concrete wearing surface can be used with or without membrane
waterproofing (site and situation dependent). Use ACWS only on bridges with existing ACWS.
LMC and Silica Fume concrete, both Portland cement concrete (PCC) based, are considered
"structural" concrete overlays. The term "structural" is used to describe an overlay that is rigid
enough and thick enough to increase the stiffness of the deck and decrease live load deflections.
This increased stiffness should not be included in design because it is dependent upon the bond
between the overlay and the deck. Both are typically placed on a bridge deck with a minimum
thickness of 1-1/2.
The other systems, TPC & PPC overlays and ACWS, are not considered to be "structural" overlays
because they do not add to the deck stiffness. TPC overlays are typically placed on a bridge deck
to a nominal thickness of 3/8. PPC overlays are typically placed to a nominal 3/4 thickness. An
ACWS is too flexible to add to the deck stiffness and is typically placed on a bridge deck with a
minimum thickness of 1-1/2.
(2) Latex Modified and Silica Fume Concrete

LMC is a concrete mix with a latex emulsion admixture. The latex emulsion has a milky color and
texture and is added during batching. Batching is done in mobile mixers at the job site.
The use of LMC offers many construction advantages. Since the material is batched in a mobile
mixer, the pour schedule does not depend upon the concrete plant schedule. Also, the pour is not
influenced by the projects distance from the concrete plant. LMC was a common type of structural
overlay in the past. Equipment may be available, but verify with local contractors before specifying
LMC.
LMC overlay technology has been used since 1958, and the design life of the material can be
predicted from historical data.
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1.1.20.5
Deck Overlays - (continued)
LMC does have some disadvantages, however. Placement of the LMC overlay is very labor
intensive, increasing construction costs. The rate of construction for an LMC overlay is about 6400
ft2 to 7400 ft2 per 8-hour work shift. LMC is also very sensitive to atmospheric conditions which often
control not only the pour schedule but the contract time as well. The Designer should review
Special Provisions Section 00559 for pouring limitations. Surface preparation and curing are the
most critical factors to achieving a good quality end product and are often the most neglected. Cure
time for an LMC pour, prior to restoring traffic, is 96 hours.
(2) Latex Modified and Silica Fume Concrete - (continued)

SFC is a concrete mix with a silica fume admixture. Batching is normally done at a batch plant. The
use of SFC depends on the location of the project and the ability and experience of local suppliers.
SFC placement is accomplished with more conventional construction methods than a LMC overlay.
The Designer should review Special Provisions Section 00559 for SFC and LMC requirements and
restrictions. For the remainder of Section 1.1.20.5, references to a SC overlay (structural concrete
overlay) apply to both LMC and SFC overlays.
(3) Polymer Concrete Overlays General

Polymer is a very general term used to classify a wide variety of compounds that chemically
combine in a reaction (polymerization). Polymer Concrete (PC) is a composite material in which
coarse aggregate is bound together with the polymer compound. Latex is also a polymer, but is an
admixture to Portland cement concrete.
Polymer Concrete (PC) can be placed as an overlay in generally two different ways as a Thin
Polymer Overlay (also known as broom and seed) or as premixed.
Thin polymer concrete overlays are constructed to a 3/8 nominal thickness using any of the
commonly available polymer resins. Each resin has its own advantages and disadvantages and
should be used in accordance with manufacturers recommendations.
The most common polymer used for Thin Polymer Overlays is epoxy.
Polymer compounds are formulated in hundreds of different combinations, depending upon the
properties desired. Some categories of polymers in use as bridge deck overlays or patching
material include:
Polyester
Methyl Methacrylate
High molecular weight Methacrylate
Epoxy
Urethane
Designers should refer to either the Conditional Products List or the Qualified Products List for PC
overlay products that are being evaluated for approval or have been approved for use. Premixed
Polymer Concrete is currently not listed on the QPL and should be specified accordingly. Special
Provision 00557 covers the use of premixed polyester.
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1.1.20.5
The use of PC offers many construction advantages. Flexibility reduces the potential for cracking
due to thermal or design load movement. Also, Polymer Concrete overlays are very light as
compared to SC overlays which have a typical thickness of 1-1/2. This reduction in dead load can
be significant on load posted bridges or movable bridges. The construction of a PC overlay is very
quick (7200 to 8400 square feet per 8 hour work shift), and the cure time is very short (2 to 4 hours,
typically). The short construction time provides a great advantage in time critical urban areas. The
bond strength of a PC overlay is typically double that of an SC overlay.
As with SC overlays, the PC overlay has some disadvantages. The deck surface must be dry
prior to placement. This provision could influence construction schedules. Also, since TPC
overlays are thin, buildup for filling wheel ruts or pot holes is more difficult than with SC
overlays. Wheel ruts can be filled in stages when specified using a TPC or can be filled
easily in one stage when using a premixed polymer overlay. Like SC, the curing of PC is
very sensitive to atmospheric conditions. The designer should review manufacturers
recommendations for pouring limitations. PC performance may be questionable on routes
where high use of chains or studded tires are known to occur.
1.1.20.5
The most common polymer used for thin polymer overlays is epoxy.
A typical thin polymer concrete overlay is constructed by first removing all dirt, debris and latents on
the deck surface. This can be accomplished with the use of a high-pressure water blast system,
sand blast system or a shot blast system. Since the deck surface must be clean and dry prior to the
application of the epoxy mixture, the industry recommends the use of the shot blasting method over
the others. Shot blasting leaves the surface dry and vacuumed.
A layer of polymer is spread onto the deck using a squeegee at a rate specified by the
manufacturer. The aggregate is then broadcast (also at a specified rate) over the surface and
tamped or rolled into place. The excess aggregate is swept off the surface. A second layer, using
the same process, is applied according to manufacturer's directions.
Premixed Polymer Polyester Concrete is a composite material formed by combining polyester resin
and mineral aggregates. Polyester PPC is rapid setting and can be placed with a screed machine.
The final product looks very similar to regular Portland cement concrete. However, Polyester PPC
has a significantly lower modulus compared to Portland cement concrete and therefore cannot be
considered a structural overlay. Polyester PPC overlays have been used on the interstate and
appear to be performing well. Due to the increased material thickness, Polyester PPC overlays are
more expensive than other polymer concrete systems.
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1.1.20.5
(4) Inspection Report Review - Upon receiving a project assignment, the designer should review
the latest bridge inspection report, noting the ratings for the deck, superstructure, bridge rails, deck
joints and deck drains. The designer may also need to visit the site for additional information.
Corings of the deck should be taken and tested for chloride levels and compressive strength.
(5) Warrants for Overlays - The Designer should use the following overlay criteria and engineering
judgment to determine whether an overlay is warranted.
Bridge deck overlays are not recommended if any of the following conditions
are met:
The deck condition is rated as a 7 or greater (category 3) in Item 58 of the

bridge inspection report. The deck is still in good condition.
Delaminated, patched or cracked areas are less than 1 percent of the

deck area. The deck is still in good condition.
The deck condition is rated as a 4 or less (category 1) in the bridge

inspection report. The deck deterioration has become too severe and
deck replacement is recommended.
Delaminated, patched or cracked areas are greater than 15 percent of

the deck area. The deck deterioration has become too severe and deck
replacement is recommended.
Corrosion has deteriorated the deck to an extreme level or the chloride

content in the deck is 2 lbs/yd3 or higher. Also, both extend down to or
past the top mat of reinforcing steel. See "Corrosion Considerations"
below.
Bridge deck overlays are recommended if any of the following conditions are
met:
The deck condition is rated as a 5 or 6 (category 2). See item 58 of the

bridge inspection report.
Delaminated, patched or cracked areas are greater than 5 percent but

less than 15 percent of the deck area.

less than 5 percent of the deck area and the average daily traffic (ADT) is
at least 3000.

less than 5 percent of the deck area and the structure carries interstate
highway traffic.
Corrosion has not deteriorated the deck to an extreme level or the

chloride content in the deck is less than 2 lbs/yd3 . Also, neither should
extend down to or past the top mat of reinforcing steel. See "Corrosion
Considerations" below.
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1.1.20.5
(6) Corrosion Considerations - The designer should determine whether the structure is in a
"marine environment". A marine environment is defined as:
a location in direct contact with ocean water, salt water in a bay, or salt water in
a river or stream at high tide.
a location within mile of the ocean or salt water bay where there are no
barriers such as hills and forests that prevent storm winds from carrying salt
spray generated by breaking waves.
a location crossing salt water in a river or stream where there are no barriers
such as hills and forests that prevent storm winds from generating breaking
waves.
If the structure is in a marine environment, deck rebar corrosion is visible, or the designer suspects
that the structure may be occasionally salted during winter months (against ODOT policy), the
designer should discuss the proposed overlay project with the Corrosion Engineer in the
Preservation Engineering Unit. Replacement of an existing deck may need to be considered
depending upon the extent of chloride content and rebar corrosion. If the maximum acceptable
chloride level in the deck has been exceeded, deterioration of the deck rebar will continue
regardless of the presence of a new overlay.
ACWS with or without membrane waterproofing
If it is determined that an ACWS is the appropriate overlay solution, determine whether or not
membrane waterproofing should be placed on the concrete surface prior to placement of the
ACWS. On NHS projects, FHWA requires deck surface protection from top down chloride
intrusion. Historically, this protection has taken the form of membrane waterproofing.
Site specific factors affect the decision to include membrane waterproofing, provide an alternate
protection system or make a case for no protection needed. Factors such as the historical use of
road salts in the area, chloride testing of the existing deck, current and potential future route usage
or proximity to salt water spray all must be considered.
(7) Design and Construction Considerations - After determining whether a bridge deck overlay is
warranted, the Designer should consider whether a SC overlay, a PC overlay or an ACWS will be
used. Typically, one type will be better suited for the project than the other. Some factors to
consider are:
short construction time windows (typically in urban areas) favor a PC overlay or

an ACWS over a SC overlay due to speed of placement and cure time.
dead weight critical structures favor a PC overlay over a SC overlay or an

ACWS because of their thin, lightweight nature.
deck requiring extensive buildup due to grade corrections or wheel rutting favor
a SC overlay or an ACWS over a PC overlay due to the difficulty in building up
a PC overlay.
the construction budget. If the initial cost is a major consideration, ACWS is

the least expensive. A SC overlay is about 4 times as expensive as the
ACWS. A PC overlay is about 4 times as expensive as the ACWS. These
values are general since the cost of the various overlays will vary with the
location of the project. If the long-term life cycle cost is considered, a SC
overlay may be the most economical.
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1.1.20.5
(7) Design and Construction Considerations - (continued)
length of structure. If an overlay project contains a short structure (less than

100 feet long) within the limits of new asphalt concrete pavement, it is more
economical to place an ACWS with or without membrane waterproofing on the
bridge deck. This assumes that other design considerations have been
satisfied.
Region/Project Manager's experience. During the TS&L design phase, check

with Region to see if they have a preference between the different types of
overlays.
SC and ACWS overlays need elastomeric concrete nosings or armored

corners at the bridge ends and joints. It may be possible to place a PC overlay
and not do any work to the joints.
The Designer should check the structure for the possibility of a bridge rail and/or bridge rail
transition retrofit or replacement, deck joint repair or replacement, the addition of reinforced concrete
end panels, the addition of protective fencing, the need for scour protection, seismic retrofit and
bearing repair.
The following chart provides some guidance for selecting an overlay type based on design criteria.
DESIGN CRITERIA
Economy - Initial Cost
- Long Term Cost
Construction Time - Fastest
Grade Correction or Buildup
Required
Dead Load Limitations
Deck Sealer for Corrosion
Protection
Proven Longevity
Contractor Familiarity
Low Traffic Volumes
Deck Crack Sealer
ACWS
TPC
PPC
SC
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
During the overlay selection process, the structure's "As Constructed" plans should be reviewed,
paying special attention to the following items:
Effect of Additional Dead Load - Typically the dead load from a 1-1/2 concrete overlay
has little effect on the capacity or operation of the structure. Exceptions to this are load
posted bridges or movable bridges, where a SC overlay's dead load may have a
significant impact. A PC overlay may be required.
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1.1.20.5
Existing Bridge Rail - The existing bridge rail should be reviewed for functional adequacy
and replaced if unacceptable. The Designer should review the Bridge Design Manual
Practice for Bridge railing to determine this. The rail geometry, roadway geometry, ADT
and rail accident history should be reviewed in order to determine whether the rail should
be replaced. ADT information can be found in the Traffic Volume Tables. The accident
history can be found in the Maintenance file for the structure or through the Traffic Section.
The dimension from the top of the rail to the overlay finish grade should be checked to
make sure that the minimum rail height is still met.
Deck Joints - Deck joints should be cleaned and repaired (if necessary) prior to placing
the overlay. Review the Bridge Inspection Report or field notes for information to
determine if any deck joint work is needed. Additionally a field trip may be necessary in
order to determine the best type of joint repair or replacement. See Standard Joint
Drawings for typical deck joint reconstruction details. See special provisions 00585 for
expansion joints and 00586 for concrete repair if needed.
Elastomeric concrete nosing is recommended for SC overlays, because of the high

incidence of debonding at expansion joints or at bridge ends. See special provision 00584
for specifications developed for concrete nosing.
Deck Drains - Existing deck drains should be noted on the overlay plan view. Generally,
deck drain grates should be raised to match the new deck surface. For a PC overlay, the
existing deck drain taper is adequate.
Bridge End Panels - The need for bridge end panels can be confirmed by reviewing the
current Bridge Inspection Report and the Maintenance file records. A field trip may be
necessary to determine whether or not adding end panels to the structure is the best
choice to minimize pavement cracks and/or settlement at the bridge ends.
Bridges constructed after 1960 generally have paving ledges at the bridge ends, even
though end panels were not installed at the time of construction. For older bridges,
without paving ledges, or for bridges with paving ledges that are too small, new corbels
will need to be detailed to provide support for the proposed bridge end panels.
Traffic restrictions may require staging of the end panels or the use of Type III cement
(high-early strength concrete) to accelerate construction times.
The Designer should check for the presence of an existing overlay or wearing surface. If one is
present, note what material type it is. Also, the Designer should check for the presence of an
existing waterproof membrane. This information is used in estimating unit costs for Deck
Preparation.
The Designer should check the latest statewide priority list for protective fence projects. If the
proposed structure (to be overlayed), is also on the protective fence list, it is more cost-effective to
combine the projects (due to temporary direction and protection of traffic and engineering costs). If
a project has been programmed for a deck overlay only, and the Designer determines that
additional work items are warranted, a letter should be sent to Region describing the extra work and
the extra cost. A request to add this work to the project should be made at this time.
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1.1.20.5

Variable SC Overlay Depths:
On SC overlay projects, where overlay depths are expected to be greater than a nominal 1-1/2, the
following guidelines should be used:
For a depth up to 4: use a full depth SC overlay.
For a depth of 5 to 6: use either a full depth SC overlay and add temperature
reinforcing steel or place Class 4000-3/4 concrete up to the lower limit of Class
1 deck preparation. Then use a SC overlay up to finish grade.
For a depth greater than 6: place Class 4000-3/4 concrete up to the lower limit
of Class 1 deck preparation, then use a SC overlay up to finish grade.
(8) Construction Scheduling - LMC requires a 4 day cure time. SFC requires a 7 day cure time. If
traffic must be returned to the newly poured overlay before the cure time is complete, either the
specification of Type III cement (high-early strength cement) or a Polymer Concrete overlay or an
ACWS may need to be considered. Type III cement typically reduces the traffic restoration time
from 96 hours to 24 hours. LMC with Type III cement does require a different mix design and may
have a greater potential for cracking. It should not be used unless necessary for traffic
considerations.
(9) TP & DT/Stage Construction - Temporary protection and direction of traffic (TP & DT)
requirements are important design considerations and could control project cost, project scheduling
and even the type of overlay. Urban projects or narrow roadway width structures may require very
short overlay cure times that could eliminate the use of a SC overlay entirely. The Designer should
discuss traffic control issues early in the project with both Region and the Traffic Control Designer.
When stage construction is proposed, the Designer should arrange the stage construction widths so
that the overlay can be constructed in widths between 6 and 30 which are comfortable widths for
SC overlay finishing machines and placement of PC overlays and ACWS. The Designer should
avoid placing longitudinal construction joints in the wheel paths.
(10) Quantity Estimates - A typical SC overlay for a bridge deck consists of the following structure
bid items:
Class 2 or 3 deck preparation (per yd2)- if needed
Furnish concrete overlay (per yd3)
Construct SC Resurfacing (per yd2)
Class 1 Deck Preparation - Requires deck concrete removal to a normal depth of 1/8 according to
ASTM E 165. This is called the volumetric sand patch test. Payment includes removal of the
existing ACWS. Unit costs typically include one pass for asphalt removal. If the structure's ACWS is
too thick to be removed in one pass (i.e. greater than 2), the Designer should increase the unit cost
for the additional passes required. Core samples may need to be taken to determine the ACWS
thickness. The Designer should indicate in the Special Provisions whether an existing waterproof
membrane is present. Waterproof membrane is more difficult to remove and increases the unit cost
of Class 1 Deck Preparation. If the existing wearing surface or overlay on top of the deck is not
asphalt, but some other material such as SC or PC, the correction should be indicated in the Special
Provisions for the project and the unit cost adjusted up or down accordingly.
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1.1.20.5
(10) Quantity Estimates - (continued)

Deck preparation area should be calculated from gutter to gutter and end joint to end joint
dimensions. No measurement of Class 1 preparation is require since it is paid under Construct SC
Resurfacing.
Micro-cracking of the deck surface due to existing wearing surface or overlay removal with heavy
impact machines (such as a Roto-mill) is believed to cause overlay delamination problems.
Currently, the Roto-mill is only allowed to remove flexible material such as asphalt, if the thickness is
1 or greater. Hydro-demolition or Diamond grinding is required to remove both rigid materials such
as SC or Portland cement concrete and stress transferring materials such as a thin PC overlay.
Furnish Concrete Overlay - The quantity is calculated from the Class I deck preparation quantity and
a depth of greater than the specified minimum depth. This increase accounts for field quantity
overruns due to minor grade corrections and irregular Class 1 deck preparation. If the Class 2 deck
preparation has been identified, add that quantity into the "Furnish Concrete Overlay" total.
Construct SC Resurfacing - This quantity is typically the same as the Class 1 deck preparation
quantity and includes Class 1 deck preparation.
A typical PC overlay for a bridge deck consists of the following structure bid items or bid items
similar to these. Check with the specifications writer for the most current item names and units:
Deck Preparation (per yd2)
Furnish PC concrete overlay (per yd3)
Construct PC concrete overlay (per yd2)
Deck Preparation - PC overlays do not require Class 1 deck preparation (as defined for a SC
overlay), but do require an asphalt-free deck prior to cleaning and PC construction. An asphalt-free
deck can be achieved through methods prescribed in the special provisions. Deck cleaning will
typically be done either by high pressure water blasting, sand blasting or shot blasting. Full
compensation for providing an asphalt-free deck and deck cleaning is paid for under this bid item.
Furnish PC concrete overlay - This quantity is calculated from deck area (gutter to gutter and end
joint to end joint) and a depth of 1/8 greater than the specified nominal depth.
Construct PC concrete overlay - This quantity is calculated from the deck area (gutter to gutter and
end joint to end joint).
A typical ACWS for a bridge deck consists of the following bid items:
Membrane waterproofing (per yd2 if needed)
Asphalt concrete mixture (per ton) - Roadway Engineering Section's

responsibility.
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1.1.20.5

The Membrane Waterproofing bid item includes full compensation for the removal of any existing
asphalt concrete, applying the membrane waterproofing system and the asphalt tack coat. If there
is an existing membrane waterproofing system on the bridge deck, this should be noted in the
projects Special Provisions and removal paid for under this bid item. Bridge Section's design cost
data for this bid item is typically for a new bridge deck without any existing material removal
required. Increase the recommended unit cost by 10-15 percent to reflect the increase for material
removal.
The asphalt concrete bid item is typically the responsibility of the Roadway Designer. Communicate
with the Roadway Designer to make sure all the bid items are covered.
In addition to these bid items, the following items may also be required:
For SC overlays - "Class 2 deck preparation" (per yd2)
For SC overlays - "Class 3 deck preparation" (paid on an extra work basis)
For PC overlays and ACWS - "Deck repair" (per yd2)
Deck joints (each or linear feet)
Deck drain construction (each)
Bridge rail retrofit or replacement (linear feet)
Reinforced concrete end panels (per yd2)
Class 2 Deck Preparation (SC overlays only) - Class 2 Deck Preparation is usually a result of deck
delamination with the bottom half of the deck still sound. It requires the removal of the deck
concrete from the limits of Class 1 Deck Preparation down to a maximum of one half of the deck
slab thickness. The existing rebar is to be cleaned and retained or replaced if damaged. Class
4000-3/4 concrete is poured up to the lower limit of Class 1 Deck Preparation. Field personnel
should be consulted when estimating a final quantity. For a preliminary estimate, 10 percent of the
deck area can be used as a rough quantity estimate if some Class 2 Deck Preparation as
anticipated.
Class 3 Deck Preparation (SC overlays only) - Class 3 Deck Preparation is usually required due to
severe deep delaminations, a severely cracked deck in all directions, a badly spalled bottom deck or
poor aggregates. It requires full deck removal and replacement with Class 4000-3/4 concrete up to
the lower limit of Class 1 Deck Preparation. It is performed on an extra work basis and is included
in the estimate as an anticipated item (not a bid item). Field research should indicate a high
probability of Class III Deck Preparation before including this as an anticipated item. The designer
should seek field advice when estimating a quantity for Class 3 Deck Preparation.
Deck Repair (PC overlays and ACWS only) - This bid item is similar to the Class 2 Deck
Preparation bid item for an LMC overlay. The Deck Repair bid item includes removal of all unsound
concrete to the maximum limits of one half of the deck thickness as directed by the Engineer,
disposing of the material removed, cleaning and retaining existing rebar (including existing epoxy
coating on rebar) and replacing the void with an approved Portland cement concrete patching
material. Consult the Region Bridge Inspector, Bridge Maintenance or the Qualified Products List
for recommendations on patching products.
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1.1.20.5

If the existing deck has an overlay or wearing surface, the need for partial depth deck removal may
not be apparent. If there isn't an indication of deck removal required (for a preliminary estimate) use
10 percent of the deck area as requiring partial depth removal (down to one half the deck slab
thickness). During the Final Design Stage, contact the Region Bridge Inspector or Bridge
Maintenance for guidance on the actual extent of deck repair anticipated.
If removal of unsound concrete exceeds the limits of the Deck Repair bid item, pay for additional
work on an extra-work basis. If the Designer suspects extra work will be necessary, make an
estimate of the cost and include it as an anticipated item.
All loose or deteriorated concrete must be repaired to ensure a well bonded and crack-free overlay.
If the concrete deck has extensive cracking in which water intrusion is a concern, place a polymer
crack sealer compatible with the PC overlay prior to the PC overlay. Seal cracks that are 1/16 or
wider. If the cracks are "working" or active with live load movement, sealer will not solve the
problem and a more involved analysis will be needed. Include compensation for crack sealing
under the Deck Repair bid item.
(11) Preparing Plans and Specifications - Typical bridge deck overlay plans include a plan view,
location map and general notes if needed and miscellaneous details as required. The plan view
should include the following:
Plan view of the structure with the bridge railing.
Bent numbers, stationing and skews (if any).
Span lengths.
Roadway widths.
Detail reference notes indicating work to be done.
Detail reference notes should indicate the work required such as the construction of the overlay and
may also include:
construction of end panels.
construction of paving ledges.
deck drain locations raising.
expansion joint work.
bridge rail retrofit or replacement.
bridge rail transition retrofit or replacement.
protective fencing.
stage construction (coordinate with the Traffic Control Plans Unit).
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1.1.20.5
Miscellaneous details may need to be added to clarify the work to be done in specific areas. These
details can be placed on the plan sheet or a second sheet if more space is required.
If stage construction is used, temporary concrete barrier may be required on the bridge deck.
Check with the Traffic Control Designer for recommendations. See BDDM section 1.1.21.4 for
temporary barrier detailing and anchorage requirements.
The "Designer's Notes to Specifications" should indicate under which bid item the miscellaneous
details are to be paid for. Expansion joints and deck drain work may be paid for under the bid item
for overlay construction if the cost is minor. End panels, paving ledges, bridge railing and protective
fencing will need separate bid items.
1.1.20.6
Deck Construction Joints
The number of deck construction joints should be minimized to avoid potential leaks through the
deck. However, it is often necessary to provide deck construction joints to avoid shrinkage or
deflection cracking.
Normally for non-continuous spans, deck concrete placements should be full length or stopped at a
transverse beam. The construction joint surface is normally vertical and should be roughened,
according to Section 00540.43(a) of the Standard Specifications, between placements.
For continuous spans or for emergency situations, provide a shear key with a roughened surface
between placements. Typical key details should be shown on the plans as detailed below.
Figure 1.1.20.6A
1-234

1.1.21
Bridge Rail
1.1.21.1
Rail Selection
(1) Rail Selection, General - For new and widening projects, use Section 13 of the current
AASHTO LRFD Bridge Design for guidance to determine the required bridge rail. Also, the
structure designer should work with the project team to select the best rail for a given site,
considering roadway geometry, traffic volume, speed, truck traffic, accident history, sight distance,
occupant risk, aesthetics, maintenance, inspection and related factors.
Rails should be crash-tested to confirm the rail is structurally adequate and the
vehicle trajectory after collision is acceptable (see "Note A" following the footnotes
for the Standard Rail Table).
Since August of 1998, the FHWA requires all rails used on federally funded projects to meet the
testing requirements in NHRCP Report 350 for TEST LEVEL 3 (TL-3) or higher.
The following are the current bridge rail standards:
Dwg.
No.
Description
BR200
Concrete Bridge Rail, Type F
BR203
Transition to Conc. Br. Rail Type F
BR206
BR208
Crash
Tested
Performance Level
App. FA
Proj.
Yes
PL-2 ( TL-4)
Yes
Yes(1)
PL-2
Yes
Two-Tube Curb Mount Rail
Yes
PL-2 (TL-4)
Yes
Three-Tube Curb Mount Rail
Yes
PL-2 (TL-4)
Yes
BR209
Transition to Three-Tube Rail
Yes
PL-2 (TL-4)
BR212
Concrete Post and Beam Bridge Rail
Yes
TL-4
Yes
Yes
BR213
Transition to Two- Tube Rail
Yes(1)
PL-2
Yes
BR214
Concrete Parapet with Steel Post
Yes
TL-4
Yes
BR216
Sidewalk Mounted Combination Rail
Yes
PL-2 (TL-4)
Yes
BR220
Flush Mounted Combination Rail
Yes
PL-2 (TL-4)
Yes
BR221
32 Vertical Concrete Parapet
Yes
PL-2 (TL-4)
Yes
BR226
Two-Tube Side Mount Rail
BR233
Thrie Beam Rail and Transition
BR263
Median Barrier, Type F
BR266
Modified Type 2A Guardrail (5)

Protective Fencing
NA
BR240 &BR241
Yes
PL-2 (TL-4)
Yes
Yes(3)
PL-1 (TL-2)
Yes
No
PL-2 (TL-4)
Yes
Yes
PL-1 (TL-2)
Yes
NA
Yes
BR246
Pedestrian Rail
NA
NA
Yes
BR250
Pedestrian Rail on Sidewalk Mounted Concrete Parapet
No (7)
(PL-1)
(7)
BR253
Sidewalk Mounted Concrete Parapet w/Chain Link Fencing
No (7)
(PL-1)
(7)
BR256
Pedestrian Rail on Type F Concrete Bridge Rail
Yes(6)
PL-2 (TL-4)
Yes
BR260
Chain Link Fencing on Type F Concrete Bridge Rail
Yes(6)
PL-2 (TL-4)
Yes
BR270
Rail Transition Dtls. Flex Beam Rail Curb and Parapet Rail
Yes(6)
PL-2
Yes
BR273
Thrie-Beam Rail Retrofit for Curb and Parapet Rail
Yes(6)
PL-2 (TL-4)
Yes
BR290
Concrete Bridge Rail, Type-F Tall 42
Yes
PL-3 (TL-5)
Yes
BR291
Transition 42 Bridge Rail to Guard Rail
Yes
PL-2
Yes
New (8)
Texas 411 Aesthetic Concrete Baluster
Yes
PL-1 (TL-2)
Yes
New (8)
Texas C411 42 Concrete Baluster
Yes
PL-1 (TL-2)
Yes
1-235

1.1.21.1
Rail Selection - (continued)
(1) Rail Selection, General - (continued)

Footnotes for Standard Rail Table:
(1)
Similar to a transition that has been tested.
(3)
A scaled-down version of the side-mounted rail was successfully crash-tested.

ODOT's rail has FHWA approval because it was shown analytically to react as the
crash tested version.
(5)
This guardrail is intended for mounting on a concrete slab on top of RCBC when the fill
height is less than the standard post embedment and when spanning the box is not
possible (see Figure 1.1.21.1A).
(6)
These combination rails were developed to be used next to a bike lane/shoulder

combination. The concrete rail was tested without the pedestrian rail addition. Our
judgment is that further testing is not warranted.
(7)
These combination rails are different than what was crash-tested. A 24 vertical
concrete parapet with a single horizontal steel rail on top was successfully crashtested at the back of a curbed sidewalk. Although these combination rails are
different, it is believed they will perform adequately. They may be used when the
design speed is 35 mph or less (see "Note B" below). For design speeds greater than
35 mph, FHWA approval is on a case-by-case basis.
(8)
ODOT does not have standard drawings for these rails. They are listed as an option
for lower-speed installations and may be used on a case-by-case basis. The design
engineer will have to generate and stamp the rail drawing.
Note A: Minor changes may be made to crash-tested rails in order to meet a specific need.
Changes must maintain the rail's crash worthiness. New rails may be proposed for
approval which are based on similarity to an existing crash tested rail. Detail drawings,
calculations and a narrative explanation are submitted to FHWA via ODOT. These
typically are forwarded out of state to FHWA rail specialists for review and possible
analytic modeling. Changes may be suggested, or the design may be approved with
minimal revision. Ample time should be allowed for the review process to assure that
design approval will be granted without delaying the project schedule.
Note B: Rails need not be crash-tested when:
Not on federal-aid projects, and
Design speeds are 35 mph or less, and
Rail is mounted on back of a raised sidewalk (5 minimum width) with a

barrier curb (8 minimum height), and
Rail is structurally adequate based on loading conditions of AASHTO

Standard Specifications for Highway Bridges Article 2.7 (i.e. 10 kips) or
LRFD Section 13.
Note C: When design speeds exceeds 40 mph, provide a traffic rail at the traffic face of the
sidewalk.
1-236

1.1.21.1
(2) Vehicular Railing
General Consider maintenance and inspection needs when selecting a bridge rail.
Personnel working near a 32 high rail are required to tie off for fall protection. Standard
BR200 Type-F rail has transverse holes for this purpose. A 42 high rail requires no tie off
provisions.
Standard Concrete Type "F" Bridge Rail - The Standard Type "F" rail is generally the best
performing rail. It is generally used where there is high-speed, high-volume traffic, where the
structure is on a curve and generally on all interstate and State highways. It should also be
used between a sidewalk and traffic when the design speed is greater than 40 mph.
Interference with sight distance from interchange ramps or crossroads should be checked.
Avoid concrete rail in areas where drifting snow might create a problem. Tubular railing may
be preferred in scenic areas where concrete rail would otherwise be indicated.
Joints in Concrete Rails See BDDM 1.1.21.3 .
Concrete bridge rails are usually constructed vertical or plumb and not normal or
perpendicular to the deck. Joints and architectural treatments are also usually constructed or
placed plumb.
Two and Three Tube Curb Mounted Rails These are a good performing rails that can be
used instead of the Type "F" rail when "see-through" is desired. Even though these rails are
acceptable in most applications, FHWA recommends (and we agree) the use of Type "F" rail
on high speed and limited access highways. It is better at redirecting errant vehicles and
requires less maintenance. These tube rails currently have a TL-4 rating. Crash testing to
qualify these rails to the TL-4 level was completed in 1998 for the Two-Tube and in 2000 for
the Three-Tube rail.
PL-3 (TL-5) Railing - ODOT standard rail BR290 meets PL-3 (TL-5) requirements. Rails
successfully tested for PL-3 (TL-5) are a 42 high Type "F" concrete rail and a 42 high
vertical face concrete rail. If you have a location requiring a PL-3 (TL-5) rail, consult the
Bridge Engineering Section Rail Specialist.
42 Single-Slope Concrete Barrier - This is still considered an experimental rail that will be
used on selected Federal-aid projects as directed by the Regions. It is acceptable as either a
median or shoulder barrier. If a project has this type of shoulder barrier on the roadway,
consider using a single slope matching rail on the structure. FHWA has recommended using
a 42 high F Rail instead of the single slope barrier.
Aesthetic Concrete Baluster - This is a decorative rail developed by Texas. It was crashtested to the TL-4 level and failed.
Standard Thrie Beam Rail - The last steel post may need to be side mounted on to a
thickened section of the end panel to accommodate the 3-1-1/2 space between the last
steel rail post and the first timber post in the transition. If end panels are not used, the end
bent or wingwalls may need to be extended or adjusted to accommodate the last sidemounted steel post.
Timber Rail - Timber should generally not be used for longitudinal members for either
temporary or permanent railing. When a timber rail is desired for architectural reasons (as in
a park), a steel-backed timber rail may be acceptable. A glued laminated timber rail has
been successfully crash-tested for PL-1 (TL-2) criteria.
1-237

1.1.21.1
Aesthetic Rails designed by another agency For certain projects, aesthetic bridge rails are
desired which are not found in the list of ODOT standard rails. FHWA-approved crash tested
rails may be proposed which have been developed by another agency (state, regional
consortium, etc.). Provide the following supporting data for review and approval of the rail:
Confirm that the Test Level of the proposed rail is appropriate for the intended use
Detail drawing(s) of the rail
Crash test data and conclusions that the rail performed acceptably
Documentation of FHWA approval for use
Design calculations showing compliance with Chapter 13 criteria of the AASHTO
LRFD Bridge Design Specifications
(3) Loads
When the factor "C" is required for rail post design in the AASHTO Standard Specifications for
Highway Bridges, use it when designing the adjacent deck reinforcement and the connection of
the post to the deck.
(4) Bicycle and Pedestrian Railing - Use bicycle and pedestrian railing on the outside of
structures that:
are specifically designed to carry bicycle and/or pedestrian traffic.
have bicycle and/or pedestrian traffic separated from the roadway by a

vehicle rail (see "Note C" located at the end of subsection 1.1.21.1(1), "Rail
Selection, General").
Currently the Standard Protective Fence is our only standard drawing that meets the AASHTO
requirements for bicycles (54 height). The Standard Protective Fence and Standard Pedestrian
Rail meet the AASHTO requirements for pedestrians ( 42 height).
Curbs - Curbs (normally 6) above the level of the sidewalk should be used under all pedestrian
railings where there will be significant pedestrian, vehicular or boat traffic under the structure.
(5) Combination Rails - Combination rails are rails that provide protection to both vehicles and
bicycles or vehicles and pedestrians.
Neither AASHTO nor FHWA have clear specifications concerning acceptance criteria for
combination rails. The following recommendations should provide reasonable safe protection:
Combination rail should be crash-tested to the performance level requirements of

the site, except as indicated in "Note B" above.
Combination rails should not have any opening such that a 6 sphere can pass
through any opening to a height of 27. Above 27 an 8 sphere must not pass
through. See AASHTO LRFD section 13.8.1 .
1-238

1.1.21.1
(5) Combination Rails - (continued)
Combination rails on the back of sidewalks for pedestrians only (no bicycles) shall
be 42high (min).
Combination rails on the back of sidewalks for pedestrians and bicycles may be
42 or 54 high. These rail should be determined on a case by case basis
depending on bicycle/pedestrian use.
Combination rails may be 42 or 54 high (and in some cases 32) where bicycles
share the shoulder. These rails should be determined on a case-by-case basis
depending on site location and bicycle use.
Available combination sidewalk/traffic rail:
Standard Drawings BR250 and BR253 - These provide a 32 high vertical face
concrete parapet with pedestrian rail or chain link fence on top at the back of a raised
sidewalk (54 and 56 rail heights). These rails have not been crash-tested and should
be only be used on a case-by-case basis in locations behind a raised sidewalk at least
5 wide where the design speed is 35 mph or less.
Standard Drawings BR216 and BR220 - A single steel tube mounted on a 31 vertical
parapet (42.5 rail height). This rail has been crash tested to PL-2 (TL-4) requirements.
Available combination bicycle/traffic rail:
Standard Drawings BR 256 and BR260 - These are Type "F" concrete rail with
pedestrian rail or chain link fence on top (54 and 56 rail heights). The Type F concrete
rail has been crash tested to PL-2 (TL-4) requirements. Our judgment is that further
testing (with the additions on top) is not warranted.
Standard Drawing BR240- This combines a Type "F" concrete rail, and a two-tube rail
with a protective fence mounted behind it (see BR240 details Type C and Type D,
respectively. The Type F concrete rail has been crash tested to PL-2 (TL-4)
requirements. The two-tube rail has been tested at the TL-4 level. Our judgment is that
further testing (with the protective fence additions) is not warranted.
Standard Drawings BR216 and BR 220 Single-tube or two-tube rail mounted on a 31

vertical parapet is currently being developed (42.5 or 54 rail height respectively). The
single-tube rail has been crash-tested to PL-2 (TL-4) requirements. Our judgment is
that further testing (with the additional rail on top) is not warranted.
(6) Rail Transitions

Rail transitions are required on new or retrofit rail installations to provide a controlled variation in
stiffness from the approach guard rail to the more rigid bridge rail. The current transitions are crash
tested and have a very close post spacing. Problems have arisen when the first post off the
structure conflicts with the bridge end. In some cases the first post was omitted, which is not
acceptable. This has happened when the installation was left totally to the contractor, without
advance guidance from the Engineer.
1-239

1.1.21.1
The Engineer of Record should give some thought to any post conflicts and detail a solution in the
contract plans. Possible remedies include:
1. Remove concrete to allow room for the normal post to fit.
2. Add a concrete pad (with anchor bolts) to the existing concrete, and add a base plate to the first
post. This will require drilling into the existing rail or curb to install dowel bars for anchorage.
3. Mount a structural steel spacer block to a vertical face of a rail end block, in place of a post.
(7) Rails Over Low Fill Culverts

Standard Drawing BR266, Modified Type 2A Guardrail, is for use when the fill height above a box
culvert or rigid frame is less than the standard embedment of timber guardrail posts. This design
is the same as the system which was successfully crash-tested by TTI recently and was reported
in the Transportation Research Record 1198. During the test, the steel posts yielded about 32,
which is similar to our timber post system. Using this method eliminates the need for transitions,
which are required because the steel post bridge rail is normally a rigid connection. The crash
test report claims this system is acceptable for fill heights from 0 to 3.
For culverts under 18, one or two posts can now be eliminated from a normal W-beam guardrail
installation (post spacing at 6-3) by using two nested W-beam elements (see attached details).
This design has been successfully crash-tested and can now be used on Federal-aid projects.
Detail A, shown below, is an acceptable method for continuing guardrail over areas where a 126 guardrail span, that contains no posts, is necessary. Detail B, shown below, is an acceptable
method for continuing guardrail over areas where a 18-9 guardrail span, that contains no posts,
is necessary.
Figure 1.1.21.1A
1-240

1.1.21.1
(Example Calculations deleted)
1.1.21.2
Bridge Rail Retrofit Guidelines
(1) The Primary Purpose of the Bridge Rail
to keep errant vehicles from driving off the edge of the bridge
to smoothly redirect an impacting vehicle
(2) Acceptance Criteria of Bridge Rails

With the above stated purpose the AASHTO Guide Specification for Bridge Railings has set the
following acceptance criteria for rails on new bridges:
Rail designs should be crash tested to confirm that the rail is structurally adequate
and the vehicle trajectory after collision is acceptable.
Bridge rails should be selected based on the site performance needs.
Although AASHTO has not set acceptance criteria for retrofitting existing substandard rails it is
recommended that the AASHTO Guide Specification criteria be used as a starting point.
For 3R and preventive maintenance projects on the NHS, FHWA requires bridge rails and
transitions to be replaced unless they meet the criteria in NCHRP Report 230 (PL-2 or higher).
Rails that do not meet the NCHRP 230 standard should be replaced or retrofitted with a NCHRP
350 compliant rail or retrofit. Some installations may require an exception; such as when the
deck cannot support the added load, the bridge is scheduled for replacement in the current STIP,
or for other reasons in the public interest.
(3) Identifying Deficiencies of Existing Bridge Rails

a. The bridge rail must be strong enough to prevent penetration. Most rails properly
designed after 1964 will be strong enough to contain an impacting vehicle while those
designed prior to 1964 are typically structurally inadequate. The structural
adequacy of a rail is based on loading conditions of AASHTO Standard Specifications
for Highway Bridges Article 2.7 (10 kips), LRFD Section 13, or a crash test. For bridge
rail retrofit on a bridge designed under the Standard Specifications for Highway
Bridges, 17th Edition or earlier, the 10 kip horizontal load should be applied when
checking the adequacy of the rail and existing deck in accordance with 17th edition
article 2.7.1.3 and 3.24.5.2, in particular if the bridge is historic. It should be noted that
all aluminum tube rails are structurally inadequate.
b. The bridge rail must safely redirect errant vehicles. Geometric features of rails that
may produce high deceleration forces or cause a vehicle to roll over after impact are
termed functionally obsolete. This type of deficiency is best determined by a crash
test. However, there are four geometric features that can be used to identify an
existing rail as acceptable or functionally obsolete without crash testing:
1-241

1.1.21.2
Bridge Rail Retrofit Guidelines - (continued)
(3) Identifying Deficiencies of Existing Bridge Rails - (continued)
Height of Rail. The bridge rail must be high enough not only to prevent the vehicle
from vaulting over, but also to prevent the vehicle from rolling over after impacting.
The following table can be used as a guide to evaluate if an existing rail height is
adequate.
Performance
Level *
Desired Rail
Height**
LRFD
Sloped Vert.
27
NA
27
32
32
32
42
42
42
* See "b. Occupant Risk" in Section 1.1.21.2(4) for discussion of

Performance Level.
** Existing rails that are 1 to 2 shorter than desired height may not
need to be rehabilitated. Designers should use engineering judgment
based on occupant risk.
NA - not applicable
Presence and Location of Curbs. A curb or walk between the travel lane and
the bridge rail may cause an impacting vehicle to launch over the rail or
strike it from an unstable position. Rails with curb heights of 6 or more and
widths of 9 or more where speeds are greater than 40 mph are typically
deficient.
Vertical Openings and Post Setback. Rails with large openings or exposed
posts may cause snagging. Refer to AASHTO LRFD A13.1.1 for guidance to
determine if a tube rail is deficient based on opening height and post set
back. The following are examples of deficient rails due to snagging potential
from large openings in the rail or exposed posts:
concrete parapet with large openings (e.g. Dwg 3411)
timber rail with concrete posts (e.g. Dwg 4412 & 4441)
steel rail with concrete posts (e.g. Dwg 7044)
Rail Continuity. Rails made up of separate unconnected elements or

rails that are not connected to concrete end posts have weak spots at
the discontinuity that may cause snagging.
1-242

1.1.21.2
(3) Identifying Deficiencies of Existing Bridge Rails - (continued)

c. The bridge must have an adequate approach rail to bridge rail transition. Like
bridge rails transition are crash tested to confirm they are structurally and functionally
acceptable. To reduce the likelihood of a vehicle snagging, pocketing, or penetrating
the transition the following features should be present:
a firm connection to the bridge rail
a gradual stiffening of the rail/post system as it approaches the bridge rail
the transition rail should have a block between the rail element and the post.
Standard transitions are shown on the standard drawings.

In low speed locations where approach rail is not used the bridge rail end should be
tapered down or shielded by using a crash cushion.
(4) Retrofitting Deficient Rails

The method or level of upgrade of an existing deficient rail will depend on such factors as:
a. Type of deficiency. Upgrading structurally deficient rails requires strengthening the
existing rail. Upgrading a functionally obsolete rail requires eliminating undesirable
geometric features. All rail upgrades should include a safe transition from the approach rail
to the bridge rail.
b. Occupant risk. Occupant risk should be considered when retrofitting a deficient rail. We
have two tools to help evaluate occupant risk:
Site performance level requirements.

The Performance Level (as
determined by the AASHTO Guide Specifications) is a cost-benefit analysis
of occupant risk based on site factors such as traffic volume, vehicle speed
and percent trucks. PL-1 (TL-2) sites have lower risk thus the strength and
functional requirements and costs will be less than PL-3 (TL-5) sites.
Accident history at the site. Bridges that have been involved in three or
more accidents or a fatality in the past five years should be considered to
have a high occupant risk and should be retrofitted with a PL-2 (TL-4) or PL3 (TL-5 or TL-6) rail.
c. Cost of various options.

d. Expected time to bridge widening or replacement. Typically, if a bridge is scheduled for
widening or replacement in the Six-Year State Transportation Improvement Program rail
upgrade work can be postponed until that time. The exception is for rail transitions, they
should be upgraded on all bridges whenever there is work in the area.
1-243

1.1.21.2
Occasionally it may be difficult to upgrade an existing deficient rail with a cost effective crash
tested rail. In this case, a "special" retrofit design may be required. The "special" retrofit design
should try to emulate one (have similar geometric and strength features) as a crash tested rail.
Standard transition designs based on crash tests are available and should be used with standard
bridge rail retrofits. Standard transitions should also be used for non-standard retrofits.
(5) Designer's Checklist

The following is a check list of things to consider for rail retrofit projects:
a.
Determine the deficiencies of the Existing Rail.
b.
Determine whether Major Rehabilitation or Replacement of the Bridge is scheduled.
c.
Determine the Performance Level requirements.
d.
Determine the Accident History.
e.
Check Structural Capacity of the Existing Bridge - Some existing bridge decks (i.e.
overhangs) may be overstressed due to a rail impact loads. In those cases, the rail
retrofit should not make things worse. Check for structural reinforcing in the existing
rail, specifically in the negative moment regions.
f.
Where applicable use one of the Standard Retrofit Drawings (see Figure 1.1.21.2C).
Where it is not feasible to use a Standard Drawing, use a crash tested rail or a rail that
emulates one.
g.
Estimate Cost.
1-244

1.1.21.2
STANDARD RETROFIT DETAILS

DRAWING
NO.
BR270
DESCRIPTION
Rail Transition Thrie Beam to Curb and Parapet Rail
*CRASH
TESTED
YES
PERF.
LEVEL
PL-2
TL-4
BR273
Thrie Beam Rail Retrofit For Curb and Parapet Rail
YES
PL-2
TL-4
BR276
Rail Transition Thrie Beam to Three-Tube Rail
YES
PL-2
TL-4
BR280
BR283
Concrete Rail Type "F" Replacement For Curb and Parapet

Rail
YES
Concrete Rail Type "F" Retrofit For Curb and Parapet Rail
YES
PL-2
TL-4
PL-2
TL-4
BR286
Retrofit for Standard Steel Handrail w/ Sidewalk Rail Mod.

Details
YES
PL-2
TL-4
* Crash tested or similar to a rail that has been crash tested.
Figure 1.1.21.2C
1.1.21.3
Joints in Bridge Rail
Type B Joints (at Interior Bents with Continuous Deck) The preformed expansion joint filler
through the rail forms a joint which is provided to reduce shrinkage cracks in the rail and reduce
the tendency of the rail to act compositely with the superstructure.
Scoring Joints Place at 15 maximum centers, equally spaced between Type B joints and
expansion joints. For typical ODOT standard concrete rails, joint spacing should be in the range
of approximately 10 to 15. The joint spacing must equal or exceed the critical length Lc of the
yield line failure pattern (see AASHTO LRFD A13.3.1) for a vehicle impact within the panel
segment. Note that each panel will have two Lc values: one for impacts within the panel
(typically in the range of about 8.5 to 12.5) and one for impact at the end of the rail segment
(generally in the range of 4 to 5). The location of each joint should be shown on the deck plan,
but need not be dimensioned.
1-245

1.1.21.3
Joints in Bridge Rail (continued)
At Bridge Deck Expansion Joints Rail joints should be provided at every structure joint to
prevent cracking or spalling of the rail or structure. Rail details at expansion joints should be as
shown on the standard drawings. Rail joints should be skewed to match the deck joint for skew
angles up to 20 degrees. For skew angles in excess of 20 degrees, orient the rail joint normal to
the rail.
Figure 1.1.21.3A
Rail joints should not be left as open joints, including joints between the bridge end and the
bridge end panel, because of the potential problem of water passing through the joint and eroding
the embankment. Use the same joint material in the rail or curb as used in the roadway. If an
asphaltic plug joint is used, a non-sag poured joint seal or compression joint seal could be used
in the rail or curb.
Figure 1.1.21.3B
1-246

1.1.21.4
Temporary Barriers
Temporary bridge rail should ordinarily be constructed from pin and loop median barrier secured
against sliding and overturning as detailed below. Restraints will not be required if the barrier can
be displaced 3 or more away from the traffic side(s) without infringing on a traffic lane, a work
area, or beyond the edge of the deck. Check with Traffic Control Plans Unit if Reflectorized
Barrier should be noted on the detail plans.
Figure 1.1.21.4A
1-247

1.1.21.4
Temporary Barriers, - (continued)
ANCHOR BOLTS, NUTS AND WASHERS: Resin Bonded Anchor Bolts shall be fully threaded
rods in accordance with ASTM F 1554 Grade 36. Anchor Bolts for through bolting shall be in
accordance with ASTM A 307 or ASTM F 1554 Grade 36. Nuts shall be in accordance with
ASTM A 563 or ASTM A 194. Flat Washers shall be in accordance with ASTM F 436 and Plate
Washers shall be in accordance with ASTM A 36 or ASTM A 709 Grade 36.
Install eight (8) Anchor Bolts per Barrier as shown. Do not drill into or otherwise damage the
tops of supporting beams or girders, bridge deck expansion joints or drains. Install Anchor Bolts
and Nuts so that the maximum extension beyond the face of the Barrier Units is 1/2 ". Snug
tighten the Nuts on the Anchor Bolts. For through bolted installations, snug tighten the double
Nuts on the underside of the deck against each other to minimize the potential for loosening.
Omit one (1) Anchor Bolt within a single Barrier Unit if a conflict exists between the Anchor Bolt
location and a bridge deck expansion joint or drain. The adjacent Barrier Units must each be
installed with the standard eight (8) Anchor Bolts.
REMOVAL OF ANCHOR BOLTS: Upon removal or relocation of Barrier Units, remove all Anchor
Bolts and completely fill the remaining holes in bridge decks, approach slabs with an Epoxy
Resin Compound from QPL. If ACWS overlay is present and is to remain, completely fill the
remaining holes with hot or cold patch asphalt material.
1.1.22
Drilling Holes In Concrete
Spalling of adjacent concrete is the main concern when determining the hole location and type of
drill to be used.
Resin Bonded Anchors

Center of hole is 6 or less from the edge of concrete
Use either a diamond bit core drill or a carbide bit rotary hammer with four cutting
edges on the diameter.
Center of hole is more than 6 from the edge of concrete
Use either an air hammer, maximum 9 lb. class, or a carbide bit rotary hammer
with two cutting edges on the diameter.
Mechanical Anchors
Use either a diamond bit core drill or a carbide bit rotary hammer with four cutting
edges on the diameter.
Grouted Anchors
Any type of drill will normally be acceptable. Grouted anchors should always be
placed more than 6 from the nearest concrete edge.
Existing Reinforcing - If existing reinforcing steel is required by design, require bars to be

located prior to drilling.
1-248

1.1.23
Drilled Concrete Anchors
1.1.23.1
Materials
Anchors - Normally specify AASHTO M314, which is an anchor bolt material.

specifications may be substituted as follows:
ASTM
ASTM Specifications
A307 or F1554
F1554
A 193(Grade B7),A449 or F 1554
A 706 or A 615
AASHTO Specifications
M314,Grade 36
M314,Grade 55
M314,Grade 105
M 31 Rebar,Grade 60
Galvanizing is only required if portions of the anchor are exposed.
Anchor rods do not necessarily need to be fully threaded. Specify the thread length to
best fit the particular application.
Bonding material - Use a resin bonding system from the Division's QPL for anchor bolts 1 dia. or
less. For larger anchors, use other types of anchorage such as epoxy grout or cementious
grouts with traditional development lengths.
For Grade 36 and Grade 55 anchors, use a "low strength" or "high strength" resin.
For Grade 105 anchors and reinforcement, use "high strength" resin.
1.1.23.2
Design
Design the steel portion (rod or reinforcement) of the concrete anchor according to the
appropriate AASHTO design specification.
Service Load Design
Load Factor Design
LRFD Design
Fasteners
Art. 10.32.3
Art. 10.56.1
Art. 6.13.2.10
Reinforcement
Art. 8.15.5.4
Art. 8.16.6.4
Art. 5.8.4
Anchors - Diameters and Stress Areas

Diameter (in.)
Stress Area (in)
Bar Size
0.5
0.625
0.75
0.875
1.00
1.125
1.25
0.142
0.226
0.334
0.462
0.606
0.763
0.969
#4
#5
#6
#7
#8
#9
#10
Figure 1.1.23.1A
1-249
Stress Area (in2)

0.20
0.31
0.44
0.60
0.79
1.00
1.27

1.1.23.2
Design - (continued)
Do not use resin-bonded anchors for overhead or other permanent applications with significant
sustained tension. This policy change is to bring ODOT into compliance with an October 17, 2007
FHWA technical advisory in response to the July 2006 tunnel ceiling collapse in Boston. ODOT
also has additional concerns with use of any epoxy anchors for overhead applications. Therefore,
use mechanical anchors or other methods for all overhead applications and other applications with
sustained tension. Significant sustained tension is defined as a sustained tension loading greater
than 10% of the ultimate tension capacity of the anchor.
Design the resin portion of the concrete anchor according to the following:
General Equation for Resin Tension Capacity

Ultimate tension capacity = R0*R1*R2**D*E*[U(max)-(35 lb/in3 * E)]
where:
= Pi = 3.14159
D = anchor diameter (inches)
E = anchor embedment (inches)
U(max) = 1400 psi for low strength resin
= 2300 psi for high strength resin
R0 = reduction factor for non-redundant applications. This applies when anchors are
used with only two anchors per attachment.
R0 = 0.85 for non-redundant horizontal applications
R0 = 1.0 for all other applications
R1 = reduction factor due to edge distance
R1 = 0.6 when edge distance = 0.5 * E
R1 = 1.0 when edge distance 1.5 * E
R2 = reduction factor due to anchor spacing
R2 = 0.7 when anchor spacing = 0.5 * E
R2 = 1.0 when anchor spacing 1.0 * E
When rebar is anchor material, add 2 times the anchor diameter to the required anchor embedment.
This extra embedment is necessary for rebar since the exact location of rebar deformations cannot
be known. Most of the tension load in a rebar anchor is transferred to the concrete at the
deformation location. For this reason fully-threaded anchors are generally preferred for most resinbonded anchor applications.
For horizontal applications, add 20% to the required anchor embedment. This extra embedment is
necessary since full resin coverage cannot be assured for horizontal applications. Horizontal
applications angled down a minimum of 15 degrees do not require the additional 20%.
Resin Tension Equation: Service Loads

Ultimate tension capacity 3 * design tension load
1-250

1.1.23.2
Resin Tension Equation: Seismic Loads

Ultimate tension capacity:
1.9 * design seismic load for low strength resin
1.6 * design seismic load for high strength resin
Note: for seismic loading, maximum rod loading 0.9 Fy
Fy = Yield strength of the anchor rod
Resin Tension Equation: LRFD Loads

0.5 * Ultimate tension capacity factored load
General Equation for Resin Shear Capacity

Ultimate Shear Capacity = R1 * R2 * * D * E * f'c
where:
R1 = reduction factor due to edge distance
R1 = 0.5 when edge distance = 0.5 * E
R1 = 1.0 when edge distance 1.5 * E
R2 = reduction factor due to anchor spacing
R2 = 0.7 when anchor spacing = 0.5 * E
R2 = 1.0 when anchor spacing 1.0 * E
= 0.75 for low strength resin
= 1.0 for high strength resin
D = anchor rod diameter (inches)
E = anchor rod embedment (inches)
f'c = compressive strength of concrete
Note:If concrete for an existing structure appears to be in good condition, use f c = 1.2
times the concrete strength shown on the existing plans.
Resin Shear Equation: Service Loads

Ultimate shear capacity 3 * design shear load
Resin Shear Equation: Seismic Loads

Ultimate shear capacity 1.7 * design seismic shear load
Resin Shear Equation: LRFD Loads

0.5 * Ultimate shear capacity factored load
1-251

1.1.23.2
Combined Resin Tension and Shear

Combined Stress Ratio (CSR) 1.0
CSR= (ft / Ft) + (fv / Fv)2
1.1.23.3
ft , fv =
factored loads (i.e., the right side of service load, seismic, or LRFD
equations)
Ft , Fv =
capacities (i.e., the left side of service load, seismic, or LRFD equations)
Plan Details
Resin bonded anchors should have the following note on the plans:
diameter Grade (36, 55 or 105) (high or low) strength
Concrete anchors will be
lb. with a minimum
resin bonded anchors. The minimum pullout strength shall be
embedment of _____ in. Install anchors according to the manufacturer's directions
and the Special Provisions.
[For anchors using grade 60 rebar, modify the first line to read:]
#
drilled anchor bars will be resin bonded M 31, Grade 60 rebar.
Construction
Drill types - See Section 1.1.22 or Section 00535 of the Oregon Standard Specifications for
Construction for the drill type to be used.
Holes - Holes for resin bonded anchors are normally 1/8 diameter larger than the nominal bolt
diameter. Holes should be cleaned with compressed air, a non-metallic brush and water.
Concrete dust is one of the most destructive elements to a resin bonded system and water is the
best method to remove the dust. Holes for grouted anchors are normally diameter larger than
the anchor diameter.
Temperature - Epoxy resin is not allowed for low temperature applications. The set times
become quite long at low temperatures. It will normally be better to use a deeper embedment
with a non-epoxy product at low temperatures. Note that "high strength" resins will normally be
epoxy.
Tightening Section 00535 of the Oregon Standard Specifications for Construction requires
tightening to only 1/4 turn past snug tight. Consider what tightening is appropriate for the
application and show on the plans, if different than the specifications. Anytime load indicator
washers are used, tightening must meet the washer requirements. Also check if distribution
plates are needed to transfer the bearing loads (from the tensioned bolt) to the concrete.
1-252

1.1.24
Anchor Bolts
1.1.24.1
Materials
Anchor bolts, including those for bridges, signs, traffic signals, and illumination structures, should
normally be specified according to one of the following specifications:
AASHTO M314 is the preferred specification.
AASHTO M314, Grade 36 for low-strength
AASHTO M314, Grade 55 for medium-strength
AASHTO M314, Grade 105 for high-strength
Equivalent ASTM designations for anchor bolts are:
ASTM A307 - Low-strength carbon steel bolts for general use (non-headed
rods conform to ASTM A36)
ASTM A449 - Medium carbon steel bolts and rods to 3 diameter. Proof load
requirements are similar to ASTM A325.
Anchorage of anchor bolts and rods may be accomplished by hooks for ASTM A307 and Grade
36 materials. For higher strength materials, a bearing plate tack welded to a nut or a plate
between two nuts should be used.
Galvanize anchor bolts or rods full length, if galvanizing is desired.
If tensioning of anchor rods or bolts is desired, load indicator washers may be used up to 1-1/4
diameter (the largest available). Load indicator washers must be called out on the plans or in the
Special Provisions, if you want them used. Recognize that concrete creep and shrinkage may
significantly reduce anchor rod stress over time.
1-253

1.1.24.2
Anchor Bolt Sleeves
To allow for some flexibility in placement and small corrections in bearing locations, an anchor
bolt sleeve is often used. The anchor bolt can be field bent slightly to fit the required bearing
location. The bearing plate can be temporarily shimmed and then the pad constructed or the pad
can be constructed with a blockout around the bolt. The sleeve is grouted at a later time. There
are commercially produced anchor bolt sleeves or a fabrication detail can be added to the
drawings.
Figure 1.1.24.2A
1-254

1.1.25
Corrosion Protection
The level of effort to prevent reinforcing steel corrosion depends mainly on the potential for
exposure to a corrosive environment.
1.1.25.1
Marine Environment
For the purposes of determining when the specified corrosion protection is required a Marine
Environment is defined as any of the following:
1.1.25.2
A location in direct contact with ocean water, salt water in a bay, or salt water
in a river or stream at high tide. (substructure)
A location within mile of the ocean or salt water bay where there are no
barriers such as hills and forests that prevent storm winds from carrying salt
spray generated by breaking waves.
A location crossing salt water in a river or stream where there are no barriers
such as hill and forests that prevent storm winds from generating breaking
waves.
Marine Environment Protection
Provide the following minimum protection system for structures in a Marine Environment:
Stainless steel for all deck, girder and crossbeam reinforcing steel.
Black steel (no epoxy coating) for prestressing strands in precast members
(to allow for future cathodic protection if needed).
Minimum 2 cover on all cast-in-place members.
HPC (microsilica) for all precast and cast-in-place concrete.
Additional protection measures including concrete sealers, cathodic protection or others should
be reviewed with the Corrosion Specialist on a project-by-project basis.
1-255

1.1.25.3
Deck and End Panel Reinforcement Protection
The protection system for deck and end panel reinforcement is shown in Table 1.1.25.3A below.
For reinforcing steel extending out of the deck or end panel into bridge rails, curbs or sidewalks,
use the same type of reinforcement as used in the deck or end panel. Use black (uncoated) steel
for all other bridge rail, curb or sidewalk reinforcement.
Examples are shown on the following pages in Figures 1.1.25.3A, B and C.
Table 1.1.25.3A
DECK AND END PANEL REINFORCEMENT PROTECTIVE PRACTICES

Coastal Areas
(within 1 air mile of the
Pacific Ocean)
Snow/Ice Areas*
Mild Areas**
Concrete Type
HPC (microsilica)
HPC (microsilica)
HPC (microsilica)
Reinforcement
Type
Deck Stainless steel

top and bottom mats
Epoxy coated top and

bottom mats in both the
deck and end panel
Black (uncoated) top

and bottom mats in both
deck and end panel
2 top mat
2.5 top mat
2.5 top mat
2 bottom mat
1.5 bottom mat
1.5 bottom mat
End Panel Black

(uncoated) top and
bottom mats
Reinforcement
Cover
* Snow/Ice areas are defined as all areas of central and eastern Oregon, the Columbia River
Gorge, Jackson County, and any other areas above 1500 ft. elevation. These areas are
intended to include all areas with the potential to receive periodic application of deicing
chemicals.
** Mild areas are defined as all areas not in a coastal area or in a snow/ice area. This includes
all of western Oregon below 1500 ft. elevation that is not within 1 mile of the Pacific Ocean.
1-256

1.1.25.3
Deck and End Panel Reinforcement Protection - (continued)
Non-Coastal Cast-in-place Decks - For cast-in-place concrete decks, provide 2-1/2 of cover over
the top mat of reinforcing steel. If epoxy coating is required, epoxy coat top and bottom
longitudinal and transverse bars (including "truss" bars) and all bars extending from the deck into
the sidewalk, curb or railing. Stirrups for precast girders do not need to be epoxy coated.
Figure 1.1.25.3A
Non-Coastal Structure Widening - For structure widening with cast-in-place decks normally
provide a concrete overlay on the existing deck. If epoxy coating is required, epoxy coat the top
and bottom longitudinal and transverse bars and all bars extending from the deck into the
sidewalk, curb or railing.
Figure 1.1.25.3B
1-257

1.1.25.3
Deck and End Panel Reinforcing Protection - (continued)
Non-Coastal Precast Slabs and Boxes - Precast slabs and box beams require waterproof
membrane and an asphalt concrete wearing surface unless specifically directed otherwise. If
epoxy coating is required, epoxy-coat the top mat bars and bars extending from the precast
elements into the sidewalk, curb or railing. See the standard drawings for other epoxy-coated
bars in the precast slabs and box beams.
Figure 1.1.25.3C
1-258

1.1.25.4
Waterproofing Membranes
Waterproofing membranes are used as part of an overall deck protection concept. They are
used primarily with bridges having an asphaltic concrete wearing surface (ACWS). Membranes
serve the following purposes:
Protect reinforcing steel from corrosion in concrete members by preventing moisture

from roadway runoff (which potentially contains chlorides and other contaminates) from
penetrating the concrete surface.
Protect galvanized tie rods in precast prestressed concrete members placed side-byside from roadway runoff.
Protect timber bridge decks from moisture damage.
Prevent roadway runoff water from passing through bridge elements to a roadway,
bikeway or pedestrian way underneath the bridge.
Prevent untreated roadway runoff water from passing through bridge elements to a
waterway underneath the bridge.
Membrane systems are selected from the ODOT Qualified Products List.
New State Bridges

For new bridges with cast-in-place decks, a waterproofing membrane should not normally be
used, since these should normally be constructed without an ACWS.
Provide a waterproofing membrane for side-by-side precast concrete slab, box beam, and deck
bulb-T construction with ACWS. The only pre-approved alternative to a waterproofing membrane
is a cast-in-pace HPC deck. All other alternatives, including use of stainless steel tie rods,
require approval of a design deviation from the State Bridge Engineer.
Existing State Bridges

FHWA requirements for State owned bridges states that If deicing salts may be used in the
future, some type of deck protection shall be used. This applies where an ACWS is to be
installed over an existing concrete deck or where an ACWS with membrane is to be removed and
an ACWS placed without a membrane. Most areas of Oregon now have potential for use of
deicing chemicals. Actual use of deicing chemicals in the project area can be verified by
contacting the ODOT District Maintenance Manager.
For bridges not in snow or ice areas (as defined in Section 1.1.25.3) consideration can be given
to removing and replacing the ACWS without placing a membrane on surface preservation
projects (ACWS overlay projects), where the existing bridge has an ACWS with or without an
existing membrane. For this case, perform chloride testing on the existing bridge deck using
AASHTO T260 to verify existing chloride levels are acceptable. Contact the Corrosion Protection
Engineer from the Bridge Preservation Unit concerning the location and number of chloride tests
required. Allow ACWS without a membrane only if the maximum chloride content of the existing
concrete surface is low (less than 0.015% by mass of sample).
A structural concrete overlay should be used if warranted by Section 1.1.20.5 (5).
1-259

1.1.25.4
Waterproofing Membranes - (continued)
Where most or all of the ACWS is to be removed, it should be anticipated that any existing
membrane will be damaged during the ACWS removal process and need replacing. Where
existing ACWS exceeds 2.5 minimum depth, it is anticipated that ACWS removal can be
performed without damage to an existing membrane.
New/Existing Local Agency Bridges

A deck protection system is not required if the bridge is not on the NHS system. If the Local
Agency bridge is on the NHS system, see New and Existing State Bridge guidelines. A deck
protection system may be desirable and should be investigated on each project, whether NHS or
Non-NHS. The Local Agency may also request a waterproofing membrane.
If a Local Agency chooses not to use a waterproofing membrane for side-by-side construction,
obtain written confirmation from the Local Agency. Include a copy of the Local Agency
confirmation in the calculation book. Also confirm with the project environmental coordinator
whether elimination of a membrane is acceptable when there is potential for roadway runoff to
enter a waterway by leakage through adjacent bridge members.
1-260

1.2
1.2.1
Steel Structure Design and Detailing
Steel Girders
Design
Design according to AASHTO LRFD Bridge Design Specifications.
The minimum strength for deck concrete is 4000 psi with an approximate modulus elasticity of
3800 ksi. The modular ratio n does not need to be an integer number and for 4000 psi concrete
must not be less than 7.60.
Oregon Department of Transportation does not require Certified Erector qualification for erection
of steel bridges. For a complex project in which a contractor with such qualification is deemed
necessary, obtain Bridge Engineering Section approval prior to including such requirement in the
contract documents.
The top of deck concrete thickness is considered sacrificial layer of deck concrete and does
not contribute to deck strength. Beta version of deck design worksheet for steel girder bridges is
located at:
ftp://ftp.odot.state.or.us/bridge/bddm/MathCad_Templates/
Please forward your comments or suggestions to the Steel Bridge Design Standards Engineer.
Top and bottom mats of reinforcing steel do not need to be on same alignments or spacing. Limit
reinforcing steel spacing of steel girder bridge decks in conformance with AASHTO LRFD Bridge
Design Specifications.
Replace the first paragraph of C6.13.6.1.4a of AASHTO LRFD Design Specifications with For
flexural members, it is recommended that the smaller section at the point of splice be taken as
the side of the splice that has the smaller calculated moment of inertia for the noncomposite steel
section
Curved and skewed deck girder bridges have the potential for three dimensional deflection and
rotation. Longer spans magnify the rotation of the girders and cause unaccounted stresses on
the diaphragm connections. Include a note in the contract drawings that the girder webs should
be plumb in the final condition.
This requires the erector to force fit the diaphragms with the
girders out-of-plumb prior to deck placement. Rotation of girders resulting from the deck
placement plumbs the girders web and releases stresses caused from force fitting the
diaphragms.
Whenever the end of steel members is cast inside concrete, the end of the member cast in
concrete requires a 3 coat paint system as shown in Figure 1.2.1.10C.
Consult with the Steel Bridge Design Standards Engineer for the latest design aids and design
computer programs.
1-261

1.2.1
Steel Girders (continued)
Bid items
Use following bid items for structural steel. Use horizontally curved steel (plate or box) girder bid
item when the radius of horizontal curve on the structure is less than 1000ft. Steel Rolled Beam
Steel Plate Girder
Steel Box Girder
Steel Plate Girder with hunch
Trapezoidal Steel Box Girder with hunch
Horizontally Curved Steel Plate Girder
Horizontally Curved Steel Box Girder
Specialty Bridges (tied arches, Cable Stayed)
Structural Steel Maintenance
Details
See Standard Details BR600, BR605 and BR610 for general details.
(1) Girder Spacing

Use wider girder spacing to reduce the number of lines of girders, which will reduce shop and
field labor. Girder spacing between 10 to 14 generally works well. (10 to 12 for spans less than
140 and 11 to 14 for spans greater than 140)
(2) Girder Lengths

Girders should be as long as possible to reduce the number of field splices. Girder or girder field
segment lengths without a field splice should normally not exceed 150. There may be locations
where girders lengths will be controlled by weight or access to the bridge site. Long girders may
also require auxiliary lateral support during transportation. Consult with the Steel Bridge
Standards Engineer for a maximum fabrication length.
An optional bolted field splice should normally be shown to allow the fabricator and contractor
some flexibility in fabrication and transportation.
(3) Girder Depths

Girder depths, particularly for haunched girders, may be limited because of transportation
constraints.
Use constant depth girders where possible.
(4) Girder Splices

Locate splices to avoid conflicts with wind bracing, diaphragms and/or intermediate stiffeners.
Layout locations of all intermediate stiffeners, diaphragms and wind bracing to avoid conflicts with
the flange cutoff points (and possible splice locations).
Splices are a natural location to make changes in the flange size to eliminate flange welds.
Webs should be the same thickness on each side of the splice.
1-262

1.2.1
Steel Girders Details (continued)
(5) Girder Flanges
(a) General
The number of changes in flange size should be kept to a minimum, as the cost of a butt weld will
offset a considerable length of excessive flange area.
Constant width flanges enables the fabricator to order the flanges in multiple width plates which
are more economical than universal mill plates. The shop flange splices can be made while the
plates are in wide slabs and cut to widths simultaneously with multiple cutting torches.
Keep the number of flange splices to a minimum. At least 500 pounds of steel should be saved
before adding a splice for a change of thickness in an average 20 wide flange. If the splice is a
transition in width, the saving should be 800 pounds of steel. Allow the contractor the option to
use thicker flange plate to reduce the number of flange splices.
The minimum size flange should be 3/4 x 12. The minimum 3/4 flange thickness is to minimize
the distortion of the flange due to welding of the flange to the web.
For longitudinal beams, limit the maximum change between adjacent plate thickness per 1.2.1(c)
and 6 in width, at both welded and bolted connection section changes.
(b) Compression Flanges

Make top flanges a constant width and thickness where possible. Minimizing the number of
changes in the top flange will also facilitate easier deck forming.
It may not be prudent to minimize the top flange. The girder needs significant lateral load capacity
to resist lateral transportation loads and lateral loads from deck overhang brackets and deck
placements. Some erectors limit the length of girder shipping pieces to 85 times the flange width.
Another side benefit of providing generous top flange as that the non-composite deflections are
reduced.
(c) Tension Flanges

Make bottom flanges a constant width where possible. If a change in flange width is needed,
make it at a bolted splice location.
Limit the maximum flange thickness to 3.0. For flange thicknesses greater than 1-1/2, limit the
change in adjacent plate thicknesses to 3/4. For flange thicknesses 1-1/2 or less, the change in
adjacent plate thicknesses to .
Generally, use a minimum flange width that is equal to the width of the flange resisting the
maximum positive moment. Widen the flange as necessary in negative moment areas so the
flange thickness will not exceed 3.0 at the bent.
1-263

1.2.1
Steel Girders Details (continued)
(6) Girder Webs

Commonly used web plates are in the range of 48 to 96.
Minimum web thickness should be 1/2.
Note that economy will often be served by the choice of a web plate of sufficient thickness that it
does not require transverse stiffeners. In some cases thinner web plate with partial web
stiffeners are economical. The labor to place and weld one foot of stiffener is equal to about 25
pounds of steel. Un-stiffened webs reduce fabrication, painting costs (for non-weathering steel)
and flange sizes. Thicker webs are also helpful in reducing web distortion due to welding and in
supporting deck overhang brackets for the deck placement.
Design web plates in 1/16 increments with a note that the contractor may increase the web
thickness shown by 1/16 at no additional cost to the state. Minimize web transitions as the cost
of a butt weld web splice often exceeds the cost of the added material between sections.
The cost of a square butt joint web splice is equal to about 800 pounds of steel per foot of splice.
When web plates are over 80 long and constant thickness, the fabricator should be given an
optional shop splice on the design plans. This most economical bid can then be prepared
according to the mill length extras, market areas available, and transportation and handling costs.
1.2.1.1
Materials and Identification
(1) General
Identify all steel by grade on the contract plans.
Structural steel for bridges should conform to ASTM A709 (AASHTO M270).
These
specifications include Grades 36, 50, 50W, HPS 50W, and HPS 70W. ASTM A709 steel
specifications are written exclusively for bridges wherein supplementary requirements for Charpy
V-Notch Impact tests are mandatory. Grade HPS 70W steels has recently been developed that
provide high strength, enhanced durability and improved weldability. Specify Grade HPS 50W
and HPS 70W to be Quench and Tempered in the contract document and for thermomechanical control processed require the contractor to provide test samples at both ends of each
rolled plate. Plates that pass the required test are acceptable for fabrication.
Structural Steel for steel piling, metal sign structures and other incidental structures should
conform to ASTM A36, ASTM A572 or ASTM A588. Incidental structures include luminaire and
traffic signal supports, bridge metal rails and metal rail posts, guardrail connections, earthquake
restraints, bridge deck expansion joints, fencing post connections, etc. Merchant quality steel
(non-spec) is used in items such as catch basin frame, catch basin, deck drain grate, manhole
rungs and steps, access hole cover, guardrail spacer blocks, shims, anchor bolt plate embedded
in concrete, etc. where a high degree of internal soundness, chemical uniformity or freedom of
surface defects are not required. Acceptance of such items is on the basis of visual inspection.
ASTM A36, A572, or A588 may be used for structural steel for bridges provided the
supplementary Charpy V-Notch Impact test requirements are included in the Special Provisions.
If Charpy V-Notch Impact tests are required for ASTM A36, A572 or A588 structural steel, use the
supplementary requirements of ASTM A709.
1-264

1.2.1.1
Materials and Identification (continued)
Don't use A709 (Grades 36, 50, 50W) steels for plates thicker than 3, nor butt welds in tension
members over 3. Limit plate thickness for HPS 50W and HPS 70W to 2. Consult with the Steel
Design Standards and Practice Engineer for specific project needs.
Specify ASTM A709 Grade 50 steel for all structures that require yield strengths between 36 ksi
and 50 ksi and are to be painted or galvanized.
(2) Weathering Steel

Through several cycles of wetting and drying, the surface of the steel develops a tight oxide
coating (patina) that provides its own corrosion resistant surface finish. Eliminating the need for
painting results in minimal future maintenance and lower life cycle costs.
The use of ASTM A709 Grade 50W, HPS 50W, HPS 70W & 100W weathering steel should be
considered with some caution. There are some environmental areas, locations or conditions
where weathering steel should be avoided. There have been cases where the use of this material
in improper locations or under improper conditions has resulted in less than desirable
performance of the structure. Conditions or locations of concern include:
Environment
Marine Coastal areas

Frequent high rainfall, high humidity or persistent fog
Industrial areas where concentrated chemical fumes may drift onto the structure
Weathered, riveted, or bolted built up structural member (boxes or plate girders)
Location
Grade separations in tunnel like conditions

Low level water crossings
Conditions that do not allow for the drying of the steel necessary to develop a good
patina.
The FHWA Technical Advisory T 5140.22, Uncoated Weathering Steel in Structures, should be
reviewed or location restrictions and recommended detailing practices.
One of the significant advantages of HPS 50W, HPS 70W steel is its enhanced weathering
capacity over Grades 50W and 70W steels. Weathering capability is calculated using the heat
analysis compositions in an equation to calculate an atmospheric corrosion resistance index, I,
in ASTM G101 Estimating the Atmospheric Corrosion Resistance of Low-Alloy Steels. In
general, a corrosion index of 6.5 is considered a minimum to be classified as HPS. The higher
the index, I, the more corrosion resistant is the steel. Do not use Grade 70W steel.
1-265

1.2.1.1
Materials and Identification - (continued)
(3) Check Samples

Tension members and elements that require notch toughness check samples are to be clearly
identified on the plans. Consult with the Fracture Control Engineer, on the Preservation Team, to
determine if any of the components will require check samples. If check samples are required,
include special provision Section 00560.22(d) in the project Special Provisions. Check samples
are required for cross frame members on curved steel girders.
Figure 1.2.1.1A
(4) Fracture Critical Members

Fracture-critical members should also be clearly identified on the plans.
Figure 1.2.1.1B
1-266

1.2.1.2
Shop Lengths of Welded Girders
Locate field splices in welded steel beams so as not to exceed the following shop lengths and
mass (All field splices shall be bolted):
Bridge site is readily accessible . . . . 150
Bridge site is not readily accessible . . . . 125
Maximum weight should not exceed 150,000 lbs.
Prior to finalizing the shop length of steel members, consult with the Steel Bridge Standards
Engineer.
1.2.1.3
Intermediate Cross Frames
Design
If needed, provide and design cross frames for all stages of construction and the final condition.
Detailing
In choosing between intermediate cross frames of "K" or "X" form, the "X" form should generally
be used when the ratio of the beam spacing to the frame depth is less than 2 and the "K" form
when it is greater than 2. When the depth of the frame approaches 3 or less, a solid plate
diaphragm should be considered.
Maintenance requirements should also be considered in the cross frame design. Adequate
clearance for sandblasting and painting should be provided. Inaccessible areas should be
avoided. It may also be necessary to provide for maintenance walkways and/or utilities through
the cross frames.
Figure 1.2.1.3A
1-267

1.2.1.3
Intermediate Cross Frames - (continued)
Rigidly connect cross frames to the top and bottom flanges to prevent web distortions and
cracking. Stiffeners should be welded to compression and tension flanges as shown on figures
1.2.1.3B, C and D. The ends of welds should end about 1/4 away from the edge (snipe, clip,
etc.) to avoid a poor quality weld termination.
Gusset Plates for Bracing Members - Cope gusset plates welded to both the web and flange of a
plate girder a minimum of 1-1/2 to prevent intersection of the two welds. Horizontal gusset
plates for lateral bracing are preferable welded to a connecting plate, which will be bolted to the
web of the plate girder. If a horizontal gusset plate is welded to the web of the plate girder, cope
it so as to be clear of any vertical web stiffener.
Do not stagger intermediate cross frames in skewed or curved steel plate girders where two
adjacent steel plate girders have significant differential deflection. Where two adjacent plate
girders have significant differential deflection, such as the first row of cross frame from the end
bents, do not use the K or X type of cross frames. Use details similar to Figure 1.2.1.13B.
Check fatigue requirements of all welded connections.
1-268

1.2.1.3
Figure 1.2.1.3B
1-269

1.2.1.3
Figure 1.2.1.3C
1-270

1.2.1.3
Figure 1.2.1.3D
1-271

1.2.1.4
Intermediate Web Stiffeners
Note that economy will often be served by the choice of a web plate of sufficient thickness that it
does not require transverse stiffeners.
Where transverse intermediate stiffeners are used, provide them on both faces of the webs of
interior girders and on the interior faces, only, of exterior girders.
Rigidly connect the stiffeners to the compression portions of the flanges. Stiffeners may be
welded to compression flanges. The ends of welds should end about 1/4 away from the edge
(snipe, clip, etc.) to avoid a poor quality weld termination.
Figure 1.2.1.4A
1-272

1.2.1.5
Bearing Stiffeners
Bearing stiffeners and the web act as a column section, transferring loads from the
superstructure to the substructure. In combination with the end frames, they also transfer lateral
loads from the superstructure to the substructure. The details shown below are for simple span,
non-continuous supports.
Figure 1.2.1.5A
For continuous beams, where the top flange is in tension use the Tension Flange detail shown in
Figure 1.2.1.3B, as the usual practice is being cautious to weld stiffeners to tension flanges. Stop
weld 1/4 away from the edge (snipe, clip, etc.) to avoid a poor quality weld termination.
Minimum size of fillet weld is the minimum specified in Section 1.2.2.2. Select bearing stiffener
widths in increments of 1/2.
For web attachment plates or solid diaphragms that form an angle greater than 30 degrees use
a partial penetration groove weld with fillet reinforcement as shown on Figure 1.2.1.5.B
Figure 1.2.1.5.B
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1.2.1.6
Cross Frames at Bents
Cross frames at bents are more critical to transfer seismic forces from the superstructure to the
substructure. One solution is to use detail 1.2.1.3B and a W shape beam between the girders at
the top of the cross frame. Welded studs are added to the top flange of these W shape beams to
provide the lateral resistance.
If a joint system is required for a cross frame at end bents, it may be necessary to use details
similar to cross frames at continuous beam interior bents. See Figure 1.2.1.6A.
Figure 1.2.1.6A
It is desirable to have all cross frame member centerlines intersecting at a common point. But, it
is often easier to design for the eccentric loads in the connection than to get a common
intersection point of the member centerlines.
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1.2.1.7
Composite Action and Flange Shear Connectors
Provide shear connectors in all portions of continuous spans, positive or negative moment. Old
practice was to not use concrete reinforcement to increase the moment capacity of composite
girders in the negative moment areas. However, for deflection and moment calculations include
longitudinal reinforcing steel in the composite section properties of the girder in the negative
moment areas.
Extend shear connectors at least 1 above the mid depth of the deck. Generally, the deck build
up on steel girders is constant except for bridges with variable cross slopes (super elevation)
along the bridge. However the top flange plate thicknesses may vary. Consider the effect of top
flange thickness variation and bridge deck super elevations when checking the shop drawings or
specifying the shear connectors length. The advantages of longer shear connectors are in
distributing load to larger area of the bottom mat reinforcing steel when a girder fails in fatigue.
The concrete deck will distribute a portion of the unsupported load of the failed girder to adjacent
girder/girders.
Figure 1.2.1.7A
1-275

1.2.1.8
Beam Camber
(1) Beam Camber, General - Steel beams are cambered to compensate for dead load, shrinkage
deflections and gradelines. The final position of the bottom flange is either flat or follows the
grade, except in a sag vertical curve. A final negative camber should not be put in a beam.
Profile grades can be incorporated into the camber by either added camber in the beam or by
varying the deck flange build-ups along the beam. Sag vertical curves always require flange
build-ups. Minimum flange build-ups should take into consideration the superelevation of the
deck.
Slope adjustment or build-up for straight girders on curved roadways must also be considered.
Deck grades are based on the roadway centerline and straight girders are offset at midspan from
the centerline. As a result, the adjustment is the superelevation times the midspan offset.
Additional beam camber at midspan or additional build-up at the ends will be required. See
Figure 1.2.1.8A.
Figure 1.2.1.8A
Sketches of the camber options for simple spans are shown in Figures 1.2.1.8B through
1.2.1.8D.
Figure 1.2.1.8B
1-276

1.2.1.8
Beam Camber - (continued)
Figure 1.2.1.8C
Figure 1.2.1.8D
1-277

1.2.1.8
(2) Shrinkage Camber - To obtain shrinkage camber deflections, apply shrinkage moments at
the beam ends as shown below.
Figure 1.2.1.8E
m = moments applied to structure due to concrete shrinkage
= (0.0002/in)EcAcYt in kip-inches
Where:
Ec = 3800 ksi for fc = 4500 psi
Ac = total area of concrete (in)
Yt = distance from cg of the deck to the cg of the
composite section *. (inches).
* Note: Use 3n for modular ratio in calculating section properties.
(3) Camber Diagrams - Show the following data for steel beam camber on the contract drawings:
Grade line camber . . . . . .__________
Dead load camber . . . . . .__________
Superimposed
Dead load camber . . . . . .__________
Shrinkage camber . . . . . .__________
Total Camber
. . . . . . . . __________
Camber due to weight of

steel beam and
diaphragm
. . . . . . .__________
Camber diagram examples are shown the following pages.
1-278

1.2.1.8
Figure 1.2.1.8F
1-279

1.2.1.8
Figure 1.2.1.8G
1-280

1.2.1.9
Deck Pouring Sequence
Deck pouring sequences for continuous steel spans must be developed according to the span
and deflection characteristics of the particular bridge.
The general principal is to first place the sections that are outside of the negative moment zones.
Subsequent placements may produce negative flexure in the previously placed sections (See
C6.10.3.7 for commentary). Provide minimum negative flexure slab reinforcement per 6.10.3.7 of
the AASHTO LRFD Bridge Design Specifications as needed. Set retarding admixture may be
required to reduce excessive induced stresses in adjacent spans placed sequentially.
Any changes to the pouring sequence during construction must be analyzed by the Contractors
Engineer to determine any effects on stresses and camber. This review will need to be
completed early in the process, because it may effect the beam fabrication.
The following steps are a general rule for pouring sequence of continuous steel bridges.
1. Pour (1) consists of all positive moment areas along the bridge which will not cause
upward deflection on other span/s. No waiting period is required between these spans.
2. Pour (2) consists of multiple separate placements of all positive moment areas of spans
that cause upward deflection on other spans. The wait period between these span
placements is a minimum of three days after the last pour (1) ended and reaches 70% of
final strength. If multiple spans are placed sequentially in the same pour, set retarding
admixture may be required to reduce excessive induced stresses in adjacent spans.
3. Pour (3) consists of all negative moment areas. The pour can be placed a minimum three
days after the last pour (2) ended.
The pouring sequence of three span continuous balanced bridges is shown below:
Figure 1.2.1.9A
The deck pouring sequence for bridges designed continuous for live load consists of two pours.
Pour (1) for all positive moment areas except for closure pours. Pour (2) consists of all closure
pours at interior and/or end bents a minimum of three days after pour (1).
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1.2.1.10
End Bents Detailing
It is desirable to eliminate end bent joints or make construction jointless to protect the girder steel
from leaking joints.
Use the extended deck detail or semi integral abutments similar to Figures 1.2.1.10A or
1.2.1.10B.
Use the integral abutments when geometry and span length allow. Show a painted section at the
ends of plate girders. On jointless bridges paint the end of the girder for a length of 1-0 outside
the concrete interface and 4 inside the concrete interface. See Figure 1.2.1.10C.
Where joints can not be avoided, show a paint detail at the end of plate girders. Paint the end of
the girder for a length at least 1.5 times the depth of the girder and all attachments within this
limit. See Figure 1.2.1.10D. The paint color is to match the developed weathering steel patina
2.5 years after completion of the bridge construction. See Figure 1.2.1.10D.
Figure 1.2.1.10A
1-282

1.2.1.10
End Bents Detailing - (continued)
Figure 1.2.1.10B
1-283

1.2.1.10
End Bent Detailing - (continued)
Figure 1.2.1.10C
1-284

1.2.1.10
End Bents Detailing - (continued)
Figure 1.2.1.10D
1-285

1.2.1.11
Expansion Joint Blockouts
Show a blockout detail on the plans to allow the expansion joint assembly to be placed a period
of time after the final deck pour. Providing a blockout makes the adjacent deck pour easier,
provides smoother deck transition to joint, and allows the majority of the superstructure shrinkage
to occur prior to joint assembly placement.
Figure 1.2.1.11A
1-286

1.2.1.12
Bearings
Due to high cost, try to avoid using built up steel bearings, pot bearings, and spherical bearings.
Design integral jointless bridges or use elastomeric bearings wherever possible.
Use circular elastomeric bearings on curved steel girders.
See also Section 1.1.19.
1.2.1.13
Structure Widenings
Generally, to avoid transferring dead loads from the widening to existing beams, diaphragms are
temporarily connected to resist lateral loads only and a closure pour is made between the deck
pours. An example is shown below.
Figure 1.2.1.13A
Figure 1.2.1.13B
1-287

1.2.2
Welding
1.2.2.1
Welding, General
Technical Assistance The ODOT Welding Engineer may be consulted for assistance with
welded connections.
General categories of welding - The following three categories loosely describe the most
common types of welding needed for design work in roadway and bridge sections.
Incidental Structures (AWS D1.1): Welding under this category consists of light structural joining
such as handrails, fencing, and sheet metal products. In general the weld is not required to fully
develop the strength of the joining parts. Visual inspection of the final product is all that is
expected.
General Structural Welding (AWS D1.1): Welding under this category consists of partially or fully
developing the strength of the joining parts such as pile splices and attachments, guard rails,
signing and lighting support, expansion joints(unless prefabricated by an approved supplier),
seismic restraint fixtures and bearings (unless directly welding to main structural elements of a
bridge). In general the weld will develop the ultimate strength of the joining parts but is not
expected to provide maximum fatigue life unless nondestructive testing is specified for
acceptance.
Structural Welding of Reinforcing Steel (AWS D1.4): Welding under this category consists of
splicing and/or anchoring either new construction or existing reinforcing steel in concrete
columns, girders, and bridge decks. The particular weld joint design usually consists of either
flare-bevel welds or butt joints with back up bars.(see Section 1.2.7.6 for examples) In general it
is desired to develop the full strength of the reinforcing steel to be joined. Almost any type of
reinforcing steel can be successfully welded provided the chemistry of the steel is known (from
either mill certifications or field testing) and an appropriate welding procedure is developed and
followed. Unknown steels need to have a sample extracted (approximately 2 to 4 grams) and
testing for chemistry. The welding procedure is developed from AWS D1.4 using the carbon
equivalent method. This type of welding is almost always performed in the field and thus needs
to be monitored by a certified welding inspector (CWI). Acceptance is usually based on visual
examination but other methods can be used if the designer is concerned about fatigue. Make
sure that the Contractor provides a CWI during field welding.
Bridge Welding (AWS D1.5): Welding under this category consists of fabricating or modifying any
main load path carrying members of a bridge that have some or all portions that experience
tensile stresses under normal loads. This includes girders, floor beams, stringers, trusses, and
hanger assemblies. The member does not necessarily have to be fracture critical. In general the
welding is expected to develop both full ultimate strength of the joining parts and maximum
fatigue performance. Joint toughness and nondestructive testing are typically required for
acceptance.
Certification of Steel Fabricators: Special Provision Section 560.30 requires the American
Institute of Steel Construction (AISC) Category CBR (Major Steel Bridges) Certification for
fabricators of structural steel bridges. If the structure is Fracture Critical, the fabricator also
is required to have the AISC Fracture Critical endorsement.
1-288

1.2.2.1
Welding, General - (continued)
Typical pathways for successful welding in your designIncidental welding:

1) Specify the welds needed on the drawings (type, size, and length).
2) In general welding procedure specifications and welder certification are not required to be
submitted.
3) Quality assurance will be based on general appearance (visual testing) only. If you want
a trained person to inspect the workmanship send a copy of the plans to the ODOT Portland
Materials Inspection Crew. The same inspectors will also check for quality of painting and
galvanizing. If the workmanship is poor then the parts can be rejected.
General Structural Welding:
1) Specify the welds needed on the drawings (type, size, and length). Even though the
Standard Specifications invoke AWS D1.1 welding code for all incidentals structures, it is
recommended that the following statement be included on the drawings (usually the plan
and elevations):
All welding shall conform to the AWS D1.1 Structural Welding Code.
2) Generally welding procedure specifications (WPS) and welder certification are required to
be submitted and approved. Any shop drawings that have welding shown are not legally
approved until the WPS are approved under AWS D1.1.
3) Quality assurance is typically based on visual inspection by a certified welding inspector
(CWI) and may also incorporate nondestructive testing such as ultrasonic (UT),
radiographic (RT), and magnetic particle (MT) testing if specified on the design drawings.
Various stages of the fabrication process may also be monitored if necessary. It is
recommended that a copy of all plans and specifications that require this category of
welding be sent to the ODOT Portland Materials Inspection Crew.
1-289

1.2.2.1
Welding, General - (continued)
Reinforcing Steel Welding:

1) Specify the welds needed on the drawings (type, size, and length).
2) In the general notes for the job, put the following:
"All reinforcing steel welding shall conform to AWS D1.4 Structural Reinforcing Steel"
.
3) If the steel is not ASTM A615 or A706 a field chemistry sample needs to be extracted and
analyzed for the carbon equivalent. The welding procedure shall be based on this
information. If the steel is A615 or A706 the D1.4 welding code has recommended heat
inputs.
4) Inform the ODOT Portland Materials Office of the work and have a CWI review the
welding procedure, welder certification and observe the welding.
Bridge Welding:
1) Specify the welds needed on the drawings (type, size, and length). Calling out the
specific weld ID number ( i.e. TC-U4a is an example) is preferable but not required.
Typically this category of welding requires a significant Quality Assurance (QA) effort so
please include this in your construction cost estimate.
Even though the Standard Specifications invoke AWS D1.5 welding code for all bridge
welding it is recommended that the following statement be included on the drawings
(usually the plan and elevations):
All welding shall conform to the AWS D1.5 Bridge Welding Code.
2) Welding procedure specifications (WPS) and welder certification are required to be
submitted and approved by the Engineer of Record. Any shop drawings that have welding
shown are not legally approved until the WPS are approved under AWS D1.5.
3) Quality assurance is based on a more complicated Owner/Fabricator relationship that
involves frequent inspections during the entire fabrication and erection process. Most
individuals involved have stringent requirements for their duties including certified welders,
inspectors, fabricators, and testing personnel. Most welding in this category requires some
form of nondestructive testing for acceptance. Theoretically all materials and processes are
traceable with archived documentation. A copy of all plans and specifications that require
this category of welding shall be sent to the ODOT Portland Materials Inspection Crew.
1-290

1.2.2.2
Fillet Welds
When adequate structural performance from fillet welds in "T" and corner joints can be obtained,
use fillet weld in preference to groove welds. Fillet welds can be non-destructively inspected with
greater certainty of result and at lower cost. The minimum fillet weld size for prequalified joints is
shown below:
Material Thickness of Thicker Part Joined (T)
Minimum Size* of Fillet Weld
To 3/4 inclusive
1/4 **
Over 3/4
5/16 **
Except that the weld size need not exceed the thickness of the thinner part joined.
For this exception, take particular care to provide sufficient preheat to ensure weld
soundness.
**
Welds of this size must be made in a single pass.
Size fillet welds in accordance with AASHTO LRFD Design Specifications.
Web to flange connection

The minimum fillet weld necessary to join the flange to the web shall be used. This size will vary
along the length of the girder depending on the size of the plates being joined.
Shear stress capacity of fillet welds (equal legs):
LRFD Design - Fv= 0.6x0.8Fexx x 0.707"t" ( AASHTO 6.13.2.4b)

where: Fexx = 58,000 psi for Grade 36 Steel
Fexx = 65,000 psi for Grade 50 Steel
"t" = length fillet leg
Fillet Weld Capacity - LRFD Design (lb/in)
Leg Length "t"
Grade 36 Steel
Grade 50 Steel
3/16
3690
4135
1/4
4920
5510
5/16
6150
6890
3/8
7380
8270
7/16
8610
9650
1/2
9840
11,025
9/16
11,070
12,405
5/8
12,300
13,785
Figure 1.2.2.2A
1-291

1.2.2.3
Flange Welds
The design tensile stress in butt welded joints may equal the allowable stress in the base metal.
Show flange butt weld splices as in the detail below. Include this detail on all steel structure
plans. Indicate the type of butt weld splice for each splice on the plans. This may be
accomplished by:
Adding the word "tension" or "compression", whichever is the case, to the tail of
the weld symbol.
Indicating which flanges or which portions of the flanges are in compression (C)
and which are in tension (T).
Figure 1.2.2.3A
Figure 1.2.2.3B
1-292

1.2.2.4
Welded Web Splices in Steel Bridge Girders
Use complete joint penetration butt weld in web splices. The weldments reinforcing shall be
ground off 100% of all web splices. To facilitate NDE during fabrication, specify on the design
drawings which portion of the girder webs are tension and compression. (see Figures 1.2.2.4A
and 1.2.2.4B)
Figure 1.2.2.4A
Figure 1.2.2.4B
1-293

1.2.3
Traffic Structures Mounted on Bridges
The following traffic structures may be located on bridges, although standard traffic lighting poles
are the only traffic structures with standard bridge connection designs. The placement of other
traffic structures on bridges should be discouraged. In special cases where other (larger) traffic
structures must be located on the bridge, they should be connected directly to the bent.
Standard lighting poles
Camera poles
Structure mounted signs (signing for traffic passing under bridge)
Miscellaneous small signs (signing for traffic on bridge)
The traffic designer will be responsible for all aspects of design and for construction assistance
for traffic structures located on bridges, except as noted below. Early in the project, the traffic
designer will provide the bridge designer with maximum structure base reactions and other
information necessary for the bridge designer to design the connection between the traffic
structure and the bridge.
The decision on whether the traffic structure may be located on the bridge, and the exact location
of the traffic structure on the bridge will be made by the bridge designer in conjunction with the
project team. Structure mounted signs should preferably not exceed 7 in height. However,
especially in urban areas the required sign legend may dictate a larger sign panel. The bridge
designer should work with the project team to arrive at an acceptable solution, considering effects
on aesthetics, sight distance, and related factors.
The Bridge designer will be responsible for the connection between the traffic structure and the
Bridge, including the anchor bolts, and will review or check the shop drawings associated with the
bridge design responsibilities.
1-294

1.2.4
Galvanizing and Painting
1.2.4.1
Processes
Galvanizing is a process of applying a sacrificial metal (zinc) to a base metal. The zinc will
corrode, or sacrifice itself, to protect the base metal. Hot-dip galvanizing involves cleaning the
items with a combination of caustic and acidic solutions and the dipping them into a tank of
molten zinc for a specified period of time. After removal, small items are spun to remove excess
zinc.
Mechanical galvanizing involves cleaning as mentioned above and then loading the items in a
multi-sided rotating barrel. The barrel contains a mixture of various sized beads and water. As
the barrel turns, chemicals and powdered zinc are added. The collision between the items, the
glass beads and zinc causes the zinc to cold weld to the part. Powdered zinc is added until the
required thickness is obtained.
Hot-dip galvanizing has proven to provide better long term corrosion protection and should be
required for all galvanized items.
1.2.4.2
Detailing
To ensure proper hot-dip galvanizing, venting and drain holes must be provided in details. These
insure proper circulation and removal of cleaning solutions and the molten zinc. They may also
prevent potential explosions during dipping caused by trapped air.
A minimum vent opening of 25 to 30 percent of the cross sectional area of a tubular section
should be provided if full open venting is not possible. Provide drains holes at closed corners or
clip all corners at gusset plates to allow complete drainage.
1.2.4.3
Silicon Control
The silicon content of the steel influences the corrosion resistance and strength of the galvanized
coating and the thickness of the zinc layer. The silicon content of the steel must be held within
either of the range of 0 to 0.04 percent, or 0.15 to 0.25 percent to obtain and maintain a pleasing
appearance. All members that will have visual impact should be called out on the drawings with
"GALVANIZE-CONTROL SILICON". Examples of these members are the chords, posts and
diagonals of sign bridges; arms and shafts of luminaire, sign and signal support structures; steel
traffic rail posts and railing members and pedestrian railings.
For economic reasons, silicon need not be controlled in galvanized structural members that are
hidden from motorist view or are too small to have significant visual impact. Generally, these
members that are too small to have significant visual impact are steel shapes whose least
dimension does not exceed 3 inches.
An example of an exception is pedestrian rail members that should have silicon control.
Examples of hidden members and others which for practical reasons do not require silicon
control are base plates and guard rail connection plates, flex-beam rails and their posts and
single-post, breakaway sign posts.
The general notes on each contract drawing that includes members are to be called out as
"Galvanize-Control Silicon". The specification for control of silicon in steels to be galvanized is
included in the Standard Specifications for Construction.
1-295

1.2.4.4
Painting or coating of new or existing metal
This work consists of preparing and coating new metal structures and features in the shop and in
the field, and preparing and coating existing metal structures. This includes all:
Interior and exterior steel surfaces

Steel railings, bridge bearings, and bridge expansion joint assemblies
Other miscellaneous steel
Coating of the metal structures shall be in conformance to the current Section 00594 of the
Oregon Standard Specifications for Construction and supplemental Specifications.
12.4.5
Process for recoating of an existing metal structure
Be aware of an existing structures condition prior to completing TS&L of a recoating project.

Recoating of an existing bridge is very costly and requires a carefull examinination of the
structures condition. Older structures are typically painted and have potential deficiencies that
may need to be addressed during a recoating project. Collect all necessary information for such
project which is not limited to following:
Check latest available load rating of steel bridge
Perform load rating of bridge when structure has not been load rated or the current
structural conditions have deteriorated from the conditions used in calculate a load rating
Consider remedy to strengthening the structure, if needed, and the related cost
Verify whether there are rivets or bolts that need to be replaced. Check with the ODOT
Region Bridge Inspector
Include additional costs for access, paint removal and recoating rivet or bolt replacements, if
rivets or bolts are outside normal paint area limits.
1-296

1.2.5
Cables and Turnbuckles
1.2.5.1
Cables and Turnbuckles, General
Structural wire rope (cable) may be used in seismic retrofit and safety cable applications. For
these applications, cable must have zinc coating for corrosion protection. Designers should
specify ASTM A 603 structural wire rope with a Class C coating. This type of cable is generally
available by special order at a minimum of 10,000 feet.
Two sizes of cable are recommended. 7/8 diameter cable is recommended for most seismic
retrofit applications. 1/2 diameter cable is recommended for safety cable applications and
seismic retrofit applications where the cable must be wrapped around tight corners. Bending
radius for cable should be as follows:
suggested
minimum
1/2 diameter cable . . .
18
11
7/8 diameter cable . . .
32
18
Caltrans uses 3/4 cable manufactured to Federal Specification RR-W-410D. The only difference
between this cable and A 603 cable is the quantity of zinc coating. ASTM A603 (with Class C
coating) requires three times the zinc quantity. RR-W-410D 3/4 cable, however, can be bent
around a 4 minimum radius. For applications where this increased flexibility is required, RR-W410D cable may be substituted. RR-W-410D cable will not be stockpiled, so the Designer must
verify the availability of the material if the project quantity is less than 10,000 feet. Do not use
RR-W-410D cable for coastal applications.
1.2.5.2
General Notes for Cables and Turnbuckles
Use the following general notes on the plans for turnbuckles and cable connections in seismic
retrofit and/or safety cable applications:
Turnbuckles shall be Type I and hot-dip galvanized meeting Federal Specification FF-T791B, and shall develop the minimum breaking strength of the connecting cable.
Turnbuckle take-up shall be 24 unless shown otherwise on the plans.
Socket connections for cables shall be hot-dip galvanized and shall develop the minimum
breaking strength of the connecting cable.
1-297

1.2.5.3
Special Provisions for Cables
Under the heading "Steel Cable (Structural Wire Rope) for Seismic Restraints & Safety Cables"
use the following:
[When using only 7/8 wire rope for seismic retrofit:]
Cable for seismic restraint devices shall be zinc coated 7/8 diameter structural wire rope
conforming to ASTM A603 with Class C coating throughout. Cable construction shall be 6 x
7 with a Wire Strand Core (WSC). Class A coating will be allowed for the center wire in the
center strand. Supply cable on spools with a cable length of at least 2000 feet, but not
more than 5000 feet. Minimum breaking strength = 46,000 lb.
[When using only 3/4 RR-W-410D wire rope for seismic retrofit:]
Cable for seismic restraint devices shall be zinc coated 3/4 diameter wire rope conforming
to Federal Specification RR-W-410D. Cable construction shall be 6 x 19 with a Wire Strand
Core (WSC) or Independent Wire Rope Core (IWRC). Cable shall be manufactured from
improved plow steel and shall have a minimum breaking strength of 21,000 lb.
[When using only 1/2 wire rope for safety cable:]
Wire rope for safety cables shall be zinc coated 1/2 diameter structural wire rope
conforming to ASTM A603 with Class C coating throughout. Cable construction shall be 6 x
7 with a Wire Strand Core (WSC). Class A coating will be allowed for the center wire in the
center strand. Supply cable on spools with a cable length of at least 5000 feet, but not
more than 10,000 feet. Minimum breaking strength of 21,000 lb.
[When using both 1/2 and 7/8 wire rope for seismic retrofit:]
Cable for seismic restraint devices shall be zinc coated structural wire rope conforming to
ASTM A603 with Class C coating throughout. Cable diameter shall be 1/2 or 7/8 as
shown on the plans. Cable construction shall be 6 x 7 with a Wire Strand Core (WSC).
Class A coating will be allowed for the center wire in the center strand. Supply cable on
spools with cable lengths as follows:
minimum maximum
1/2 diameter
5000
10,000
7/8 diameter
2000
5000
Minimum breaking strength of cable shall be 21,000 lb. for 1/2 cable and 63,600 lb. for 7/8
cable.
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1.2.5.4
Special Provisions for Turnbuckles
Use the following special provisions for turnbuckles in seismic retrofit applications:
Test turnbuckles according to the requirements outlined in Federal Specification FF-T791B.
Provide either a jam nut or lock wire at each end of each turnbuckle. Lock wires shall
be 14 gage or heavier and shall be either hot-dip galvanized or plastic coated.
Use the following special provisions for turnbuckles in safety cable applications:
Test turnbuckles according to the requirements outlined in Federal Specification FF-T791B.
Provide a lock wire at each end of each turnbuckle. Lock wires shall be 14 gage or
heavier and shall be either hot-dip galvanized or plastic coated.
1.2.5.5
Design Properties
Modulus of elasticity for cable (non-prestretched) = 10,000 ksi.

Approximate gross metallic area and minimum breaking strength:
Area (in2)
1/2 diameter cable (A 603) . . .
.
0.119
3/4 diameter cable (RR-W-410D) . .
0.222
7/8 diameter cable (A 603) . . . .
0.361
1-299
Strength (lb)
21,000
46,000
63,600

1.2.6
Bolts and Connections
Design all high-strength bolted connections as slip-critical connections.
1.2.6.1
High Strength Bolts
High-Strength Bolt Use Guidelines:
A325 Headed structural bolt for use in structural connections. These may be hotdip galvanized. Do not specify for anchor bolts.
Use Type 3 bolts conforming to AASHTO M164 (ASTM 325) when specifying
weathering steel.
A449 Steel bolts and studs for general applications including anchor bolts.
Recommended for use as anchor bolts where strength equal to A325 is required.
A490 Alloy steel headed structural bolt for use in structural connections. Do not
use A490 bolts in bridge applications. If there is a compelling reason to use A490
bolts, request a BDDM Deviation. If a deviation is approved, these bolts should not be
galvanized because of high susceptibility to hydrogen embrittlement. Instead of
galvanizing, require two or three coats of approved zinc rich paint. Do not specify for
anchor bolts.
1-300

1.3
1.3.1
TIMBER BRIDGE DESIGN AND DETAILING
Timber Bridge Locations
Timber structures may be considered as an alternate to concrete structures on low volume

highways or roads with and ADT of less than 500, especially for sites located away from possible
concrete sources. Timber bridges are generally best suited to the drier climate east of the
Cascade Mountains. Consult the individual Regions in the early stages of a project to determine
whether a timber bridge is desired.
1.3.2
Timber Design and Details
Before specifying structural grades for timber members, check with the fabrication industry for
actual availability.
Unless timber is submerged, it may be considered dry for design.
ODOT does not design composite wood-concrete structures and has no corresponding
construction specifications.
For structures carrying only pedestrian and/or bicycle traffic, the maximum allowable live load
deflection is:
For simple or continuous spans
span/360
For cantilever arms
arm length/135
Glued laminated timber bridges
Glued laminated timber bridge single spans are generally feasible up to 50 feet. To achieve
longer spans, consider cantilever techniques. The width of glued laminated beams should be
generally be limited to 10-3/4 or less, but 12-3/4, 14-3/4, and 16-3/4 widths are available for
extra cost.
Some consideration should be given to performance specification for glued laminated timber
members. Identifying actual stresses for bending, horizontal shear, etc., is preferred by the
fabrication industry instead of specifying an actual glued laminated timber grades.
The preference of the Bridge Section at this time is the use of a non-interconnected glued
laminated timber deck as opposed to an interconnected glued laminated timber deck. A
longitudinal timber stiffener under the deck between longitudinal beams for transverse deck
bridges may be beneficial for differential deflection control.
A glued laminated longitudinal deck bridge is a possible solution for short spans (under 25 feet)
with a tight freeboard clearance requirement. These deck members could be used in a
continuous span arrangement to increase member efficiency.
All glued laminated timber decks should have a waterproofing membrane with an asphalt wearing
surface.
For smaller timber members, such as posts, rails, etc., specifying solid sawn timber as an option
to glued laminated timber may be more cost effective.
Timber substructures are not recommended.
1-301

1.3.3
Timber Connections
Use of the "Weyerhaeuser clip" to connect timber decking to timber beams allow for easy
fabrication and installation of the timber members.
Steel diaphragm beams, as opposed to timber diaphragm beams, between longitudinal glued
laminated timber beams are recommended.
Use slotted holes whenever possible in the steel connectors to allow for shrinkage and expansion
of the wood, and for construction tolerances.
1.3.4
Timber Rails
A crash-tested rail has been completed for a longitudinal glued laminated timber deck bridge.
Several other glued laminated timber bridge configurations will be crash-tested in the near future.
Thrie beam railing can be used as an alternate in lieu of timber.
1.3.5
Preservative Treatments
Pentachlorophenol Type A (heavy solvent) or Pentachlorophenol Type C (light solvent) is

recommended for most locations as a preservative treatment.
Eliminate all field cuts and bores if possible. Any field modifications should be treated with
copper napthanate.
1.3.6
Field Installation
Shop assembly of the timber bridge components immediately after fabrication is recommended to
eliminate any possible future field installation problems, especially on more complicated projects.
Field staking of the structure before fabrication is recommended to eliminate any future
installation problems.
1-302

1.4
MISCELLANEOUS STRUCTURE DESIGN AND DETAILING
1.4.1
Retaining Structures
1.4.1.1
Retaining Structures, General
Retaining walls that support bridge bents will typically be designed by the structure designer, and
drawings will be the same size and included with the structure drawings.
Refer to the ODOT Geotechnical Design Manual, Chapter 15.
1.4.2
Soundwalls
1.4.2.1
Soundwalls, General
Since 1989, AASHTO has provided a design manual Guide Specification for Structural Design of
Sound Barriers. These guidelines, plus the additions listed below, are to be used for designing
all soundwalls.
It is now necessary to investigate the soil condition specific to the soundwall site and then identify
the soil type on the Soundwall Plan and Elevation sheet. It is recommended that this be taken
care of early in the project's development.
The new AASHTO Guide Specifications allow less lateral soil capacity, especially when the
ground around the soundwall is sloped, as when located on a berm. Conditions for which the
standard drawings were designed include:
Average or Good soil types. Region offices must perform a soil investigation
of the site in the preliminary stage of design. The Plan and Elevation sheet
must specify the soil type, which will affect the footing depths.
Exposure B1. See the 1989 AASHTO Guide Specifications for Sound
Barriers, Article 1-2.1.2 for a definition of this case. See Figure 1.5.2A, in
this manual for the Oregon map defining wind speed zones for the 50 year
recurrence intervals.
A maximum 3 differential in the soil elevation from one side of the soundwall
to the other was assumed.
Pilaster footings were designed by the Load Factor Design Method. Ultimate
Lateral Soil Capacities (R) were obtained by the Log-spiral Method,
increased by a 1.5 isolation factor and include foundation strength reduction
factors (Sec. 1-2.2.3). Footing embedment lengths were designed by the
Rutledge Equation where S1 = RD/3. S1 is the Allowable Ultimate Lateral
Soil Capacity. See example in Appendix C of the Guide Specifications.
1-303

1.4.2.1
Soundwalls, General - (continued)
Conditions for which the standard drawings were NOT designed include:
1.4.2.2
Poor Soil type foundation material.

investigation and special design.
Exposure B2 or C.
barriers.
Impact loads or live loads immediately adjacent to the soundwall.
This condition requires a foundation
Also locations on bridges, retaining walls, or traffic
Seismic Load
Refer to Guide Specifications Article 1-2.1.3.

EQD = (A)(f)(D).
(A)(0.75)(Dead Load) - - except on bridges and retaining walls
(A)(2.50)(Dead Load) - - on bridges and retaining walls
(A)(8.00)(Dead Load) - - connections for prefabricated soundwalls on bridges
(A)(5.55)(Dead Load) - - connections for prefabricated soundwalls on retaining walls
Note: The product of (A)(f) should not be taken as < 0.1 .
1.4.2.3
Factor of Safety Against Overturning - (Spread footings only)
See Guide Specifications Article 1.8.2

2.0 for Dead Load + Earth Pressure + Live Load Surcharge
1.5 for Dead Load + Wind Load + Earth Pressure
1.5 for Dead Load + Seismic Load + Earth Pressure
1.4.2.4
Pay limits for Soundwalls
Use square feet,

(Bottom of wall to top of wall) (wall length)
1-304

1.4.2
Soundwalls - (continued)
Figure 1.4.2A
1-305

1.4.3
Impact Attenuators or Crash Cushions
1.4.3.1
Attenuator Design
Attenuators are required in areas, such as gore points of diverging roadways and columns in
medians, where hazardous objects cannot be removed from the possible paths of vehicles.
The need for attenuators can often be eliminated by omitting or removing hazardous objects from
gore areas. Non-breakaway sign supports are examples of such objects. Bridge parapets in
gore areas may be avoidable when they occur near the end of a bridge, where their need can be
eliminated by bridging the space between diverging roadways.
Space in a gore area is valuable as a recovery or evasive maneuver area. Therefore, all space
wasting features such as curbs and raised pavements, should always be removed. This will
avoid interference with the proper functioning of the crash attenuator and it can be located as far
from the gore nose as possible.
Bridge will provide designs and plans for attenuators located on structures. Roadway will provide
designs and plans for other locations.
Design guidelines and approved systems brochures are available in each Bridge Design Team's
room. All new project designs should utilize attenuators that have passed NCHRP 350 testing.
1.4.3.2
Chevrons
Reflective chevrons are detailed on attenuators to make them highly visible and give direction to
traffic. Make sure they are correctly detailed, as shown below, on the plans. Refer to Section
00940 of the Standard Specifications and normally specify a Type "Y2" sign. Confirm the sign
type with the Traffic Control Unit.
Figure 1.4.3.2A
1-306

1.4.4
Safety and Accessibility Requirements
1.4.4.1
Uniform Accessibility Standards
The Uniform Accessibility Standards are to be used for the design of all Federal-aid projects.
The design of all pedestrian overpasses and underpasses must include ramps which do not
exceed a 1:12 grade and platforms every 30 feet. Other features such as handrails and stairs
should also comply with the standards. A waiver to design requirements may be obtained on a
case-by-case basis, if justified.
For pedestrian structures, use FHWA publication Guidelines for Making Pedestrian Crossing
Structures Accessible (FHWA-I-84-6).
(1) Wingwall and MSE fill slopes Provide fall protection for wingwall and/or MSE fill slopes
whenever the potential vertical drop exceeds 10 feet. Fall protection may consist of one of the
following:
Roadway barrier at the top of the slope may be considered adequate protection for the
public in most cases. However, when the vertical drop at the face of the wall exceeds
15 ft, provide additional protection (safety cable, cable fencing, or chain link fencing) at
the top of the wall.
Safety cable at the top of the wall may be adequate when the slope is not accessible by
the public, but access by maintenance personnel and/or bridge inspectors is
anticipated.
Provide cable fencing when no roadway barrier has been provided at the top of the
slope and the slope is accessible to the public. Where a sidewalk is provided at the top
of the slope without roadway barrier between the sidewalk and slope, the slope should
be considered accessible to the public.
Provide chain-link fencing or hand railing when pedestrian, maintenance or inspection

access is provided adjacent to the top of wall.
Seek concurrence from the Region Safety Manager concerning the specific wall slope
protection proposed.
Provide fall protection that is aesthetically appropriate for the site. In many cases, this may
involve extending the system along the full length of the wall even though portions of the wall
may have less than 10 feet of vertical drop.
(2) Design Criteria for safety cable Design safety cable and cable fencing using the following
criteria:
Use 1/2" diameter galvanized wire rope with an independent wire rope core and having
a minimum breaking strength of 26,000 Lbs.
Use galvanized cable connections and turnbuckles having a minimum ultimate strength
at least as great as the cable strength.
1-307

1.4.4.1
Uniform Accessibility Standards (continued)
(2) Design Criteria for safety cable -
Design safety cable and cable fencing using the following

criteria: - (continued)
For cable fencing, provide a minimum of two cables with the top cable 36 high and the
other cables evenly spaced.
Space cable supports or posts at 10 feet or less.
Design the cable support system to resist a vertical service load of 3000 Lbs (5000 Lbs
ultimate) anywhere along the length of the cable.
Design end posts and cable end connections to resist the minimum breaking strength of
the cable. End posts for cable fencing need only be designed considering one cable
loaded at a time
1.4.4.2
Inspection and Maintenance Accessibility
Such facilities should meet the Oregon Occupational Safety and Health Code and Oregon Safety
Code for places of Employment (Chapter 2, primarily). A copy of the code is located in the
Preservation Unit.
For bridge rail height requirements related to inspection and maintenance, see BDDM 1.1.21.1
Rail Selection, (2) Vehicular Rail, General.
Inspection walks must clear all required minimum clearances under the structure and cannot
infringe or reduce minimum required waterway openings.
Provide inspection walks with sufficient headroom and width for inspection personnel to carry
bulky equipment between walk rails without difficulty.
Consider inspection walks for wide and high bridges where the reach of the arm of an inspection
crane is not long enough for proper inspection and maintenance of the bridge members.
Consider inspection walks combined with other facilities such as ladders, manholes and safety
cables. Consider all critical areas that require close inspection such as fracture critical members,
hinges, splices, hangers, expansion joints, bearings, utility lines, navigation lights, and areas that
require frequent maintenance.
FHWA has recommended maintenance walkways between all steel girders. This has proven to
be a costly item and should be reviewed on a case-by-case basis. These were provided on the
Santiam River Bridge (Steel Alternate) Bridge 08123D, Drawing 47448. The detailed W5x15
walkway beams are not readily available. A W8x18 alternate is recommended, as this was
substituted on the John Day River Bridge, Bridge 00108D.
(1) Vertical Abutments and MSE Abutments Provide access for inspection of bearings and
shear lugs. When integral abutments are used, provide access for inspection of backwalls.
Provide access consisting of the following:
3-0 minimum walkway width - This is the clear width available for an inspector or
maintenance worker to walk as needed for inspection and/or maintenance of bearings,
shear lugs and/or backwalls.
1-308

1.4.4.2
Inspection and Maintenance Accessibility (continued)
4-0 minimum height - This is the minimum height from the walkway surface to the
bottom of girder. For bridges having a solid bottom, such as a concrete box girder,
provide 5-0 minimum.
Safety Railing or Cable - Provide either safety railing or a safety cable. When a safety
cable is used, attach the cable to either the backwall or cap (approximately 4 ft above
the top of walkway) or to the bottom of the girders. Note that attachment to precast
prestressed girders must be limited to the center 4 of the bottom flange. Locate the
cable at least 2-0 horizontal distance away from the vertical drop. Design the safety
cable system using the criteria given in Section 1.4.4.1(2). Alternatively, standard
drawings BR190 and BR191 Horizontal Fall Arrest Lifeline details are now available.
Where potential maintenance activity can be anticipated, such as replacement of
bearings, locate the cable to avoid interference with potential bearing replacement and
girder jacking operations. Where safety railing is used, design railing to be removable
in sections to facilitate maintenance work.
Access to the walkway - Provide access to the walkway using one of the following:
3-0 wide walkway along the top of the wingwall. Provide a safety cable or
safety railing when the vertical drop exceeds 10 ft.
Cast-in-place steel U-bar ladder steps from the ground level (under the bridge)
up to the maintenance walkway. In urban environments, place the first U-bar
ladder step approximately 12 ft from the ground. Access to this first step will be
by portable ladder. Ensure there is an adequate bench for the ladder to seat.
Security - For bridges in urban environments, use gorilla bar safety railing and provide
locked gates at each entrance to the walkway. Design gorilla bar railing to be
removable in sections to facilitate maintenance work.
When the height from the ground to the bearings is 15 ft or less, inspection and/or maintenance
can be performed with a ladder. If so, ensure there is a 5-0 minimum bench at the top of slope
to support a portable ladder. Where such a bench is not practical, provide cast-in-place steel Ubar ladder steps. Provide enough ladder steps so that an inspector is able to get within 3-0 of
any bearing.
1.4.4.3 Concrete Box Girder Access and Form Removal

Normally provide permanent access to all cells of concrete box girders for utility access,
inspections or other purposes. All forms are to be removed from cells where access is provided.
Deck forms to be removed may be supported off the bottom slab if the bottom slab is fully
supported, designed to support the added load and has no detrimental effect on the structure.
Deck forms for non-accessible cells may be left in place. Deck forms left in place are not to be
supported off the bottom slab. Web supported deck forms are acceptable. An allowance for
deck form dead load should be included in the design loads.
1-309

1.4.4.4
Standard Access and Ventilation in Concrete Box Girders
Standard Drawings BR135 and BR136 show standard access and ventilation detail. See also
Section 1.1.15.6, "Access Holes". Use the following guidelines tempered with engineering
judgment.
Bottom Slab Access Holes - Single span bridges will normally require one access hole per
cell. Multiple span bridges will normally have one access hole per cell at each end of the
bridge. Access holes should be located in accordance with the guidelines shown on the
standard drawings. The 8 feet minimum height to the access hole is recommended to
discourage unauthorized access into the structure. Keep the inspector in mind when
choosing the access locations. Do not place access holes over railroad tracks.
Girder Stem Access Holes - Girder stem access holes are to be provided through the
interior stems at the midpoint of all spans. These lateral access points will allow the
inspector to complete their inspection of span or spans without having to exit and reenter
the structure.
Crossbeam Access Holes - These are not detailed on the standard drawing since their
design will vary widely because of structural requirements. However, it should be noted
that only one access hole will be required per crossbeam if the girder stem access holes
are provided.
Bottom Slab Ventilation Holes - These ventilation holes, similar to the bottom slab access
holes in design except top opening, are intended to be used in all cells of each span not
having access holes. Generally, the ventilation holes would be located near the opposite
end of the span from an adjacent span having access holes. The holes provide additional
ports for removing forms, serves as an exhaust hole when forced ventilation is required and
provides additional natural ventilation.
Stem Ventilation Holes - These holes provide for the escape of lighter-than-air gases and
are located near the high point of each span as detailed on the standard drawings.
Ladder Support - The ladder support provides a safe support for the ladder while the
inspector unlocks the access hole cover. After the cover is unlocked, the inspector should
reposition the ladder through the access hole so they can grab onto the ladder while
entering or leaving the box girder cell.
Access Cover Prop - The access cover prop is designed to facilitate the opening or closing
of the cover when the ladder is supported by the Ladder Support. Once the ladder is
through the access hole, the prop should be released so the cover will lie flat. The prop
would be re-engaged upon exiting the box.
1-310

1.4.4.5
Protective Screening
Protective screening should be considered on new structures where adjacent traffic, traffic below
or the public below are exposed to pedestrians on overhead structure sidewalks or pedestrian
bridges. Protective screening should only be used where there is risk associated with something
dropping or being thrown from the structure. It should also be considered on structure widenings,
rail replacement projects, and railroad replacement projects. Guidelines are given in the
AASHTO publication A Guide for Protective Screening of Overpass Structures- dated Nov., 1990.
Normally the Regions will recommend or request if a project warrants protective screening. The
designer will evaluate the site and will bring the question of protective screening to the project
team.
Warrants for Protective fencing:
1). Highway carrying, grade separation or high level bridges with facility for
pedestrian traffic.
2). Expressed concern due to recorded incidents of vandalism from a
structure.
3). Existing or potential for pedestrian traffic nearby consistent with item
number 1 above.
a.) Schools, churches, etc.
b.) Built up areas
c.) Shopping areas, malls
4). Compliance with formally published federal guidelines, if applicable.
5). Locations where existing railing or parapet conditions are substandard
with regard to pedestrian safety.
6). Fencing to preclude unsafe acts or conditions; such as, snow passing
through railing, pedestrian access.
7). Where any local regulations, laws or ordinances require protective
screening.
8). On overpasses where property is subject to damage, such as buildings or
power stations located beneath the structure.
9). Where the above conditions are not clearly present, the Designer shall
judge the specific location and submit, if deemed warranted, a request to
install fencing. The request shall be directed to the project team manager,
Current design criteria or physical attributes for protective fencing include:
lightweight (less than 100 plf)
translucent (see through)
openings 3 square or less (normally a 2 chain link mesh is acceptable, with a 1 mesh
for special cases)
minimal projected area (less than 30 percent)
difficult to climb (no handrail)
able to carry pedestrian rail loading
1-311

1.4.4.5
Protective Screening (continued)
no opening between the bottom of the fence and top of curb, deck, sidewalk, or
concrete bridge rail with the further provision that the bottom of fence be of sufficient
stiffness to prevent large permanent deflections
8 high (from top of walk surface), except 10 high at Railroad Overcrossings
fencing can be terminated 12 beyond the fog line and does not need to extend to the end
of the structure
Sight Obstruction - Fencing may obscure the intersection sight distance at ramps, cross streets,
or driveway accesses off the end of the structure, non-signalized intersections increase this
potential hazard. Stopping the fence after it is no longer required may solve some of the
problems, however, some cases will require specialized designs.
Curved Fencing - Ideally, curved fencing should be used when a sidewalk is present. The theory
is that the curvature is an additional deterrent because it will force the thrower into the roadway in
order to clear the fence.
Curved Structures - On curved structures, give consideration to potential sight distance problems
that may occur due to the screening. On structures with tight curves, it may be necessary to use
straight fencing rather than curved fencing because it is difficult to construct curved fencing on a
tight curve and obtain proper fit of the chain link fabric.
Under Structure Screening - In the Portland area, Region is concerned about homeless people
sleeping under bridge end bents. In some cases chain link fencing may not be adequate,
because it is easily cut. Consult Region and local districts for end bent treatment.
External Requests for Ornamental Screening ODOT has received requests from local
communities to install ornamental screening on existing structures. A number of issues must be
addressed before a request can be processed:
Funding Ornamental screening can be included in ODOT Modernization projects, if

deemed an important architectural item by the project team and supported by the
Environmental study. For retrofit to an existing structure (not associated with an ODOT
project), the applicant should include possible funding sources with the proposal
Permits If someone other than ODOT proposes to install a feature in ODOT Right-ofWay, they would need a permit from the District it is located in.
Design Ornamental protective screening should not be a distraction for drivers. Check
for any sight distance problems that it could potentially create. Any design outside of
ODOTs normal standards should go through a review process with the District, Tech
Center, Office of Maintenance and others to assure it is appropriate and meets
clearances and standards as given by ODOT.
Maintenance Responsibility for maintenance must be established in case of damage or

deterioration. Districts are funded to maintain ODOT standards. If designed and
installed by forces outside of ODOT, resources are required to maintain it which should
include a bond, city or county taking responsibility.
Also see section 1.2.2.9 (1), Structure Appearance and Aesthetics, Ornamentation.
1-312

1.4.4.5
Protective Screening - (continued)
Screening on new structures when needed, will be as follows and as shown on Figure 1.4.4.5A
and Standard Drawings BR240 and BR241.
Bridges with Sidewalks - See Details "A", "B", "C", "D" on Figure 1.4.4.5A.
If a barrier is placed between the sidewalk and roadway, screening should

be used in place of a pedestrian rail along the outer edge of the structure.
If the sidewalk is not separated, screening should be placed behind or

attached to the combination rail along the outer edge of the structure.
Pedestrian Bridges - See Detail "E" on Figure 1.4.4.5A. Pedestrian bridges will be
screened in most instances.
Certain sweepers will not fit through curved fence enclosures. Region One sweepers
measured 10-5. Standard Drawing BR240, Type "A" Fence Section has provisions to
allow access. Contact Region to determine an acceptable type of fence.
Railroad Undercrossings - See Details "B", "C", and "D" on Figure 1.4.4.5A.
Splash boards may also be required where switching is performed or where

there are other frequent activities. Typical details are shown on Figure
1.4.4.5B.
Exceptions challenging the need for screening of railroad undercrossings

may be appropriate under some or all of the following circumstances:
Location is remote, away from urban areas.
Structure carries highway or freeway traffic with no sidewalks or

pedestrian facilities.
Bicycle and pedestrian traffic is minimal.
Features of the structure will provide adequate safety against potential

objects falling from the structure (straight horizontal alignment, shoulder
width, rail type such as concrete provides a closed system, etc.)
If an exception is justified, send a memo to the Railroad and Utilities Engineer

with reasons for the request stated.
1-313

1.4.4.5
Figure 1.4.4.5A
1-314

1.4.4.5
Figure 1.4.4.5B
1-315

1.4.4.5
Figure 1.4.4.5C
1-316

1.4.5
Culvert Design
1.4.5.1
Culvert Design, General
Concrete culverts, metal pipe culverts and pipe arches are to be designed by the GeoEnvironmental Section.
1.4.6
Bridge Name Plates
1.4.6.1
Existing Name Plates
All existing name plates should be salvaged and given to the Equipment and Services Unit
Manager, who will put it in the Highway Museum. The Project Manager should be alerted and
asked to salvage the name plates or direct the contractor to do it.
1.4.7
Utilities On Structures
1.4.7.1
Utilities on Structures, General
1.4.7.1.1
Roles and Responsibilities
(1) District Roles and Responsibilities - The Districts are the main point of contact for the
location of all utilities and will issue all utility permits. Utility companies will only be given a permit for
the specific area they actually need for that installation. Space for future lines will need to be
included on a separate permit application. If the utility installation requires holes to be drilled into the
bridge, if the utility will add a significant amount of additional dead load on the structure, or if the
installation has the potential to be in conflict with any of the items in 1.4.7.1.1 (3) or General
Requirements in 1.4.7.1.2, the District will refer the permit application to the Region Tech Center
Bridge Unit Manager and the Bridge Engineer for their input and approval. Otherwise, the District
Manager will simply approve, monitor the installation of the utility, and assure that all utility
installations are labeled in accordance with accepted practices (see below).
(2) Region Tech Center Roles and Responsibilities - (Note: If the utility is associated with an
OTIA Project, the Bridge Delivery Unit could perform these same roles).
If the District forwards a copy of a utility permit request to the Region Tech Center for review prior
to the issuance of the permit, the Regional Tech Center Bridge Unit Manager will assure that the
utility installation is in compliance with the items in 1.4.7.1.1 (3) and General Requirements in
1.4.7.1.2.
For proposed utilities on historic structures, the application should be reviewed by the Region
Cultural Resource Specialist.
1-317

1.4.7.1.1
Roles and Responsibilities (continued)
(3) Bridge Engineering Section Roles and Responsibilities - For certain installations, the
District and/or Region Tech Center will refer the Utility Permit Request to the Bridge Engineer for
input. Bridge Engineering Section will refer input back to the Region Tech Center Bridge Unit
Manager for final approval. The Bridge Engineering Section will provide input (Program/Load
Rating, Preservation, or Operations/Standards & Practices, as applicable) if the utility installation will
have a direct impact on any of the following:
The installation calls for the installation of a High-Voltage Line on a structure.

The utility contains a high-pressure line and / or volatile gases.
Installation has the potential to create a corrosive environment due to dissimilar
materials.
The installation is on a bridge that has a cathodic protection system in place, or is within
a Marine/Coastal Environment as defined in 1.1.25.
The utility is going to be installed on a drawbridge.
The installation is in a confined space where its location or operation creates an unsafe
environment for bridge inspection and/or bridge maintenance personnel.
The installation has the potential for adding a significant amount of dead load to the
structure or individual structural components.
1.4.7.1.2
General Requirements
All wire line type crossings shall be installed in conduit.

High-voltage lines (greater than 25000 volts) should not be installed on a bridge.
If possible use existing utility provisions located on the structure.
Utility installations should be designed so that a failure will not result in damage to the structure
or be a hazard to traffic or endanger the public.
If possible, locate the utility installation to minimize the effect on the appearance of the structure
and minimize installation, inspection, and maintenance access problems. In most cases, this will
mean installing the utility between girders or in the sidewalk or rail. Locate the utility as close as
possible to the exterior of the structure to allow access by snooper crane if no other access is
provided. This may not be possible if staging of the structure is not compatible. See Section
1.4.4 for accessibility requirements.
Provide sufficient space around utilities for maintenance activities such as cleaning and
repainting steel members.
Utilities and supports should not normally extend below the bottom of the superstructure.
If the utility is placed on the outside of the rail or exterior girder on stream crossings, place it on
the downstream side of the structure to minimize the chance of damage from floating debris.
Utilities are to be labeled according to American Public Works Association (APWA) standards
with color code and owner, contact information, etc.:
Electrical Red
Gas Yellow
Communication Orange
Potable Water Blue
Irrigation Purple
Sewer - Green
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1.4.7.2
Providing for Utility Installations
When permitted by the structure design, provide for utilities as follows:
Agency Communication Infrastructure on new National Highway System

structures, provide a minimum of two 2 inch I.D. conduits for Highway
communications use. Follow the detailing guidelines for utility installation in
Section 1.4.7.3 .
For structures carrying a freeway over a river, provide for utilities that have
been approved by the FHWA. Provision for future utilities should be on a
judgment basis.
For structures carrying highways over freeways and other classes of

highways, provide for utilities that have requested space. Provision for future
utilities should be on a judgment basis.
Also see Section 1.4.7.6 for acceptable accommodation of utilities in structures.

The proximity to heavily populated areas and the probability of future requests for utilities should
be the basis for deciding to provide for future utilities.
For structures inside city limits, provide for future needs with two 12
diameter holes on each side of the structure in addition to the specific utility
requirements.
Provide access for utilities as follows:
No utilities should be accommodated on structures unless access can be

provided for inspection and maintenance by the utility, with the exception of
telephone and electrical conduits continuously encased in concrete.
For structures carrying highways over freeways, access from the freeways
should not be provided. In special cases, access may be provided from
freeway right-of-way, but not from the traveled roadway or shoulders.
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1.4.7.3
Design and Detailing Guidelines
Utility attachments may exert large forces at the point of connection. Individual members and the
entire structure should be designed for all loads imposed by the utility. Consideration should be
given to loads or movements that might be imposed on the utility by the structure, such as from
temperature movements.
Make sure all loads are considered in the design, including dead, temperature, vibration, inertia
loads, etc. Longitudinal and transverse supports or anchorages may be needed. Hydraulics or
Facilities Design may need to be contacted to determine appropriate loads for design or review.
If attachment connections or brackets are designed by the utility company, the submittal should
be accompanied by calculations for the designer to review. For pressure systems, maximum
design and operating pressures should be stated. See Special Provisions 00589 Utility
Attachments to Structures for additional requirements.
If the proposed utility weighs more than 100 pounds per linear foot, the utility company will be
required to provide a load rating of the structure, with the utility loading superimposed onto the
structure, so that it can be determined whether the structure has sufficient loading carrying
capacity for the installation of the utility. If available, ODOT will provide a set of bridge plans for
their use. All plans must be field verified, because not all as-constructed bridge plans are correct.
If a proposed utility installation requires a structural evaluation, the utility plans / calculations must
be stamped by an Engineer that is registered in the State of Oregon.
Design the installation so that a failure does not damage the structure or endanger the public. This
includes designing for earthquake movement (some utilities are sensitive to movement, i.e., gas,
water, sewer, fiber optic cables).
Submittal should include calculations for:
Vertical, lateral, and longitudinal loading, as appropriate.
Maximum and operating pressures for pressurized systems.
Waterline thrust blocks
Loadings to be carried by the structure and their location
Attachment designs that use a single anchor at each attachment point must be designed to
remain serviceable if one of the other attachments were to fail.
In general, place holes in transverse members near the inside face of the outside longitudinal
beams.
The alignment of utility holes should be kept as straight as possible, both vertically and
horizontally, to avoid difficulties in placing utility pipes.
Construction tolerances and variables need to be considered in the design of brackets and
hangers. Slotted holes, adjustable rod lengths, etc. should be incorporated into the attachment
design.
Where utility holes are provided in the ends of the structures for future utilities and an approach
slab is required, provide each hole with concrete culvert pipe, galvanized smooth steel pipe (1/4
min. thickness), or Sch.40 PVC pipe of the same inside diameter as the utility hole, extending
from the hole to a point 5 minimum beyond the end of the approach panel. Normally, such pipes
should be extended parallel to the centerline of the structure. An oversized hole (1 larger
diameter than the pipe) should be formed into the backwall or end beam. When the pipe is
installed, the void around the pipe should be filled with a compressible type of material.
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1.4.7.3
Design and Detailing Guidelines - (continued)
Utility holes and pipes under end panels may need to be a larger diameter to accommodate joint
splices, couplers, or bells at connections.
In the absence of specific instructions from the utility company, provide hot-dip galvanized
expanded coil concrete inserts with closed-back ferrule, threaded for 3/4 diameter bolts installed
in the deck at 10 maximum centers above each line of utility holes(minimum insert length 5-1/2,
minimum safe working load in tension 6000 lbs). Install short galvanized bolts in the inserts to
prevent rusting of the threads, if the inserts are not to be used immediately.
Encased conduit is to be PVC or approved equal pipe.
galvanized steel.
External conduit should be hot-dip
Provide suitable expansion joints at structure expansion joints.

Hot-dip galvanize all steel utility supports including fastenings and anchorages.
Steel Structures - Utility lines should be suspended from the deck, not hung from cross frames,
diaphragms, or main beams.
Prestressed Slab or Box Structures - Provide for future utilities through the end wall closure pours
with capped 8 diameter blockouts or by embedding a 6 diameter PVC pipe in the wall and
extending it 8 to 10 beyond the structure bent. See Figure A1.1.8.7A.
1.4.7.3.1
Potential Maintenance Problems
Dont hang utilities against side of decks that have no curb. If necessary to put them on the side,
move them out from deck so they do not trap debris.
Avoid exterior mounted utilities in heavily sanded areas.
Some bridges have drains through the concrete railing, do not attach utilities below these drains
Avoid attaching them to timber elements. Many timber elements require replacement during the
bridges life.
Avoid going through shallow end bents with no impact panel and a history of approach
settlement. Excavation may increase settlement, settlement may cause utility to shear, or utility
may get in the way of installing sheet pile or impact panel in the future.
The utility will agree that they will promptly respond to and provide a process to repair failing
utilities and removing abandoned utilities.
1.4.7.4
Special Utility Considerations
(1) Gas Lines - Gas lines or other lines carrying volatile materials are to be Schedule 40 steel
pipe or approved equal, and cased full length of enclosed or box type structures. Automatic shutoff valves shall be installed at or near each end of the bridge.
Casings must be vented to outside of the structure at each end and at high points.
Exposed lines should be protected from damage, both accidental and intentional. This could
include barrier and/or fencing with locked access.
Transverse supports must be provided for all gas lines.
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1.4.7.4
Special Utility Considerations (continued)
Proposals must be submitted for approval with details of the pipe, casing, vents and attachments
to the structure. Calculations must also be submitted to show that the proposed piping and
casing system will be adequate for the intended purpose.
Gas line corrosion protection systems should be reviewed by the Facilities Design Team.
(2) Water Lines and Sewer Lines - Water or sewer lines placed adjacent to bridge footings
should be cased if failure of the line could cause undermining of the footing or environmental
hazard.
Water lines are to be hot-dip galvanized steel, ductile iron pipe, or approved equal. Corrosion
protection systems may include cathodic protection.
Transverse supports must be provided near each coupling for all water lines.
In box girders, make provisions for a water line failure. Provide additional drain holes or grating
at low points in the cells. Low pressure sensing shut-off valves will be required, in addition to the
line being fully encased.
Water line thrust blocks may be required.
(3) Traffic Barrier - The number and size of conduits should be limited to assure ease of
placement and proper consolidation of the concrete in the rail. Special attention should be given
to details at expansion joint couplings because these tend to be much larger in diameter than the
conduit.
1.4.7.5
Attachments to Existing Structures
Requests for attachments to existing structures normally come to the Regions District Manager.
The District Manager submits the proposal to Bridge Section Operations Unit for review,
comments, and recommendations. The Regions will make the final decision on any proposal.
See Special Provisions 00589 Utility Attachments on Structures for additional requirements.
Attachments to existing structures should be reviewed with the same concerns and
considerations of new structures. Some additional concerns include:
Conduits or brackets should preferably be attached to concrete structures with resin

bonded concrete anchors.
Mechanical anchors may be considered on a project-by-project basis if the following

considerations are satisfied:
Anchors are of a type that will maintain capacity under dynamic or vibratory type
loads.
Provide at least two anchors (4:1 safety factor per anchor) per attachment for
redundancy, or design attachments with a single anchor to provide a factor of
safety of 6:1.
Drilling through reinforcing steel should be avoided. If critical steel is hit, the
anchor location must be moved and the hole must be patched with an approved
patching material. The level of concern about cutting reinforcement depends on
the location of the section, amount of reinforcement at the section, and the type of
reinforcement (moment, shear, temperature, etc.).
All exposed pipe and hardware must be protected against corrosion.
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1.4.7.5
Attachments to Existing Structures (continued)
1.4.7.6
All exposed pipe and hardware must be protected against corrosion.
The utility request must include utility hanger details.
Drill holes with low-impact rotary drill.
Patch any abandoned holes.
Utility Costs and Agreements
On new construction, the State normally provides the concrete inserts in the deck for hangers,
holes through diaphragms, crossbeams and endwalls, and pipes under the end panels. This is
regarded as providing minimal accommodation which essentially has zero or negligible cost (de
minimus, or below the threshold of actually costing the program) compared to not providing
these items, and is acceptable per a January 2005 opinion from the Oregon Department of
Justice. All other costs for materials and labor related to the utility installation are the
responsibility of the utility company.
If a utility company requests the addition of conduits in a sidewalk or concrete rail, special
attachment brackets, inspection walkways, etc., it is normally at the expense of the utility
company.
In such a case, an agreement is needed between the State and the utility company before the
work can be included in the project. The Utility & Railroad Coordinator in the Right of Way
Section, Project Administration Unit writes the agreement. Notify the Utility & Railroad
Coordinator as soon as possible in the project development process (preferably at the TS&L
stage or before), to ensure an agreement can be reached and the work can be included in the
project.
1.4.8
Structure Clearances
1.4.8.1
Roadway Clearances
Clearances normally required for highway overcrossings are as shown in Figures 1.4.8.1A, A-1,
B and C.
(1) Roadway Widths

Refer to the Highway Design Manual. Increase shoulder widths by 2 where roadside barriers are
used. This applies to all classes of roads regardless of the ADT and type of traffic. The major
exception to this is the one-way single-lane ramp (26 roadway). Be alert to checking the
roadway width on all projects with the roadway designer when first beginning the preliminary
design. In most cases, the bridge roadway width will be 4 wider than the approach roadway
width. The 2 shy distance is normally not required adjacent to a raised sidewalk that has a traffic
rail at the back of the sidewalk.
Normal Bridge Roadway Width = (Lanes + Shoulders + 4)

For local agency projects, the roadway width should be verified using AASHTO Publication, "A
Policy of Geometric Design of Highways and Streets".
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1.4.8.1
Roadway Clearances (continued)
(2) Sidewalk and Bikeway Widths

The width of sidewalks on state projects, if required, should be 5 in rural areas and 6 to 8 in
urban areas. Local agencies may have their own requirements.
Designated separate bikeways on structures will be a minimum of 8 in width.
Sidewalk ramps are required at all intersections and other crosswalks for disabled persons. Use
the details on "Sidewalk Ramps", Drawing RD725.
(3) Vertical Clearance

Vertical clearance policy is established by the Roadway Engineering Section and is listed in
Section 5.7 of the Highway Design Manual. However, the current requirements of this section
are superseded by the Vertical Clearance Standards Technical Bulletin (TSB08-03(B)). The
requirements of this Tech Bulletin have been developed in conjunction with development of a
new concept for the Oregon Highway System; High Routes. High Routes are highway segments
that are the most important when high loads are moved.
The Oregon Vertical Clearance Standards Map and High Routes Highways Table should be
reviewed and complied with during development of the bridge TS&L plans and Design
Acceptance Package. Additionally, before finalizing the clearance of the structure, consult with
the pavement designer to determine if an additional allowance is required for future pavement
preservation treatments. If the bridge project consists of 3R preservation work and a decrease in
the vertical clearance below the level of the minimum vertical clearance is proposed, ensure that
the Roadway Designer has consulted with the Permit Program Coordinator for the Motor Carrier
Transportation Division (MCTD), and a Design Exception Request has been submitted. The
Permit Program Coordinator for MCTD will need to collaborate with industry and with the Mobility
Steering Committee before providing a written response to project development team. The same
process should be followed when proposing a reduction to the vertical clearance requirements for
a new structure. No reduction of the vertical clearance on exiting structures, or a reduction in the
standard for a replacement structure will be allowed without written approval from the Motor
Carrier Transportation Division (MCTD). A copy of the approved Design Exception for a nonstandard vertical clearance shall be included in calculation book of the structure.
All new structures where no vertical clearance limitations currently exist require consultation with
MCTD to ensure that ODOT understands the impact of the proposed decrease to the user.
Vertical Clearance Design Standards:

Minimum Vertical Clearances are actual measured heights, representing the shortest allowable
distance between the lowest point on the underside of a structure and the surface of the
pavement for the entire width of the roadway, including shoulder area. Minimum Vertical
Clearances include a 4 buffer, but do not take into account additional height for any future
pavement overlay.
New Construction Projects Minimum Vertical Clearances
17 - 4 on High Routes
17 - 0 on NHS (not on High Routes)
16 - 0 on non-NHS (not on High Routes)
Other Projects
No reduction in existing vertical height clearance below the Minimum Vertical Clearances
No reduction in vertical clearance if existing vertical height clearance is below the
Minimum Vertical Clearance
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1.4.8.1
Roadway Clearances - (continued)
Legal Load Height

The maximum height for legal loads is 14.
(4) Height of Curbs and Sidewalks

Use 7 height when the rail used at the back of the sidewalk is structurally adequate and has
been crash tested. Use 9 height for all other cases.
(5) Clearances During Construction

Horizontal and Vertical Design Policy for clearance during construction has been established by
the Traffic Engineering Section. Refer to the lasted version of the Traffic Control Plans Design
Manual for minimum clearances applicable on your project. If the clearances required by this
manual cannot be maintained during construction, consult with Traffic Control Plans Engineer for
concurrence and notify MCTD.
Horizontal Clearance:
Freeway Mainline (Not within a Crossover)
One Lane: 19 0 (16 0 if over-dimensional loads and annual permits are detoured)
Two Lanes: 28 0 (28 0 if over-dimensional loads and annual permits are detoured)
Freeway Crossover:
Non-Freeway Roadways (Freight Route)
Vertical Clearance:
For locations with an existing clearance 17-0 or greater, provide 17-0 minimum vertical
clearance. For locations with an existing clearance less than 17-0, no reduction in clearance will
be allowed during construction. Always notify the MCTD if reduction of the existing vertical
clearance is planned for the construction season.
1-325

1.4.8.1
Note: Use 18-0 min. horizontal clearance for 1 lane (19-0 for interstate).
Figure 1.4.8.1A
1-326

1.4.8.1
Figure 1.4.8.1A-1
1-327

1.4.8.1
Figure 1.4.8.1B
1-328

1.4.8.1
Figure 1.4.8.1C
1-329

1.4.8.2
Railroad Clearances
Project specific design clearances, construction clearances, and shoring clearances should be
shown on the contract plans
Design Clearances
Clearances required for permanent construction over railroads are shown in the design guides
provided by the railroads or on the railroads website. See Section 2.7.3.8 and Figure 2.7.3.8A of
this manual.
Construction Clearances
Construction clearances required for construction over railroads are shown in the design guides
provided by the railroads or on the railroads website.
A construction clearance diagram similar to Figure 1.4.8.2A should be shown on the plans.
Note - All horizontal clearances shown are for tangent track. On curved track, increase the
lateral clearances per AREA Specifications. For special cases, such as in yards, lesser
clearances may be agreed to by the Railroad.
Shoring Clearances
Shoring clearances required for construction adjacent to railroads are shown in the design guides
provided by the railroads or on the railroads website.
A shoring diagram showing the proposed excavation relative to the tracks and all other pertinent
information as detailed in the design guides.
Figure 1.4.8.2A
1-330

1.4.9
Bridge Temporary Works
1.4.9.1
Introduction
Temporary Works are considered any temporary construction used to construct highway related
structures but are not incorporated into the final structure. Temporary works required for
construction of permanent structures include: temporary detour bridge, work bridge, falsework,
formwork, shoring, cofferdams and temporary retaining structures.
Temporary Works shall be designed according to the AASHTO Guide Design Specifications for
Bridge Temporary Works unless specified otherwise herein. Temporary Works shall be constructed
according to the AASHTO Construction Handbook for Bridge Temporary Works.
Where failure of a temporary structure would have an impact on environmental protection, traffic, or
public safety shall be designed and constructed using the criteria below.
General requirements
Roadway and Railroad Crossings - For roadway and railroad crossings, provide the vertical
and horizontal clearances as shown and the following:
Bents Adjacent to Highways - Bents adjacent to highway traffic openings shall have:
Temporarily pinned, pin and loop concrete barriers to protect the structure from
damage by the adjacent traffic. Provide at least 1 foot clearance between the
barrier and the bent.
Posts designed for 150% of the calculated vertical loading
Provide mechanical connections for posts to the supporting footing with capacity to
resist a minimum lateral force of 2,000 pounds applied in any direction at the base
of the post.
Provide mechanical connections between top of posts and the cap or stringer
capable of resisting a minimum lateral force of 2,000 pounds from any direction.
Tie down all beams or stringers spanning traffic so that each will resist a 500
pound force from any direction.
5/8 inch diameter minimum bolts at timber bracing connections.
Bents Adjacent to Railroads - Bents adjacent to railroad traffic openings shall, in addition to
the requirements of (d-1) above, provide the following:
Collision posts as shown

Bents within 20 feet of the centerline of track sheathed solid between 3 feet and 16
feet above top of rail with 5/8 inch thick minimum plywood and properly blocked at
the edges
Bracing on bents within 20 feet of the centerline of the track shall be adequate to
resist the required horizontal design loading or minimum a 5,000 pounds horizontal
loading
Width - Design temporary bridges to match the temporary roadway width and vertical and
horizontal alignment as shown.
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1.4.9.2
Temporary Detour Bridges
Temporary detour bridges are those bridges that have a maximum service life of five years to carry
traffic while an existing structure is replaced.
Temporary detour bridges shall conform to the same requirements as that of a permanent structure,
except as specified in this section. For seismic design requirements, refer to BDDM 1.1.10. Detour
bridges can be designed using latest edition Standard Specification for Highway Bridges or latest
edition AASHTO LRFD Bridge Design Specifications. If the Standard Specifications for Highway
Bridges are used, bridge rail live loads must meet LRFD criteria.
Hydraulics of Temporary Structures

These hydraulic requirements apply whether the Contractor uses a temporary detour structure
designed by ODOT, or provides an alternate structure of his own design.
The hydraulics report will have recommendations for the detour bridge. The data will include
seasonal limitations, flow area of the structure, and minimum elevation of the detour roadway. A
brief statement about the proposed location of the detour will need to be prepared. Other
information about the detour may include a discussion of maintenance needs such as monitoring
for debris or scour. The detour structure will need to conform to the Temporary Water
Management Plan regarding fish passage.
A dry season detour is to be in use only during the dry season. The hydraulics report should
define the start and end of the dry season. The design and check floods are based on the
maximum predicted discharges for the months the detour will be in place. It is recommended that
the 2-year flood be used as the minimum design flood event.
An all-year detour may be used throughout the year. The all-year detour must pass the 5-year
flood event at a minimum. The 10-year and 25-year check flows should be used to determine the
risk of damage if they should occur during the time the detour is in place.
The minimum road elevations for dry season and all-year detours are the elevations at which the
roadway will not overtop during the dry season or 5-year flows, respectively. Section 3.9 of the
ODOT Hydraulics Manual furnishes more detailed guidance on requirements for either duration
detour.
Other issues, such as maintenance needs, fish passage, navigational clearance, or other sitespecific needs must also be addressed.
The crossing of FEMA floodways with temporary structures requires special consideration.
These temporary structures must meet additional hydraulic requirements if they are in place
across the floodway between November 1 and May 31. It is recommended that ODOT Regional
Technical Center staff should be contacted for assistance as soon as possible during the design
process if the structure is to cross a floodway during these months.
Section 3.8 of the ODOT Hydraulics Manual furnishes more detailed guidance on FEMA policy
requirements.
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1.4.9.2
Temporary Detour Bridges (continued)
Structural Requirements
Design all structures on public roads, temporary or permanent, to carry all anticipated loads, and
forces. Temporary structures must also resist lateral loads caused by hydraulics, debris, ice, wind
and other applied forces when they exist. Design temporary detour bridges over waterways
assuming scour depths and design flood in accordance with the Oregon Department of
Transportation Hydraulic Manual.
Mechanically connect members of the temporary detour bridge together. The minimum capacity of
the mechanical connections shall resist a load in any direction, including uplift on the stringer, of not
less than 500 pounds. All associated connections shall be installed before traffic is allowed to pass
beneath the span. All members at a connection need to resist the developed connection force.
Substructure shall resist all applied combined axial and lateral loads and the minimum connection
design force.
Contractor designed temporary detour bridge will follow all required design steps as the design of
permanent bridges. Provide necessary data to the contractor in the Special Provisions (SP 250) to
accelerate design such as:
Foundation report
Hydraulic report
Environmental study and limitations
In water work window
Furnish information on the plans not limited to following:
Minimum structure width and number of traffic lanes

Permit load (for permit load route)
Minimum vertical and horizontal clearances when over crossing existing highway
All project specific requirements (utilities, sidewalk.)
1.4.9.3
Agency Provided Temporary Detour Bridge
Oregon Department of Transportation has one lane and two lanes temporary detour bridges ready
to erect at different locations. Provide a drawing showing the bridge footprint and foundation
drawings. Contact Jeff Swanstrom at (503) 986-3337 for availability, scheduling and technical
information of these bridges. Use Special Provision (SP 251) for using these temporary detour
bridges.
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1.4.9.4
Falsework
General
Minimum jacking force for lifting an existing superstructure for bearing replacement or bridge raising
shall be 1.50 times superstructure loads at jacking time. The vertical load used for the design of
falsework posts and foundation shall be at least 150% of the distributed load to that post. When the
post is supported on an existing structure footing limit the stress on the concrete footing from all
combined loads to 80% of permissible concrete stress. Additionally limit the foundation loads to the
allowable foundation bearing capacity.
For falsework spans over roadways and railroads, all falsework stringers shall be mechanically
connected to the falsework cap or framing. The mechanical connections shall be capable of
resisting a load in any direction, including uplift on the stringer, of not less than 500 pounds. All
associated connections shall be installed before traffic is allowed to pass beneath the span.
Provide, as a minimum, the following design calculations and detailing of falsework drawings, for a
falsework supported by existing columns of a structure for widening projects or maintenance work:
Complete connection details

Location of resin bonded anchors with a note to locate the existing reinforcing prior to drilling
holes
When resin bonded anchor rods or thru holes for bolted connections were used to support
endplates or bracket connections; have the contractor field verify the location of holes prior
to connection fabrication
Connection designed for 150% of the applied loads
Connection designed for wind load
Stress on existing column and supporting foundation shall not excess 80% allowable of each
member
Limit the foundation loads to the allowable foundation bearing capacity
Bridge Deck Falsework
The deck form for interior girders is usually set on the joists hung on from top flanges or supported
by post from bottom flanges. It is not recommended by Oregon Department of Transportation to
use embedded hangers welded to top flange or shear studs projecting from top flanges.
The Construction Handbook for Bridge Temporary Works has two examples for cantilever deck
forming for steel girders. The contractor may provide double overhang brackets to minimize lock in
stresses in exterior girders. Figure 1.4.9.4 is provided to illustrate typical deck forming details using
opposed overhang brackets attached to a steel girder.
Steel girders: Do not drill or punch holes thru interior girders web for temporary work. Include a note
in the contract drawing and Special Provision that no holes in the interior girder webs are permitted.
1-334

1.4.9.4
Falsework (continued)
Figure 1.4.9.4
Piling
Design piling in accordance with AASHTO Standard Design Specifications For Highway Bridges.
When using piling to support the falsework, the falsework plans shall specify the minimum required
bearing capacity and the required depth of penetration for the piling. The field method for
determining the required pile bearing capacity shall be provided. Also, the falsework drawings shall
show the maximum horizontal distance that the top of a falsework pile may be pulled in order to
position it under its cap. The falsework plans shall show the maximum allowable deviation of the top
of the pile, in its final position, from a vertical line through the point of fixity of the pile. The
calculations shall account for pile stresses due to combined axial and flexural stress and secondary
stresses. The design calculation shall show the stresses and deflections in load supporting
members.
1-335

1.4.9.4
Falsework (continued)
Spread Footings
Design spread footings in accordance with AASHTO Standard Design Specifications For Highway
Bridges.
When spread footings are used to support falsework, the falsework plans shall specify the minimum
required bearing capacity, depth of embedment for the footings, and maximum allowable
settlement. Spread footings shall be designed to adequately resist all imposed vertical loads and
overturning moments. The calculations provided for the spread footings shall include the soil
parameters and groundwater conditions used in design. Design calculations for allowable bearing
capacity and settlement shall be provided. The estimated footing settlement under the imposed
design loads shall be shown on the plans. Provisions for addressing the effects of footing and
falsework settlement shall be provided.
Bracing
Bracing shall not be attached to concrete traffic barrier, guardrail posts, or guardrail.
All falsework bracing systems shall be designed to resist the horizontal design loads in all directions
with the falsework in either the loaded or unloaded condition. All bracing, connection details, specific
locations of connections, and hardware used shall be shown in the falsework plans. Falsework
diagonal bracing shall be thoroughly analyzed with particular attention given to the connections. The
allowable stresses in the diagonal braces may be controlled by the joint strength or the compression
stability of the diagonal.
To prevent falsework beam or stringer compression flange buckling, cross-bracing members and
connections shall be designed to carry tension as well as compression. All components, connection
details and specific locations shall be shown in the falsework plans. Bracing, blocking, struts, and
ties required for positive lateral restraint of beam flanges shall be installed at right angles to the
beam in plan view. If possible, bracing in adjacent bays shall be set in the same transverse plane.
However, if because of skew or other considerations, it is necessary to offset the bracing in adjacent
bays, the offset distance shall not exceed twice the depth of the beam.
Bracing shall be provided to withstand all imposed loads during erection of the falsework and all
phases of construction for falsework adjacent to any roadway, sidewalk, or railroad track which is
open to the public. All details of the falsework system which contribute to horizontal stability and
resistance to impact, including the bolts in bracing, shall be installed at the time each element of the
falsework is erected and shall remain in place until the falsework is removed. The falsework plans
shall show provisions for any supplemental bracing or methods to be used to conform to this
requirement during each phase of erection and removal. Wind loads shall be included in the design
of such bracing or methods.
Deck Overhang Bracket

There are a few design examples in the Construction Handbook for Bridge Temporary Works.
1-336

1.4.9.5
Shoring
Show the approximate location and extent of any anticipated shoring.

Show a typical cross-section of the area where shoring may be needed and/or other cross-sections
where unusual conditions may make shoring an issue.
To cover inadvertent exclusions or omissions, a note similar to the following may be added: Provide
all shoring as required for construction. The locations and limits shown are only to alert the
Contractor that shoring may be needed. The Contractor shall determine the actual locations and
limits of all shoring required.
1.4.9.6
Cofferdams and Seals
(1) Seals, General - Seals should be used only when the sheet piles cannot be driven to
sufficient depth to cut off the water pressure.
The sheet piling must penetrate and form a seal in the soil so that there is no water flow under the
sheet piling. In practice there will be some water entering the cofferdam. Energy is dissipated as
the water flows down around the bottom of the sheet piles. A flow net must be developed to
determine the actual hydrostatic forces. The equipotential flow lines will show a reduction in the
hydrostatic uplift forces. The hydrostatic uplift forces will be resisted by the friction between the soil
and the sheet piles and the buoyant weight of the soil plug. Additionally, horizontal hydrostatic
forces are present and must be designed for. These are special conditions and require detailed
Hydraulic and Foundation studies.
(2) Cofferdams Without Seals - There may be some locations and soil types where a seal may
not be required for footing and column construction. The normal sequence of construction for a
cofferdam without a seal includes:
1. Water level is the same inside and outside the cofferdam
Cofferdam is constructed - normally driven interlocking steel sheet pile.
Vent holes are cut in the sheet piling - vent holes are placed at the maximum design
water level elevation and allows water to enter the cofferdam. A vent hole must be cut
at the design elevation to prevent cofferdam failure.
Material is excavated inside the cofferdam to the bottom of the footing elevation.
Excavation may also be done after dewatering, when there is no seal required, if the
internal bracing is in place.
Internal bracing is placed - usually horizontal bracing consists of wales, frames, and/or
struts to resist the horizontal hydrostatic forces.
Footing piles are driven - when required. This may also be done after dewatering and
after excavation.
1-337

1.4.9.6
Cofferdams and Seals (continued)
2. Water is removed from the cofferdam

Continuous pumping system is installed - cofferdams are never completely watertight
and a sump system is normally installed to keep the cofferdam relatively dry.
Piles, if used, are cut off to the specified elevation.
Footing and column are constructed in the dry.
3. Cofferdam is flooded
Internal bracing is removed.
If agreed to by the environmental section, riprap is placed before or after the sheet
piling is removed. It may be desirable to place riprap inside the cofferdam. Check with
the Foundation designer.
Sheet piling are extracted.
(3) Cofferdam with a Seal - A seal is usually an unreinforced mass of concrete that seals the
bottom of a cofferdam and allows construction of the footing and column inside of a dewatered or
dry cofferdam. The normal sequence of construction of a cofferdam with a seal includes:
1. Water level is the same inside and outside the cofferdam

Cofferdam is constructed - normally driven interlocking steel sheet pile.
Vent holes are cut in the sheet piling - vent holes are placed at the maximum design
water level elevation and allows water to enter the cofferdam. A vent hole must be cut
at the design elevation to prevent cofferdam failure. The contractor may propose to
use a lower vent elevation and thinner seal, if the anticipated water elevation is lower at
the time of construction.
Material is excavated inside the cofferdam to the bottom of the seal elevation.
Internal bracing is placed - usually horizontal bracing consists of wales, frames, and/or
struts to resist the horizontal hydrostatic forces.
Footing piles are driven - when required.
Seal concrete is placed
With a tremie: A tremie is a long pipe that extends to the bottom of the seal and
prevents the concrete from segregating as it passes through the water, as well as
permitting a head to be maintained on the concrete during placement. The bottom of
the tremie is kept submerged in the mass of concrete to minimize water intrusion into
the mix.
With a concrete pump: Similar principle to the tremie.
1-338

1.4.9.6
(3)
Cofferdams and Seals - (continued)
Cofferdam with a Seal - (continued)

2. Water is removed from the cofferdam
Cofferdam is dewatered, only after the concrete has gained sufficient strength to resist
hydrostatic loads.
Continuous pumping system is installed - cofferdams are never completely watertight
and a sump system is normally installed to keep the cofferdam relatively dry.
Piles, if used, are cut off to the specified elevation.
Seal is prepared for footing construction - leveled and cleaned as needed for
constructing footing forms.
Footing and column are constructed in the dry.
3. Cofferdam is flooded
Internal bracing is removed.
Rip-rap is placed before or after the sheet piling are removed. It may be desirable to
place rip-rap inside the cofferdam. Check with the Foundation Designer.
Sheet piling are extracted.
1-339

1.4.9.6
(3)
Cofferdam with a Seal - (continued)
SEAL THICKNESS DETAIL

Figure 1.4.9.6A
(4) Seal Design Considerations - The seal forms a plug at the bottom of the cofferdam, using a
combination of seal mass and/or friction between the seal concrete and piling to resist the
hydrostatic forces.
Scour protection for the footing influences the location (depth) of the footing and must be
incorporated into the design. The Hydraulics Unit will provide this information.
The top of the footing should be below the 100 year scour depth and the bottom of footing below the
500-year scour depth. The Hydraulics Unit will provide these elevations.
Normally the friction or bond between the seal concrete and steel piling is assumed to be 10 psi for
the surface area of the embedded pile. Check with the Foundation Designer for bond values of
other pile types.
An uplift capacity of driven piling should also be obtained from the Foundation Designer to include in
the overall stability or factor of safety of the system.
1-340

1.4.9.6
The minimum factor of safety of the system should be 1. Note that the actual factor of safety is
greater because the bond between the seal and sheet piling has been neglected.
A general rule of thumb, or good starting point, for seal thickness is 0.40 times (head of water plus
an estimated seal thickness) for spread footings and 0.25 times (head of water plus an estimated
seal thickness) for pile supported footings.
Use a minimum depth of seal of 4 feet, where piles are calculated to resist uplift in order to reduce
seal depth.
Design pile footings, that includes a seal, for bending and shear ignoring any beneficial effects of the
seal. This is due to the uncertain quality of the seal concrete and because the seal may be reduced
or eliminated during construction.
There are two ways of looking at the cofferdam system when determining the seal thickness. Each
should result in the same seal thickness:
Method 1: Assume there is some leakage around the seal and the actual water level inside the
cofferdam is at the top of the seal. Then the hydrostatic uplift force is based on the depth of water to
the top of the seal, but because it is submerged the weight of the seal must be determined using the
buoyant weight.
Method 2: Assume the seal prevents any leakage and the hydrostatic uplift depth is to the bottom of
the seal. Then the full weight of the seal is used to resist the uplift forces.
Spread Footing Example (using method 1):
Determine the seal thickness for a 16 x 20
cofferdam. Water depth is 16 feet from the vent to
the top of the seal.
Estimated T = 0.4(16 + 10 est. thickness) = 10.4
Summing vertical forces:
Uplift force = weight of water displaced
= ( Area )( Depth of water )( Unit force of water )
3
= (16)(20)(16 water depth)(0.0624 k/ft )
Force of seal = buoyant force of the seal
= (16)(20)(T seal thickness)(0.15 0.0624 k/ft3 )
Uplift force = Force of seal
Figure 1.4.9.6B
Solving for T:
T = 11.4 - use 11.5 seal thickness
Note: F.S = 1.0 for T = 11.4
1-341

1.4.9.6
Pile-supported Example (using method 1):

Determine the seal thickness for a 16 x 20 cofferdam, with 12 12 diameter steel piles. Uplift
capacity is 10 kips per pile. Water depth is 16 feet from the vent to the top of the seal.
Figure 1.4.9.6C
Estimated T = (0.25)(16 + 10 est. thickness) = 6.5
Summing vertical forces:
Uplift force = weight of the water displaced
3
= (16)(20)(16 water depth)( 0.0624 k/ft )
= 319.49 k
Weight of seal = buoyant weight of the seal
= (16)(20)(T seal thickness)( 0.150 0.0624 k/ft3 )
= 28.03(T) k/ft
Pile displaced concrete = (12 pile)(0.785 ft)(T)( 0.150 0.0624 k/ft3 )
= 0.825(T) k/ft
Bond on piles = (12 pile)()(1)(6.5)(0.010 ksi)(144 in2/ ft2) = 352.86 k
Pile uplift capacity = (12 pile)(10 k/pile) = 120 k < 352.86 k
use 120 k
Uplift force = (Seal weight) - (Pile disp. conc.) + (Pile uplift capacity)
319.49 k = 28.03(T) 0.825(T) + 120
Solving for T:
T = 7.33 - use 7.5 seal thickness.
Note: F.S. = 1.0 for T = 7.33
1-342

1.4.10
Placing Buildings Under ODOT Bridges
The placement of buildings below ODOT bridges is strongly discouraged. If, however, local
public agencies request and are given approval to place buildings below ODOT bridges, the
following requirements must be satisfied:
Maintain the structural integrity of the bridge:

Any excavation below the bottom of a footing adjacent to the proposed
building, must be adequately shored conforming to Standard Specifications
Section 00510.44.
Bridge maintenance provisions:

10 vertical clearance between roof and superstructure for snooper cranes or
hanging scaffolds, or
Any soil removed within the vicinity of a bridge footing, must be replaced and
compacted according to the Standard Specifications Section 00510.46(a).
The building roof shall be designed to act as a work platform for maintenance
or construction activities. Design the roof sheathing and purlins for a working
load of 250 lb. point load or 100 psf, whichever controls. The design area
shall extend to 10 beyond the shadow of the structure. Members below the
purlin level shall be designed for a working load of 50 psf for an area of 10 x
20. The minimum vertical clearance shall be 3.
Future seismic retrofit provisions:

Placement of the building will allow for increasing the size of the existing
footing or footings by 50 percent plus an allowance of 5 for work area.
The building owners should be made aware that future footing excavations
and/or pile driving could cause vibrations in their building with a potential for
damage to the building or contents. The State will not be responsible for any
damage to the building or contents, caused by such construction.
1-343

1.4.10
Placing Buildings Under ODOT Bridges - (continued)
Future bridge and/or widening provisions:

The need for a new bridge or future widening of the bridge should be
evaluated. If the potential exists, placement of the building will allow for
increasing the structure width and construction of new footings. An
allowance of 5 around the future footings should be made for work area
The building owners should be made aware that future footing excavations
and/or pile driving could cause vibrations in their building with a potential for
damage to the building or contents. The State will not be responsible for any
damage to the building or contents, caused by such construction.
Falling object protection:

Place protective fencing on the bridge above to cover the limits of any
ground activity below the bridge. The State will not be responsible for any
damage to the building or contents, caused by falling objects.
Bridge fire protection:

The building shall be constructed of non-flammable materials and be
equipped with an automatic sprinkler system.
The building shall not be used to store large quantities of flammable

materials.
Right of access:
ODOT and or contractor employees shall be given access to the property
and/or building as needed to perform any construction or maintenance
activities.
Any proposal must be submitted to the District Manager and sent for review and approval to the
Bridge Operations Managing Engineer, Bridge Engineering Section. The proposal must include a
drawing or drawings showing the existing bridge with all pertinent members dimensioned and
showing the proposed building with all pertinent dimensions, clearances, materials and roof
design loads. The drawing or drawings shall be prepared, signed, and stamped with a seal of an
engineer registered to practice in the State of Oregon.
1-344

1.5
METRIC CONVERSION
1.5.1
Introduction
The International System of Units (SI), a modern version of the metric system of measurement, is
being adopted throughout the world. To remain competitive in the global economy, Congress
determined the United States must convert to SI.
FHWA was planning to require ODOT and local agencies to submit contract documents in metric
by September 30, 1996. Congress then postponed the implementation date to September 30,
2000 and later completely removed the requirement.
After removal of the Metric requirement, most states have reverted back to English units or dual
units.
ODOT believes it is important to be in alignment with other state DOTs and local government
partners. ODOT began converting back to English units in late 2002 and began contracting state
projects in English units in early 2004.
This section has been retained to provide a guide to the units and conversions most commonly
used by the Bridge Engineering Section during the Metric era. This section may help with the
interpretation of plans produced during the Metric era.
1.5.2
Basic Units
There are five metric "basic units", see Figure 1.5.2A, that concern bridge design and
construction.
BASIC ODOT BRIDGE DESIGN METRIC UNITS

Unit
Quantity
Symbol
Length
Meter
Mass
Time
Kilogram
kg
Second
Celsius
Temperature
Plane angles
degree,minute,second
Figure 1.5.2A
1-345
00 , 0', 0"

1.5.2.1
Decimal Prefixes
Many numbers resulting from metric calculations are too large or small to be practically used.
Three decimal prefixes, see Figure 1.5.2.1A, are commonly used with the base units to produce
manageable numbers.
DECIMAL PREFIXES
Prefix
Symbol
Magnitude
Expression
Mega
106
1 000 000 (one million)
Kilo
103
1000 (one thousand)
Milli
10-3
0.001 (one thousandth)
Figure 1.5.2.1A
1.5.3
Derived Units
In addition to the five basic units, there are three metric units derived from the basic units that are
used frequently in structural calculations, see Figure 1.5.3A.
DERIVED UNITS
Quantity
Name
Symbol
Expression
Force
Newton
N = kgm/s2
Pressure,stress
Pascal
Pa
Pa = N/m2
Energy
Joule
J = Nm
Figure 1.5.3A
1.5.3.1
Force
In order to perform metric calculations properly, it is important to understand the distinction

between mass "kg" and force "N".
In the metric system, there are separate units for mass "kg" and force "N". Mass indicates the
quantity of matter in an object. Force or "force of gravity" is the acceleration due to gravity the
object experiences in a particular environment. The mass must be converted to force before
computing structural reactions, shears, moments, or internal stresses. Force "N" = mass times
acceleration due to gravity. The metric acceleration of gravity on the earth's surface is 9.807 m/s2
(32.2 ft/s2 x 0.3048 m/ft). One newton = one kilogram x one meter/(one second)2.
1-346

1.5.3.1
Force - (continued)
For example, see Figure 5.5.3.1A, a simply supported beam 10 meters long with a mass of 1000
kg/m would have a total mass of 10 000 kg. However, the dead load or force on a beam, on the
earth's surface, used to calculate the reactions, shears, moments, etc. would be 1000 x 9.807 =
9807 N/m. The distinction between mass and force in structural calculations is very important.
Note: Lb. is understood to be Lb.-force.
Quantity
Inch-Pound Units
Metric Units
Dead Load
(Force)
= 672+135 = 807 lb/ft
=(1000+201) (9.807)
= 11 777.8 N/m
VA = wl/2
= (807)(32.808)/2
= 13,238 lb
= (11 777.8) (10)/2

= 58 889 N
MB = wl2/8
= (807)(32.808)2/8
= 108,578 ft-lb
= (11 777.8)(10)2/8
= 147 222 Nm
FB = M/s
= (108,578)(12in/ft)/440
= 2961 psi
=(147 222)(109mm3/m3)/7210x103
= 20 419 000 Pa
= 20 419 kPa
= 20.419 MPa
Figure 1.5.3.1A
1.5.3.2
Stress
The pascal is not universally accepted as the only unit of stress. Because steel section
properties are expressed in millimeters, it may be more convenient to express stress in a
derivative of pascals - newtons per square millimeter ( 1 N/mm2 = 1 MPa ).
1.5.3.3
Energy
Although the joule is a standard metric unit, it is typically not used in structural design. Moments
are always expressed in terms of Nm, or the derivative kNm.
1-347

1.5.4
Metric Conversion Factors
Figure 1.6.4A, is intended to provide common conversion factors and show typical equivalent
conversion units between "inch-pound" and "metric" values. The factors will allow the designer to
get a feel for the magnitude of metric units as compared to inch-pound units.
COMMON METRIC UNITS AND CONVERSIONS

Quantity
From Inch-Pound Units
Length
Mass/unit length*
mile
foot
inch
square mile
acre
square yard
square foot
square inches
cubic yard
cubic foot
Lb
Ton
Plf
km
m
mm
km2
m2
m2
m2
mm2
m3
m3
kg
kg
kg/m
Mass/unit area*
Psf
kg/m2
4.882 43
Mass density*
Pcf
kg/m
16.018 5
Force
Lb
metric kg
kip
Plf
Klf
Psf
ksf
psi
ksi
ft-lb
ft-kip
N
kN
kN
n/m
kN/m
Pa
kPa
kPa
MPa
Nm
kNm
4.448 22
9.806 65
4.448 22
14.593 9
14.593 9
47.880 3
47.880 3
6.894 76
6.894 76
1.355 82
1.355 82
in4
in3
o
F
mm4
mm3
o
C
416 231
16 387.064
5/9 (oF - 32)
Area
Volume
Mass*
Force/unit length
Pressure, stress,
Modulus of elasticity
Bending moment,
torque, moment of force
Moment of inertia
Section modulus
Temperature
To Metric Units
Multiply by
1.609 344
0.304 8
25.4
2.590 00
4 046.87
0.836 127 4
0.092 903 0
645.160
0.764 555
0.028 316 8
0.453 592
0.907 184
1.488 16
Figure 1.5.4A
*Note: The Inch-Pound Units system using "a mass which weighs such and such pounds" and
converting to true Metric Units masses.
1-348

1.5.5
Metric Procedural Rules
1.5.5.1
Writing Metric Symbols and Names
Unit symbols should be in lower case except for newton (N), pascal (Pa), and mega
(M).
Unit names should always be printed in lower case, i.e., newtons, pascals, kilogram.
Do not use the plural of unit symbols (write 45 kg, not 45 kgs), but do use the plural of
written unit names (several kilograms).
Leave a space between the numeral and a unit symbol. Write "70 kg" or "30 oC", not
"70kg" or "30oC".
Do not use a period after the symbol. Write "70 kg", not "70 kg., except when it comes
at the end of a sentence.
Indicate the product of two or more units in symbolic form by using a dot between the
symbols, i.e., Nm or kgm.
Do not mix names and symbols. Write Nm or newton meter, not Nmeter or newtonm.
Do not leave a space between a decimal prefix and a unit symbol. Write "MPa" or
"kNm", not "M Pa" or k Nm".
1.5.5.2
Writing Numbers
Use decimals, not fractions. Write 0.75 m, not 3/4 m.
Use a zero before the decimal point for values less than one. Write
kg.
Spaces are frequently used to separate blocks of three digits either side of the decimal
point. Never use a comma to separate the blocks. For plan dimensions, it will be
acceptable to either insert or omit the space. Write 16 387.064 or 16387.064, but never
16,387.064.
1.5.5.3
0.65 kg, not .65
Conversions and Rounding
When converting from inch-pound units to metric units, round the metric value to the same
number of digits as there were in the inch-pound number, i.e., 235.75 lb x 0.453 592 kg/lb =
106.9343 kg which should be rounded to 106.93 kg.
Also see ASTM E380 , Section 5, for general guidelines.
1-349

1.5.6
Bridge Plan and Preparation Guidelines
1.5.6.1
Plan Dimensions
For dimensions and elevations use:
Millimeters in standard drawings and structural details.
Meters for plan dimensions (structure and span lengths, structure width, lane and
shoulder widths, etc. ) and other long dimensions.
Meters to three places for elevations, preceded with the abbreviation El. ( El. 309.564 ).
To eliminate to repetitive use of (mm) and (m), these will not be used for dimensions in
millimeters and elevations in meters. Meter dimensions should be followed by the symbol (m).
The following note should be shown on the plans - "All dimensions are in millimeters (mm) and all
elevations are in meters (m), except as noted.".
At all locations in notes, etc. use (mm) and (m) notations.
1.5.6.2
Reinforcing Steel
A new series of soft converted reinforcing steel sizes should be used. Figures 1.5.6.2A and
1.5.6.2B on the following page show the metric properties for conventional and prestressing
steel. The equivalent area in square inches is shown for comparison purposes. The metric bar
size is roughly equal to the bar diameter in millimeters.
The length of straight bars should be shown in 100 millimeter increments where possible. Bent
bars should be detailed to the nearest 20 millimeter total length.
1.5.6.3
Fasteners
Fasteners are to be called out as a soft conversion to the nearest 0.1 mm. Use the appropriate
English specifications for bolts, nuts and washers.
1.5.6.4
Structural Steel
The structural steels called out in ODOT plans and specifications all have metric equivalents.
These equivalent specifications have the same number (AASHTO or ASTM) followed by a capital
M; e.g. AASHTO M 270M or ASTM A 709M.
Structural steel shapes will be a soft conversion. AISC conversion tables are available in each
design room.
Plate thickness should be a soft conversion and called out to the nearest 0.1 mm.
Normally plate widths should be a hard metric conversion. In some situations it may be
appropriate to use soft converted plate widths. If repetitious pieces have a dimension that can
use a common english plate width, one plate cut can be avoided and it will be more economical
to fabricate the item.
1-350

1.5.6.4
Structural Steel - (continued)

REINFORCING BAR COMPARISON
Metric
Bar
English
Bar
English
Dia.
(in)
English
Area
(in2)
English
Weight
(lb/ft)
Metric
Dia.
(mm)
#10
#3
0.375
0.11
0.376
#13
#4
0.500
0.20
#16
#5
0.625
#19
#6
#22
Metric
Area
2
(mm )
Metric
Mass
(kg/m)
9.5
71
0.560
0.668
12.7
129
0.994
0.31
1.043
16.0
199
1.552
0.750
0.44
1.502
19.1
284
2.235
#7
0.875
0.60
2.044
22.2
387
3.042
#25
#8
1.000
0.79
2.670
25.4
510
3.973
#29
#9
1.128
1.00
3.400
28.7
645
5.060
#32
#10
1.270
1.27
4.303
32.3
819
6.404
#36
#11
1.410
1.56
5.313
35.8
1006
7.907
#43
#14
1.693
2.25
7.650
43.0
1452
11.38
#57
#18
2.257
4.00
13.60
57.3
2581
20.24
Figure 1.5.6.2A
Stock Bar Lengths
#10 6.09 and 12.19 m
#13 & # 16 6.09, 9.14 and 12.19 m
#19 thru #36 18.28 m
#43 thru #57 18.28, 21.33 and 24.38 m
PRESTRESSING STEEL - Conversion of prestressing steel should be a soft conversion using
the Table below. Make sure Standard Drawings and plan detail sheets specify the correct strand
diameters.
SEVEN WIRE, UNCOATED STRAND
(270 Grade Low-Relaxation AASHTO M203 (ASTM A-416))
Metric
Size
(mm)
English
Size
(inch)
Metric
Ult.
(kN)
English
Ult.
(lbs)
Metric
Area
2
(mm )
English
Area
(in2)
Metric
Mass
(kg/m)
English
Weight
(lb/ft)
9.53
3/8
102.3
23,000
54.84
0.085
0.432
0.290
11.11
7/16
137.9
31,000
74.19
0.115
0.582
0.390
12.70
1/2
183.7
41,300
98.71
0.153
0.775
0.520
15.24
0.600
260.7
58,600
140.0
0.217
1.102
0.740
Figure 1.5.6.2B
1-351

1.5.7
Miscellaneous Common Conversions
Dead Loads:
Inch-Pound
Future Wearing Surface .. ..25 psf

Reinforced Concrete ...
..150 pcf
Soil ........................
120 pcf
Material Strengths
Concrete (f'c) .....
3300 psi
4000 psi
4500 psi
5000 psi
5500 psi
6000 psi
6500 psi
7000 psi
Metric
1.2 kN/m2
23.6 kN/m3
18.9 kN/m3
25 MPa
30 MPa
35 MPa
35 MPa
40 MPa
45 MPa
45 MPa
50 MPa
Reinforcing Steel
Grade 40 ..........
Grade 60
40 ksi
60 ksi
300 MPa
420 MPa
Structural Steel
Grade 36 .............
Grade 50
Grade 70
36 ksi
50 ksi
70 ksi
250 MPa
345 MPa
480 MPa
Reinforcing Steel Clearances ..... 1.0 in

1.5 in
2.0 in
2.5 in
3.0 in
4.0 in
25 mm
40 mm
50 mm
65 mm
75 mm
100 mm
Aggregate sizes...................
1-1/2 in
1 in
3/4 in
37.5 mm
25.4 mm
19.0 mm
Deck Concrete ...................
4500 psi
Class 30 (4350 psi)
End Panel Concrete .......... 3300 or 4500 psi
Class 30 (4350 psi)
Minor Structure Concrete ......
Class 20 (2900 psi)
3000 psi
1-352

1.6
ODOT Design Instructions for AASHTO LRFD Bridge Design Specifications
Design according to the AASHTO LRFD Bridge Design Specifications except as follows:
LRFD 2.6.4 Hydraulic Analysis and LRFD 3.7.5 Change in Foundations Due to Limit State for
Scour
In lieu of LRFD 2.6.4.4.2 bullet two and LRFD 3.7.5, the Extreme Limit States shall be applied in
accordance with Article 3.4.1 and the Extreme Event I Limit State should only include the
anticipated scour depth due to channel degradation. LRFD 2.6.4.4.2 bullet one shall still apply.
Estimates of channel degradation should be obtained from the Hydraulic Designer.
LRFD 3.6.5 Vehicular Collision Force: CT
Modify AASHTO Section 3.6.5 as follows:
a. For barriers 0-4 feet clear distance from the face of the component to the back
side of the rail, provide a special design wall or barrier at least 54 inches high
with independent foundation, or use a minimum 36 circular (or equivalent
square) column with 1-1/2 % minimum longitudinal steel reinforcement.
b. For barriers 4-9 feet clear distance from the face of the component to the back
side of the rail, use 42 inch barrier with no independent foundation, but with
standard pin anchorage to subgrade, and apply a column load depending on
distance from the column to the edge of lane as follows:
a. Up to 15 feet clear distance, use 90 kips.
b. From 15 -30 feet clear distance, use 160 kips.
c. For greater than 30 feet clear distance, use 290 kips, OR
Do not apply a column load, but use a minimum 36 circular (or equivalent
square) column with 1-1/2 % minimum longitudinal reinforcement.
c.
For barriers 10 feet or greater from component, use 42 inch barrier without
independent foundation, but with standard pin anchorage to subgrade, and do
not apply a column load.
1-353

1.6
ODOT Design Instructions for AASHTO LRFD Bridge Design Specifications (continued)
(for future use)
1-354

1.6
ODOT Design Instructions for AASHTO LRFD Bridge Design Specifications (continued)
(for future use)
1-355

APPENDIX A
TYPICAL DETAILS AND GUIDELINES
A1.1.8.7
End Bent Details for Prestressed Slabs and Boxes
Figure A1.1.8.7A
A-2

A1.1.8.7
End Bent Details for Prestressed Slabs and Boxes - (continued)
Figure A1.1.8.7B
A-3

A1.1.8.7
Figure A1.1.8.7C
A-4

A1.1.8.7
Figure A1.1.8.7D
A-5

A1.1.8.7
Figure A1.1.8.7E
A-6

A1.1.9.2
Interior Bent Details for Prestressed Slabs and Boxes
Figure A1.1.9.2A
A-7

A1.1.9.2
Interior Bent Details for Prestressed Slabs and Boxes - (continued)
Figure A1.1.9.2B
A-8

A1.1.9.2
Interior Bent Details for Prestressed Slabs and Boxes - (continued)
Figure A1.1.9.2C
A-9

A1.2.5
Cables and Turnbuckles
CABLES
The type of cable used for general construction applications is called "Improved Plow Steel". This cable
is designed to be run over pulleys and usually wears out long before it rusts out. Zinc coating is essential
in applications such as seismic restraint devices where the cable is stationary and must have a long
service life. Bethlehem Wire Rope (a division of Bethlehem Steel) was consulted as to what type of cable
would be appropriate for these applications, and agreed with the selection of ASTM A603 structural wire
rope. The A603 specification contains provisions for zinc coating and minimum breaking strength. For
more information, Bethlehem Wire Rope can be reached at 1-800-541-7673 (EST zone).
Zinc coating comes in three classes with Class C coating having three times the weight per foot of cable
than Class A coating. The cost of Class C versus Class A coating of 7/8 diameter wire rope is
approximately $1.50 versus $1.20 per foot. Class A coating can be attained by a hot-dip method, while
Class C coating requires an electroplating process. Class C coating throughout was chosen because it
provides a longer service life and the increase in cost ($0.30 per foot) is relatively small. The cable is
only one component in the total seismic restraint installation. The cost of the cable does not include
socket connections and anchorage assemblies. The cost of the cable itself will be a small percentage of
the total in-place cost of the installation. The cost estimates above were obtained from discussions with
Bethlehem Wire Rope. The increase in cost for Class C coating was primarily because Bethlehem can
only manufacture Class A coated wire in-house and must special order Class C coated wire.
In the construction of the 6x7 cable, there are 7 strands which each contain 7 wires. The wires in each
strand are arranged with 6 wires wrapped around one center wire. The strands are arranged in a similar
pattern with six strands being wrapped around one center strand. Usually, the center wire of a strand is a
different size than the outer wires. Also, the wires for the center strand are usually different sizes than the
wires for the outer strands. A total of four different wire sizes may be required to make the cable, with the
center wire in the center strand being a unique size. By allowing this particular wire to have an optional
Class A coating, the cable cost can be reduced without a significant loss in service life.
Most wire ropes are supplied with either a fiber core or a steel core.
Steel cores can be either an independent wire rope core (IWRC) or a wire strand core (WSC). The wire
strand core was selected because it provides greater strength than a fiber core and a larger wire size than
an independent wire rope core. For 7/8 diameter cable, both 6x7 Class and 6x19 Class wire rope can meet
the ASTM A603 requirements.
Since a larger wire size is desirable for corrosion protection, the 6x7 class of cable was chosen. This class
of wire rope has the largest wire size available. With the larger wire size, the life of the cable will be
extended should the zinc coating wear off. Since the wire size for the 6x19 cable is near the limit of the
A603 specification, cable sizes smaller than 7/8 diameter will require 6x7 class to meet the minimum wire
size provisions in the A603 specification.
The 6x7 class designation for wire rope refers to a rope with 6 strands wrapped around the core. When a
wire strand core is used, it is acceptable to refer this type of rope as either 6x7 class or 7x7 class (i.e., the
seventh strand is the core strand).
A-10

A1.2.5
Cables and Turnbuckles - (continued)
CABLES - (continued)
The type of cable used by Caltrans is 3/4 dia. 6x19, WSC or IWRC, galvanized according to Federal
Specification RR-W-410D and manufactured of improved plow steel with a minimum breaking strength of 23
tons. Bethlehem Wire Rope felt the A603 was a more appropriate specification when galvanizing is of
primary concern. In some instances, it may be appropriate to allow a contractor to substitute cable meeting
the Caltrans specification (i.e., RR-W-410D) when there is a small quantity (and our stockpile is depleted)
and the site is not along the coast. Wood's Logging Supply [1-206-577-8030] regularly stocks 7/8 diameter
6x19, IWRC, Extra Improved Plow Steel with galvanizing. This cable has about the same breaking strength
as A603 cable, but probably has substantially less galvanizing than the Class C coating.
The anticipated stockpile site is the District 2B Maintenance facility in Clackamas. The Clackamas facility
has trucks designed to lift a 12 barrier section with a weight of about 3 tons. A 5000 spool of 7/8 cable has
a weight of approximately 3 tons. If cable is ever stockpiled at other locations, the capacity of available lifting
equipment should be researched before specifying the spool size.
The bending radii given were taken from a chart showing proper sheave and drum sizes in the Bethlehem
Wire Rope General Purpose Catalog. It is not clear whether or not these values are appropriate for the
seismic retrofit application. The values are given only for lack of better information. The 4 bending radius
for the Caltrans 3/4 dia. cable is what CH2M proposed for the West Marquam seismic retrofit project.
TURNBUCKLES
Federal Specification FF-T-791B classifies turnbuckles by type, form, and class. Type I turnbuckles have an
open turnbuckle body. Type II and type III turnbuckles have a closed (i.e, pipe) turnbuckle body. Type I
should be specified so that the interior of the turnbuckle can be inspected. The form refers to the
construction of the turnbuckle body. Any form is acceptable as long as the turnbuckle can develop the
strength of the connecting cable. The capacities listed in Table 1 of FF-T-791B are minimum values.
Manufacturers are able to make turnbuckles to higher strengths than listed in Table 1. The Designer should
specify the load needed and not the size of the turnbuckle. However, the Designer should use the size
determined by the stated capacities in Table 1 of FF-T-791B for checking clearance requirements.
Turnbuckles are also distinguished by a class designation. The class designates the type of connection at
each end of the turnbuckle. The Designer should specify the type of end by a description rather than by
class. The type of ends used for seismic retrofit applications will be limited to "jaw" (also referred to as a
clevis) and "eye" ends only.
Either a jam nut or lock wire should be provided at each end. Jam nuts are not allowed by the Ontario
Safety Code or State Industrial Accident (Workers' Compensation Department). For most turnbuckle
applications, the turnbuckle is tightened and untightened repeatedly. For seismic retrofit applications,
however, the turnbuckle will require only limited future readjustment. Therefore, jam nuts will be allowed for
seismic applications. Caltrans allows the use of closed (i.e., pipe) turnbuckle bodies. This type of
turnbuckle cannot use lock wires. Workers' Compensation has requested (in 1984) we use lock wires for
the safety cable application. No information has been found which specifies the size of lock wire required.
14 gage wire has an 0.080 diameter.
A-11

A1.2.5
Cables and Turnbuckles - (continued)
TURNBUCKLES - (continued)
The take-up length for the turnbuckle allows the cable system to be field adjusted. Federal Specification FFT-791B lists the take-up lengths commonly available for each size of turnbuckle. The Designer should
consider what minimum take-up is appropriate. Long take-up lengths will make the cable system easy to
adjust in the field and will minimize the number of different cable lengths required. A 24 take-up length is
recommended for most applications.
Cable socket connections are classified as either swage, wedge, or spelter. The choice of which type of
socket connection to use should be left to the Contractor. Both the swage and spelter connections are able
to achieve the breaking strength of the cable. Wedge connections, however, should not be allowed since
they can normally achieve only 80% of the cable breaking strength. Socket connections are generally
referred to as either "open" or "closed". Open (or clevis) socket connections have a "jaw" end. Closed
socket connections have an "eye" end. It is also possible to have a stud (threaded bolt) connection. The
stud (threaded bolt) may connect directly to one end of a turnbuckle.
Two catalogs are available in the Facilities Design Team which contains information on turnbuckles and
clevises. "Crosby" has information on turnbuckles, socket connections (open and closed), and wire rope
thimbles. This information includes dimensions, weights, and strengths. "Electroline" has information for
clevis socket assemblies, stud assemblies, and turnbuckles. Electroline's information has only dimensions.
A-12

APPENDIX - B
GLOSSARY
Definitions
A
Abutment - Supports at the end of the bridge used to retain the approach embankment and carry the
vertical and horizontal loads from the superstructure. Current terminology is bent or end bent.
Access Control - The condition where the legal right of owners or occupants of abutting land to access a
highway is fully or partially controlled by the Department of Transportation.
Advance Plans 95-100% complete plans including special provisions, normally sent at 15 weeks.
Advertisement - The period of time between the written public announcement inviting proposals for projects
and the opening of the proposals (bid or letting date).
Aggregate - Inert material such as sand, gravel, broken stone, or combinations thereof.
Aggregate, Coarse - Aggregates predominantly retained on the No. 4 sieve for portland cement concrete
and those predominantly retained on the 1/4 for asphalt concrete.
Aggregate, Fine - Those aggregates which entirely pass the 3/8 sieve.
Aggregate, Dense Graded - A well-graded aggregate so proportioned as to contain a relatively small
percentage of voids.
Aggregate, Open Graded - A well-graded aggregate containing little or no fines, with a relatively large
percentage of voids.
Aggregate, Well-Graded - An aggregate possessing proportionate distribution of successive particle sizes.
Air-Entraining Agent - A substance used in concrete to increase the amount of entrained air in the mixture.
Entrained air is present in the form of minute bubbles and improves the workability and frost resistance.
Allowable Headwater - The maximum elevation to which water may be ponded upstream of a culvert or
structure as specified by law or design.
Allowable Span The greatest horizontal distance permitted between supports.
Anchor Bolts - Bolts that are embedded in concrete which are used to attach an object to the concrete such
as rail posts, bearings, steel girder-to-cross beam connections, etc.
Anode - The positively charged pole of a corrosion cell at which oxidations occur.
Apron - The paved area between wingwalls at the end of a culvert.
B-1

Definitions - (continued)
Arch - A curved structure element primarily in compression, producing at its support reactions having both
vertical and horizontal components.
Arch Pipe - A conduit in the form of a broad arch without a bottom.
Average Daily Traffic (ADT) - The average 24-hour volume of traffic, being the total during a stated period
divided by the number of days in that period. Unless otherwise stated, the period is a year.
Axle Load - The load borne by one axle of a traffic vehicle.
Award - Written notification to the bidder that the bidder has been awarded a contract.
B
Backfill - Material used to replace or the act of replacing material removed during construction; also may
denote material placed or the act of placing material adjacent to structures.
Backwater - The water upstream from an obstruction in which the free surface is elevation above the
normal water surface profile.
Bar Chair - A device used to support horizontal reinforcing bars above the base of the form before the
concrete is poured.
Bar Cutting Diagram - A diagram used in the detailing of bar steel reinforcement where the bar lengths
vary as a straight line.
Base Course - The layer of specified material of designed thickness placed on a subbase or a subgrade to
support a surface course.
Bascule Bridge - A bridge over a waterway with one or two leaves which rotate from a horizontal to a nearvertical position, providing unlimited clear headway.
Base Flood - Flood having 1% chance of being exceeded in any given year.
Battered Pile - A pile driven in an inclined position to resist horizontal forces as well as vertical forces.
Beam - Main longitudinal load carrying member in a structure, designed to span from one support to another
(girder).
Bearings - Device to transfer girder reactions without overstressing the supports.
Bearing Capacity - The load per unit area which a structural material, rock, or soil can safely carry.
Bearing Failure - A crushing of material under extreme compressive load.
Bearing Seat - A prepared horizontal surface at or near the top of a substructure unit upon which the
bearings are placed.
B-2

Bearing Stiffener - A stiffener used at points of support on a steel beam to transmit the load from the top of
the beam to the support point.
Bedrock - The solid rock underlying soils or other superficial formation.
Bench Mark - A relatively permanent material object bearing a marked point whose elevation above or
below an adopted datum is known.
Bent - Supports at the ends or intermediate points of a bridge used to retain approach embankments and/or
vertical and horizontal loads from the superstructure.
Bicycle Lane - A lane in the traveled way designated for use by bicyclists.
Bicycle Path - A public way physically separated from the roadway, that is designated for use by bicyclists.
Bid Schedule - The list of bid items, their units of measurement, and estimated quantities, bound in the
proposal booklet. (When a contract is awarded, the Bid Schedule becomes the Schedule of Contract
Prices.)
Bidder - Any qualified individual or legal entity submitting a proposal in response to an advertisement.
Biennium - For the State of Oregon, a two-year period, always odd numbered years, starting July 1 and
ending two years later on June 30.
Bleeding (Concrete) - The movement of mixing water to the surface of freshly placed concrete.
Blind Copy (bc) - Copy of correspondence that goes internally to office personnel or file. Is not typed on
the original, but is typed on yellow copy.
Bowstring Truss - A general term applied to a truss of any type having a polygonal arrangement of its top
chord members conforming to or nearly conforming to the arrangement required for a parabolic truss.
Box Beam - A hollow structural beam with a square, rectangular, or trapezoidal cross-section.
Box Culvert - A culvert of rectangular or square cross-section.
Breakaway - A design feature that allows a device such as a sign, luminaire, or traffic signal support to yield
or separate upon impact. The release mechanism may be a slip plane, plastic hinges, fracture elements, or
a combination of these.
Bridge - A structure spanning and providing passage over a river, chasm, road, or the like, having a length
of 20 feet or more from face to face of abutments or end bents, measured along the roadway centerline.
Bridge Approach - Includes the embankment materials and surface pavements that provide the transition
between bridges and roadways.
Bridge End Panel - A reinforced concrete slab placed on the approach embankment adjacent to and
usually resting upon the abutment back wall; the function of the approach slab is to carry wheel loads on the
approaches directly to the abutment, thereby eliminating any approach roadway misalignment due to
approach embankment settlement.
B-3

Bridging - A carpentry term applied to the cross-bracing fastened between timber beams to increase the
rigidity of the floor construction, distribute more uniformly the live load and minimize the effects of impact and
vibration.
Bridge Railing - A longitudinal barrier whose primary function is to prevent an errant vehicle from going over
the side of the bridge structure.
Brush Curb - A curb 10 or less in width, which prevents a vehicle from brushing against the railing or
parapet.
Buckle - To fail by an inelastic change in alignment as a result of compression.
Built-Up Member - A column or beam composed of plates and angles or other structural shapes united by
bolting, riveting or welding.
Bulkhead A partition built into wall forms to terminate each placement of concrete.
Buoyancy - Upward force exerted by the fluid in which an object is immersed.
Bushings - A lining used to reduce friction and/or insulate mating surfaces usually on steel hanger plate
bearings.
Butt Splice - A splice where the ends of two adjoining pieces of metal in the same plane are fastened
together by welding.
Butt Weld - A weld joining two abutting surfaces by combining weld metal and base metal within an
intervening space.
C
Cable-Stayed Bridge - A bridge in which the superstructure is directly supported by cables, or stays,
passing over or attached to towers located at the main piers.
CADD - Computer-Aided Design and Drafting.
Caisson - A watertight box of wood or steel sheeting; or a cylinder of steel and concrete, used for the
purpose of making an excavation. Caissons may be either open (open to free air) or pneumatic (under
compressed air).
Camber - A predetermined vertical curvature built into a structural member, to allow for deflection and/or
vertical grade.
Cast-in-Place - The act of placing and curing concrete within formwork to construct a concrete element in its
final position.
B-4

Catch Basin - A receptacle, commonly box shaped and fitted with a grilled inlet and a pipe outlet drain,
designed to collect the rain water and floating debris from the roadway surface and retain the solid material
so that it may be periodically removed.
Catenary - The curve obtained by suspending a uniform rope or cable between two points.
Cathode - The negatively charged pole of a corrosion cell that accepts electrons and does not corrode.
Cathodic Protection - A means of preventing metal from corroding; this is done by making the metal a
cathode through the use of impressed direct current and by attaching a sacrificial anode.
Catwalk - A narrow walkway to provide access to some part of a structure.
Chain Drag - A series of short medium weight chains attached to a T-shaped handle; used as a preliminary
technique for inspecting a large deck area for delamination.
Chamfer A beveled edge formed in concrete by a triangular strip of wood (chamfer strip) placed in a form
corner.
Change Order - A written order issued by the Engineer to the Contractor modifying work required by the
contract and establishing the basis of payment for the modified work.
Chord - A generally horizontal member of a truss.
Clay - Soil passing a No. 200 sieve that can be made to exhibit plasticity (putty-like properties) within a
range of water contents.
Clear Zone - Roadside border area, starting at the edge of the traveled way, that is available for safe use by
errant vehicles. Establishing a minimum width clear zone implies that rigid objects and certain other hazards
with clearances less than the minimum width should be removed and relocated outside the minimum clear
zone, or remodeled to make breakaway, shielded, or safely traversable.
Closed Spandrel Arch - A stone or reinforced concrete arch span having spandrel walls to retain the
spandrel fill or to support either entirely or in part the floor system of the structure when the spandrel is not
filled.
Cobbles - Particles of rock, rounded or not, that will pass a 12 square opening and be retained on a 3
sieve.
Cofferdam - A barrier built in the water so as to form an enclosure from which the water is pumped to permit
free access to the area within.
Cohesionless Soil - A soil that when unconfined has little or no strength when air-dried and that has little or
no cohesion when submerged.
Cohesive Soil - A soil that when unconfined has considerable strength when air-dried and that has
significant cohesion when submerged. Clay is a cohesive soil.
Commission - The Oregon Transportation Commission.
B-5

Composite Section - Two sections made of the same or different materials together to act as one integral
section; such as a concrete slab on a steel or prestressed girder.
Compression Seals - A preformed, compartmented, elastomeric (neoprene) device, which is capable of
constantly maintaining a compressive force against the joint interfaces in which it is inserted.
Concept Plans plans to determine the basic features of a project including alignments, typical sections,
slopes, preliminary drainage and TS&L bridge plans.
Concrete Overlay 1.5 to 2 of concrete placed on top of the deck, used to extend the life of the deck and
provide a good riding surface.
Contract - The written agreement between the Division and the Contractor describing the work to be done
and defining the obligations of the Division and the Contractor.
Contract Plans - Detailed drawings and diagrams usually made to scale showing the structure or
arrangement, worked out beforehand, to accomplish the construction of a project and/or object(s).
Contract Time - The number of calendar days shown in the proposal which is allowed for completion of the
work.
Contraction Joint - A joint in concrete that does not provide for expansion but allows for contraction or
shrinkage by the opening up of a crack or joint.
Contractor - The individual or legal entity that has entered into a contract with the Division.
Coordinates - Linear or angular dimensions designating the position of a point in relation to a given
reference frame. It normally refers to the State Plane Coordinate System.
Core - A cylindrical sample of concrete removed from a bridge component for the purpose of destructive
testing.
Counterfort Wall - A reinforced concrete retaining wall whose vertical stem has triangular-shaped ribs
projecting into the soil and spaced at regular intervals to provide strength and stability.
Crash Cushion - An impact attenuator device that prevents an errant vehicle from impacting fixed object
hazards by gradually decelerating the vehicle to a safe stop or by redirecting the vehicle away from the
hazard.
Crash Tests - Vehicular impact tests by which the structural and safety performance of roadside barriers
and other highway appurtenances may be determined. Three evaluation criteria are considered, namely (1)
structural adequacy, (2) impact severity, and (3) vehicular post-impact trajectory.
Creep - Time dependent inelastic deformation under elastic loading of concrete or steel resulting solely from
the presence of stress.
Cross Bracing - Bracing used between stringers and girders to hold them in place and stiffen the structure.
B-6

Cross Section - The exact image formed by a plane cutting through an object usually at right angles to a
central axis.
Crown Section - Roadway section with the height of the center of the roadway surface above its gutters.
Culvert - Federal Highway Administration definition: A structure not classified as a bridge having a span of
20 feet or less spanning a watercourse or other opening on a public highway; a conduit to convey water
through an embankment.
Curb - A vertical or sloping member along the edge of a pavement or shoulder forming part of a gutter,
strengthening or protecting the edge, and clearly defining the edge of vehicle operators. A curb is a
horizontal offset varying from 10 to less than 18. The surface of the curb facing the general direction of the
pavement is called the face.
Curing - The preparation of a material by chemical or physical processing for keeping or use; treating
concrete by covering its surface with some material to prevent the rapid evaporation of water.
Cut-Off-Wall - A wall built at the end of a culvert apron to prevent the undermining of the apron.
D
Dead End - End of post-tensioned bridge where tendons are anchored but no jacking takes place (opposite
of jacking end).
Dead Load - Structure weight including future wearing surface on deck and attachments.
Deadman - A concrete mass, buried in the earth behind a structure, that is used as an anchor for a rod or
cable to resist horizontal forces that act on the structure.
Deformed Bars - Concrete reinforcement consisting of steel bars with projections or indentations to
increase the mechanical bond between the steel and concrete.
Delamination - Subsurface separation of concrete into layers.
Department - The Department of Transportation of the State of Oregon.
Design Volume or Design Hourly Volume - A volume determined for use in design representing traffic
expected to use the highway. Unless otherwise stated, it is an hourly volume.
Diaphragm - Structural: A structural member used to tie adjoining girders together and stiffen them in a
lateral direction as well as to distribute loads.
Diamond Grinding - Process to abrade or remove a surface, such as concrete, by the cutting action of
rotating circular blade with diamond-tipped teeth.
Direct Tension Indicator - Load-indicating washer for bolts.
B-7

Doby - A precast block of concrete of various sizes used to support or provide clearances between
reinforcing bars and formwork.
Dolphins - A group of piles or sheet piling driven adjacent to a pier. Their purpose is to prevent extensive
damage or possible collapse of a pier from a collision with a ship or barge.
Draped Strands - Strand pattern for prestressing strands, where strands are draped to decrease the
prestressing stress at the ends of the girder where the applied moments are small.
Drift Pin - A metal pin, tapered at both ends, used to draw members of a steel structure together by being
driven through the corresponding bolt holes.
Drip Groove - A groove formed into the underside of a projecting concrete sill or coping to prevent water
from following around the projection.
E
E - modulus of elasticity of a material; the stiffness of a material.
E&C - Engineering costs are ODOTs costs to administer the construction contract. Contingencies are
unforeseen costs due to construction extra work price agreements or types of problems caused by weather,
accidents, etc. by the contract pay item.
Elastomeric Bearing Pads - Pads and less in thickness made of all rubber-like material that supports
girders and concrete slabs; pads over in thickness consist of alternate laminations of elastomer and
metal.
End-Bearing Pile - A pile which provides support primarily due to reaction at its tip.
Environmental Classes - Class I Environmental Impact Statement: Projects that normally involve
significant changes in traffic capacities and patterns. These projects generally involve major right-of-way
acquisitions. Both draft and final Environmental Impact Statements are required.
Class II Categorical Exclusions: Projects that normally involve the improvement of pavement conditions on
traffic safety, but little, if any, change in traffic capacities or patterns. Right-of-way requirements must be
minor. These projects are categorically excluded from further environmental documentation, unless permit
requirements indicate otherwise.
Class III Environmental Assessment: Projects that do not clearly fall within Class I or Class II. These
projects require assessments to determine their environmental significance.
Epoxy - A synthetic resin which cures or hardens by chemical reaction between components which are
mixed together shortly before use.
Epoxy Coated Rebar - Steel reinforcement coated with a powdered epoxy resin, to prevent corrosion of the
bar steel.
B-8

Expansion Bearings - Bearings that allow longitudinal movement of the superstructure relative to the
substructure and rotation of the superstructure relative to the substructure.
Expansion Device - A device placed at expansion points in bridge superstructures to carry the vertical
bridge loads without preventing longitudinal movement.
Expansion Joint - A joint in concrete that allows expansion due to temperature changes, thereby
preventing damage to the structure.
Extra Work - Work not included in any of the contract items as awarded but determined by the Engineer
necessary to complete the project according to the intent of the contract. This may be paid on a negotiated
price, force account, or established price basis.
Extrados - The curved edge of an arch rib or barrel formed by the intersection of the top and side arch
surfaces.
F
Falsework - In general, a temporary construction work on which a main or permanent work is wholly or
partially supported until it becomes self-supporting. For cast-in-place concrete or steel construction, it is a
structural system to support the vertical and horizontal loads from forms, reinforcing steel, plastic concrete,
structural steel, and placement operations.
Fatigue - The tendency of a member to fail at a lower stress when subjected to cyclical loading that when
subjected to static loading.
Fatigue Crack - Any crack caused by repeated cyclic loading.
Federal-Aid System of Highways - The national system of interstate highways, Federal-aid highway
system, system of secondary and feeder roads, Federal-aid grade crossing projects, federal forest highway
systems and projects and other highway and related projects, all within the meaning of the Federal-Aid Road
Act (1916), and all acts amendatory thereof and supplementary thereto, and the federal regulations issued
under such acts.
Fender - A structure that acts as a buffer to protect the portions of a bridge exposed to floating debris and
water-borne traffic from collision damage.
Fiscal Year - For the State of Oregon, July 1 through June 30 of the next year; for the Federal government,
October 1 through September 30 of the next year. The Federal fiscal year (FY) is broken into quarters:
1 F1Q (October, November, December)
1 F2Q (January, February, March)
1 F3Q (April, May, June)
1 F4Q (July, August, September)
Felloe Guard - Timber curb, usually 10 x 12, bolted to timber deck and timber rail post. Sometimes called
wheel guard.
Filler Plate - A steel plate or shim used for filling in space between compression members.
B-9

Fixed Bearings - Bearings that do not provide for any longitudinal movement of the superstructure relative
to the substructure, but allows for rotation of the superstructure relative to the substructure.
Flat Slab - A reinforced concrete superstructure that has a uniform depth throughout.
Flood Plain - An area that would be inundated by a flood.
Floodway - A stream channel plus any adjacent flood plain areas that must be kept free of encroachment
so that the 100-year flood can be conveyed without substantial increases in flood heights.
Floor Beam - A transverse structural member that extends from truss to truss or from girder to girder across
the bridge.
Flux - A material that protects the weld from oxidation during the fusion process.
Force Account Work - Items of extra work ordered by the Engineer that are to be paid for by material,
equipment, and labor.
Forms - A structural system constructed of wood or metal used to contain the horizontal pressures exerted
by plastic concrete and retain it in its desired shape until it has hardened.
Fracture Critical Members - Members of a bridge where a single fracture in a member can lead to
collapse.
Fracture Mechanics - Study of crack growth in materials.
Friction Pile - A pile that provides support through friction resistance along the surface area of the pile.
Front Office - Room 301, Bridge Section Administrative Office.
Functionally Obsolete Bridges - Those bridges which have deck geometry, load carrying capacity
(comparison of the original design load to the current state legal load), clearance, or approach roadway
alignment which no longer meet the usual criteria for the system of which they are a part as defined by the
Federal Highway Administration.
G
Gabions - Rock-filled wire baskets used to retain earth and provide erosion control.
Galvanic Action - Electrical current between two unlike metals.
Galvanize - To coat with zinc.
Geotextiles - Sheets of woven or non-woven synthetic polymers or nylon used for drainage and soil
stabilization.
Girder - Main longitudinal load carrying member in a structure (beam).
Glare Screen - A device used to shield a drivers eye from the headlights of an oncoming vehicle.
B-10

Grade Separation - A crossing of two highways or a highway and a railroad at different levels.
Gravity Wall - A retaining wall that is prevented from overturning by its weight alone.
Green Concrete - Concrete that has set but not appreciably hardened.
Grid Flooring - A steel floor system comprising a lattice pattern which may or may not be filled with
concrete.
Grout - A mixture of cementitious material and water having a sufficient water content to render it a freeflowing mass, used for filling (grouting) the joints in masonry, for fixing anchor bolts and for filling posttensioning ducts.
H
Hammerhead Pier - A pier that has only one column with a cantilever cap and is somewhat similar to the
shape of a hammer.
Hanger Plate - A steel plate that connects the pins at hinge points thus transmitting the load through the
hinge.
Haunch - An increase in depth of a structural member usually at points of intermediate support.
Haunched Slab - A reinforced concrete superstructure that is haunched (has an increased depth) at the
intermediate supports.
Headwall - A concrete structure at the ends of a culvert to retain and protect the embankment slopes,
anchor the culvert, and prevent undercutting.
High Performance Concrete (HPC) Concrete with enhanced properties including higher strength, greater
durability and decreased permeability.
High Performance Steel (HPS)
weldability.
- Steel with enhanced properties including increased durability and
Hinge - A device used to hold the ends of two adjoining girders together, but does not allow for longitudinal
movement of the superstructure. A point in a structure where a member is free to rotate.
Holddown Device - A device used on bridge abutments to prevent girders from lifting off their bearings as a
result of the passage of live load over the bridge.
Honeycomb - A surface or interior defect in a concrete mass characterized by the lack of mortar between
the coarse aggregate particles.
B-11

Howe truss - A truss of the parallel chord type with a web system composed of vertical (tension) rods at the
panel points with an X pattern of diagonals.
Hydration - The process by which cement combines with water to form a hard binding substance.
Hybrid Girder - A steel plate girder with the web steel having a lower yield strength than the steel in one or
both flanges.
Hydrodemolition - Process to abrade or remove a surface, such as concrete, by streams of water ejected
from a nozzle at high velocity.
I
Incidental Work - Work necessary for fulfillment of the contract but which is not listed as a pay item in the
contract and for which no separate or additional payment will be made.
Initial Set (Concrete) - Initial stiffening of concrete, with time based upon penetration of a weighted test
needle. In the field, it is commonly assumed to be the time when the dead weight of vibrator does not
penetrate into the concrete.
Inlet Control - The case where the discharge capacity of a culvert is controlled at the culvert entrance by
the depth of headwater and the entrance geometry, including barrel shape, cross sectional area, and inlet
edge.
Intermediate Stiffener - A vertical transverse steel member used to stiffen the webs of plate girders
between points of support.
Internal File Number - Number assigned by the Bridge Front Office as part of office automation
(computerized files) and used to track all files.
Invert - The bottom or lowest point of the internal surface of the transverse cross section of a pipe.
Inventory Rating (Design Load) - Load level that produces normal design stresses in the structures. The
inventory rated load is the load that can safely utilize an existing structure for an indefinite period of time.
International System of Units (SI) - The modernized metric system.
Intrados - The curved edge of an arch rib or barrel formed by the intersection of the bottom and side arch
surfaces.
Isotropic - Have the same material properties in all directions, e.g., steel.
J
Jacking End - End of post-tensioned bridge where jacking takes place (opposite of dead end).
Jetting - Forcing water into holes in an embankment to settle or to compact the earth. Forcing water
through holes in piles to install the piles to a specified depth before driving.
B-12

K
Key Number - Number assigned to a project by Program Section to identify it in the Project Control System
(PCS). All structures in a project have the same key number.
Kilogram (kg) - The base unit for mass in the International System of Units (metric).
King Post Truss - Two triangular panels with a common center vertical; the simplest of triangular trusses.
L
Lacing - Small flat plates used to connect individual sections of built up members.
Laitance - A weak mortar that collects at the surface of freshly placed concrete, usually caused by an
excess of mixing water or by excessive finishing.
Lamellar Tear - Incipient cracking between the layers of the base material (steel).
Lateral Bracing - Bracing placed in a horizontal plane between steel girders near the bottom and/or top
flanges.
Latex Modified Concrete (LMC) - Emulsion of synthetic rubber or plastic obtained by polymerization used
as a concrete additive to decrease permeability.
Leaf - The movable portion of a bascule bridge which forms the span of the structure.
Lenticular Truss - A truss having parabolic top and bottom chords curved in opposite directions with their
ends meeting at a common joint; also known as a fish belly truss.
Level of Performance - The degree to which a longitudinal barrier, including bridge railing, is designed for
containment and redirection of different types of vehicles.
Liquid Penetrant Inspection - Nondestructive inspection process for testing for continuities that are open to
the surface, by using a liquid dye.
Live Load - Force of the applied moving load of vehicles and/or pedestrians.
Load Rating - Evaluation of the safe live load capacity of the weakest member of a bridge.
LRFD - Load Resistance Factor Design.
Longitudinal Stiffener - A longitudinal steel plate (parallel to girder flanges) used to stiffen the webs of
welded plate girders. Normally thicker webs are used to eliminate longitudinal stiffeners.
Low Relaxation Strands - Prestressing tendons that are manufactured by subjecting the strands to heat
treatment and tensioning causing a permanent elongation. This increases the strand yield strength and
reduces strand relaxation under constant tensile stress.
B-13

M
Magnetic Particle Inspection (MT) - Nondestructive inspection process for testing for the location of
surface cracks or surface discontinuities, by applying dry magnetic particles to a weld area or surface area
that has been suitably magnetized.
Microsilica (Silica Fume) (MC) - Very fine non-crystalline silica used as an admixture in concrete to
improve the strength, permeability and abrasion resistance.
Minor Structure Concrete (MSC) - Nonstructural concrete furnished according to contractor proportioning,
placed in minor structures and finished as specified. Previously called commercial concrete.
Modular Expansion Joints - Multiple, watertight joint assemblies for bridges requiring expansion
movements greater than 4 inches.
Mud Sill - A timber platform laid on earth as a support for vertical members or bridge falsework.
Mylars - Full-size drawings on mylar. The final legal drawing used for signatures and printing contract
plans.
N
NDT - Nondestructive testing, a method of checking the structural quality of materials that does not damage
them.
Negative Moment - The moment causing tension in the top fibers and compression in the bottom fibers of a
structural member.
Negative Reinforcement - Reinforcement placed in concrete to resist negative bending moments.
Newton (N) - The derived unit for force (mass times acceleration or kg times m/s2) in the International
System of Units (metric).
Nominal - Used to designate a theoretical dimension, size, or slope that may vary from the actual by a very
small or negligible amount. Example: a 1 nominal diameter steel pipe has an actual 0.957 inside
diameter.
Nominal Pile Resistance LRFD term for the maximum axial pile bearing resistance. Equivalent to the
ultimate pile capacity term used in allowable stress design.
Non-Redundant Structure - Type of structure with single load path, where a single fracture in a member
can lead to the collapse of the structure.
Nosing A bulkhead at the ends of bridges or at expansion joints made of a durable material to protect and
reinforce the slab edge. It also provides a smooth edge or surface at expansion joints to facilitate installation
and provide a better seal.
B-14

O
Operating Rating (Permit Loads) - The absolute maximum permissible stress level to which a structure
may be subjected. It is that stress level that may not be exceeded by the heaviest loads allowed on the
structure. Special permits for heavier than normal vehicles shall be issued only if such loads are distributed
so as not to produce stress in excess of the operating stress.
Outlet Control - The case where the discharge capacity of a culvert is controlled by the elevation of the tail
water in the outlet channel and the slope, roughness, and length of the culvert barrel, in addition to the
cross-sectional area and inlet geometry.
Orthotropic - A description of the physical properties of a material that has pronounced differences in two or
more directions at right angles to each other.
P
Parapet - A low concrete rail designed and placed to prevent traffic from passing over the edge of a bridge
deck or end of box culvert.
Pascal (Pa) - The derived unit for pressure or stress (Pa=N/m2) in the International System of Units (metric).
Paving Dam (see Nosing) - A bulkhead at the ends of bridges or at expansion joints made of a
durable material to protect and reinforce the slab edge and provide a stopping place for the wearing
surface.
Paving Ledge A ledge or corbel attached to the end beam of a bridge, to provide support for a current or
future end panel.
Performance Level - See Level of Performance.
Pier - Intermediate substructure unit of a bridge. Current terminology is bent.
Pile - A long, slender piece of wood, concrete, or metal to be driven, jetted, or cast-in-place into the earth or
river bed to serve as a support or protection.
Pile Bent - A pier where the piles are extended to the pier cap to support the structure.
Pile Cap - A member, usually of reinforced concrete, covering the tops of a group of piles for the purpose of
tying them together and transmitting to them as a group the load of the structure that they support.
Pipe Arch - A conduit in the form of a broad arch with a slightly curved integral bottom.
Plastic Deformation - Deformation of material beyond the elastic range.
Positive Moment - In a girder the moment causing compression in the top flange and tension in the bottom
flange.
Post-Tensioning - Method of prestressing in which the tendon is tensioned after the concrete has cured.
B-15

Pot Bearing - A bearing type that allows for multi-directional rotation by using a neoprene or spherical
bearing element.
Prestress Camber - The deflection in prestressed girders (usually upward) due to the application of the
prestressing force.
Pratt Truss - A truss with parallel chords and a web system composed of vertical posts with diagonal ties
inclined outward and upward from the bottom chord panel points toward the ends of the truss; also known
as N-truss.
Preliminary Plans 85-90% complete plans, normally sent at 20 weeks.
Prestressed Concrete - Concrete in which there have been introduced internal stresses (normally
pretensioned steel) of such magnitude and distribution that the stresses resulting from given external
loadings are counteracted to a desired degree
Pretensioned - Any method of prestressing in which the strands are tensioned before the concrete is
placed.
Project Manager - The Engineers representative who directly supervises the engineering and
administration of a contract.
Proposal - A written offer by a bidder on forms furnished by the Division to do stated work at the prices
quoted.
PS&E - Literally, plans, specifications, and estimates. Usually it refers to the time when the plans,
specifications, and estimates on a project have been completed and referred to FHWA for approval. When
the PS&E has been approved, the project goes from the preliminary engineering phase to the construction
phase.
Pumping - The ejection of mixtures of water, clay and/or silt along or through transverse or longitudinal
joints, crack or payment edges, due to vertical movements of the roadway slab under traffic.
Q
Queen-post Truss - A parallel chord type of truss having three panels with the top chord occupying only the
length of the center panel; unless center panel diagonals are provided, it is a trussed beam.
R
Radiographic Inspection - Nondestructive inspection process where gamma rays or X rays pass through
the object and cast an image of the internal structure onto a sheet of film as the result of density changes.
RATS Team - ODOT Region and Technical Services Team.
Redundant Structure - Type of structure with multiple-load paths where a fracture in a single member
cannot lead to the collapse of the structure.
B-16

Reflection Crack - A crack appearing in a resurfacing or overlay caused by movement at joints or cracks in
the underlying base or surface.
Reinforced Pile Tip - Metal reinforcement fastened to the pile tip to protect it during driving.
Residual Camber - Camber due to the prestressing force minus the dead load deflection of the girder.
Right of Way - Land, property, or property interest, usually in a strip, acquired for or devoted to
transportation purposes.
Riprap - A facing of stone used to prevent erosion. It is usually dumped into place, but is occasionally
placed by hand.
Roadside Barrier - A longitudinal barrier used to shield roadside obstacles or non-traversable terrain
features. It may occasionally be used to protect pedestrians from vehicle traffic.
Roadway - The portion of a highway, including shoulders, for vehicular use.
Rubble - Irregularly shaped pieces of varying size stone in the undressed condition obtained from a quarry.
S
Sacrificial Anode - The anode in a cathodic protection system.
Sand - Particles of rock that will pass a No. 4 sieve and be retained on a No. 200 sieve.
Scaffolding - Temporary elevated walkway or platform to support workmen, materials and tools.
Scarify - To loosen, break up, tear up, and partially pulverize the surface of soil, or of a road.
Scour - Erosion of a river bed area caused by water flow.
Scour Protection - Protection of submerged material by steel sheet piling, riprap, mattress, or combination
of such methods.
Screeding - The process of striking off excess material to bring the top surface to proper contour and
elevation.
Seal - A concrete mass (usually not reinforced) poured under water in a cofferdam that is designed to resist
hydrostatic uplift. The seal facilitates construction of the footing in dry conditions.
Shear Connector - A connector used to joint cast-in-place concrete to a steel section and to resist the shear
at the connection.
Shear Lag - Nonuniform stress pattern due to ineffective transmission of shear.
Shed Roof - Roadway section with the height of one gutter greater than the centerline and other gutter.
B-17

Sheet Pile - A pile made of flat or arch cross section to be driven into the ground or stream bed and meshed
or interlocked with like members to form a wall, or bulkhead.
Sheet Pile Cofferdam - A wall-like barrier composed of driven piling constructed to surround the area to be
occupied by a structure and permit dewatering of the enclosure so that the excavation may be produced in
the open air.
Shoofly - Detour alignment of temporary railroad track and bridge around the site of a permanent railroad
bridge replacement.
Shotcrete - Mortar or concrete pneumatically projected at high velocity onto a surface.
Shoulders - The portions of the roadway between the traveled way and the inside edges of slopes of
ditches or fills, exclusive of auxiliary lanes, curbs, and gutters.
Shy Distance (E-Distance) - The distance from the edge of the traveled way beyond which a roadside
object will not be perceived as an immediate hazard by the typical driver, to the extent that the vehicles
placement or speed will be changed.
Shrinkage - Contraction of concrete due to drying and chemical changes, dependent on time.
Silt - Soil passing a No. 200 sieve that is non-plastic or exhibits very low plasticity.
Simple Spans - Spans with the main stress carrying members non-continuous, or broken, at the
intermediate supports.
Skew or Skew Angle - The acute angle formed by the intersection of a line normal to the centerline of the
roadway with a line parallel to the face of the abutments or piers, or in the case of culverts with the centerline
of the culverts. Left hand forward skew indicates that, look up station, the left side of the structure is further
up station that the right hand side. Right hand skew indicates that the right side of structure is further up
station that the left side.
Slip Base - A structural element at or near the bottom of a post or pole that will allow release of the post
from its base upon impact while resisting wind loads.
Slope - The degree of inclination to the horizontal. It is sometimes described by such adjectives as steep,
moderate, gentle, mild or flat.
Slope Paving - Pavement placed on the slope in front of abutment to prevent soil erosion.
Soffit - The bottom surface of a beam or an arch rib or barrel.
Spandrel - The area between the roadway and the arch in the side view of an arch bridge.
B-18

Special Provisions - The special directions, provisions, and requirements peculiar to the project that
augment the standard specifications. They are commonly referred to as specials.
Specifications - The body of directions, provisions, and requirements, together with written agreements and
all documents of any description, made or to be made, pertaining to the method or manner of performing the
work, the quantities, and the quality of materials to be furnished under the contract.
Spread Footing - A footing that is supported directly by soil or rock.
Spur Dike - A wall or mound built or extended out from the upstream side of an abutment used for training
the stream flow to prevent erosion of stream bank. May also be used where there is no bridge, but the
stream flows along the side of highway embankment.
Stainless Steel Teflon Bearings - Incorporated stainless steel and teflon with steel to provide the
necessary expansion movement.
St. Venant Torsion - Uniform torsion resulting in no deformation of the cross section.
State Plane Coordinates - The plane-rectangular coordinate system established by the United States
Coast and Geodetic Survey. Plane coordinates are used to locate geographic position.
Station - A distance of 100 feet measured horizontally.
Stirrup - Vertical U-shaped or rectangular shaped bars placed in concrete beams to resist the shearing
stresses in the beam.
Stress Relieved Strands - Any prestressing tendons that are manufactured by relieving the high residual
stresses that were introduced into the steel during the wire drawing and stranding operations. Stress
relieving is not a heat treatment and does not change the strand yield strength.
Strip Seal Joint - Molded neoprene glands inserted and mechanically locked between armored interfaces
of extruded steel sections.
Structurally Deficient Bridges - Those bridges which have been (1) restricted to light vehicles only, (2)
closed, or (3) require immediate rehabilitation to remain open, as defined by the Federal Highway
Administration.
Subgrade - The top surface of completed earthwork on which subbase, base, surfacing, pavement, or a
course of other material is to be placed.
Substructure - Those parts of a structure which support the superstructure, including bents, piers,
abutments, and integrally built wingwalls, up to the surfaces on which bearing devices rest. Substructure
also includes portions above bearing surfaces when those portions are built integrally with a substructure
unit (e.g. backwalls of abutments). When substructure and superstructure elements are built integrally, the
division between substructure and superstructure is considered to be at the bottom soffit of the longitudinal
or transverse beam, whichever is lower. Culverts and rigid frames are considered to be entirely
substructure.
B-19

Sufficiency Rating - A method of evaluating data by calculating four separate factors to obtain a numeric
value which is indicative of bridge sufficiency to remain in service. The result of this method is a percentage
in which 100 percent would represent an entirely sufficient bridge and zero percent would represent an
entirely insufficient or deficient bridge.
Superelevation - The difference in elevation between the inside and outside edges of a roadway in a
horizontal curve; required to counteract the effects of
centrifugal force.
Superplasticizer - A high range water-reducing admixture that increases the slump of freshly mixed
concrete without increasing the water content.
Superstructure - Those parts of a structure above the substructure, including bearing devices.
Surcharge - Any load that causes thrust on a retaining wall, other than backfill to the level of the top of the
wall. Also preloading of an embankment to minimize the time for initial consolidation of the subsurface soils.
Suspension Bridge - A bridge in which the floor system is supported by catenary cables which are
supported upon towers and are anchored at their extreme ends.
Suspender - A wire cable, metal rod or bar connected to a catenary cable of a suspension bridge at one
end and the bridge floor system at the other, thus transferring loads from the roadway to the main
suspension members.
T
Tack Welds - Small welds used for temporary connections.
Telltale (Tattletale) - Any device designed to indicate movement of formwork or falsework.
Tendon - A name for prestressed reinforcing element whether wires, bars, or strands.
Tenon - A constant diameter extension welded to the tip of the tapered metal arm of a luminaire support
pole to receive the luminaire.
Thixotropy - Property of a material that enables it to stiffen in a short period on standing, but to acquire a
lower viscosity again on mechanical agitation. A property desirable for post-tensioning duct grout.
Three-Dimensional Finite Element Analysis - Analysis in which a three-dimensional continuum is
modeled as an assemblage of discrete elements in three-dimensional space.
Three-Hinged Arch - An arch which is hinged at each support and at the crown.
Through Structure - A structure that has its floor connected to the lower portion of the main stress-carrying
members, so that the bracing goes over the traffic. A structure whose main supporting members project
above the deck or surface.
Tining - Is used on finished concrete deck or slab surfaces to provide friction and reduce hydroplaning.
Grooves are placed in the plastic concrete or cut into the hardened concrete.
B-20

Torsional Stress - Shear stress on a transverse cross section resulting from a twisting action.
Transformed Section - A hypothetical section of one material so as to have the same elastic properties as
a section of two materials.
Transition - A section of barrier between two different barriers or, more commonly, where a roadside barrier
is connected to a bridge railing or to a rigid object such as a bridge pier. The transition should produce a
gradual stiffening of the approach rail so vehicular pocketing, snagging, or penetration at the connection can
be avoided.
Traveled Way - The portion of the roadway for the movement of vehicles, exclusive of shoulders and
auxiliary lanes.
Tremie - A pipe or tube through which concrete is deposited underwater.
Trial Batch - A batch of concrete prepared to establish or check proportions of the constituents.
Turnbuckle - A long, cylindrical, internally threaded nut used to connect the elements of adjustable rod and
bar members.
Turn-of-the-Nut - A bolt-tightening method.
Two-hinged Arch - A rigid frame which may be arch-shaped or rectangular but is hinged at both supports.
U
Ultrasonic Inspection - A non-destructive inspection process where by an ultra-high frequency sound wave
induced into a material is picked up in reflection from any interface or boundary.
Unbonded Strands - Strands so coated as to prevent their forming a bond with surrounding concrete.
Used to reduce stress at the ends of a member.
Underpinning - The addition of new permanent support to existing foundations to provide additional
capacity.
Uplift - A force tending to raise a structure or part of a structure and usually caused by wind and/or eccentric
loads, or the passage of live-load over the structure.
Utility - A line, facility, or system for producing, transmitting, or distributing communications, power,
electricity, heat, gas, oil, water, steam, waste, storm water not connected with highway drainage, or any
other similar commodity which directly or indirectly serves the public. The term utility shall also mean the
utility company, district, or cooperative, including any wholly owned or controlled subsidiary.
B-21

V
Vierendeel Truss - A Pratt truss without diagonal members and with rigid joints between top and bottom
chords and the verticals.
Vibrator - An oscillating device inserted at selected locations to consolidate fresh concrete.
W
Wales - Horizontal support members in close contact with a row of sheet piles in a cofferdam or shoring
wall. Sometimes called whalers.
Warrants - The criteria by which the need for a safety treatment or improvement can be determined.
Warren Truss - A triangular truss consisting of sloping members between the top and bottom chords and no
verticals; members form the letter W.
Water/Cement Ratio - The weight of water divided by the weight of cement in a concrete; ratio controls the
strength of the concrete.
Waterproofing Membranes - Impervious material overlaid with bituminous concrete to protect decks from
the infiltration of chlorides and resulting deterioration.
Wearing Surface - The top layer of a pavement designed to provide structural values and a surface
resistant to traffic abrasion.
Weep Hole - A drain hole through a wall to prevent the building up of hydraulic pressure behind the wall.
Weld Inspection - Covers the process, written procedure, and welding in process. Post weld heat
maintenance if required, post weld visual inspection and non-destructive testing as specified in contract and
Standard Specifications.
Welded-Wire Fabric - A two-way reinforcing mat, fabricated from cold-drawn steel wire, having parallel
longitudinal wires welded at regular intervals to parallel transverse wires.
Well-Graded - An aggregate possessing a proportionate distribution of successive particle sizes.
Wetlands - Areas that are inundated or saturated by surface or ground water at a frequency and duration
sufficient to support, and that under normal circumstances do support, vegetation typically adapted for life in
saturated soil conditions. Wetlands generally include swamps, marshes, bogs, and similar areas.
Wheel Load Half of an axle load.
Wingwall - A wall attached to the abutments of bridges or box culverts retaining the roadway fill. The
sloping retaining walls on each side of the center part of a bridge abutment.
B-22

X
Y
Yield - Permanent deformation (permanent set) which a metal piece takes when it is stressed beyond the
elastic limit.
Youngs Modulus - modulus of elasticity of a material (E); or the stiffness of a material.
B-23

Abbreviations (Initialisms and Acronyms)

A
AASHO
AASHTO
AB
ACI
AC
ACP
ACWS
ADA
ADT
ADTT
AEE
AGC
AISC
AISI
AITC
a.k.a.
AML
AOH
A.P.
APA
AREA
ARS
ARTBA
ASAP
ASCE
ASCII
ASTM
ATC
ATE
ATE-D
ATPM
AWPA
AWS
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
American Association of State Highway Officials (1921-1973)

American Association of State Highway and Transportation Officials (since 1973)
Anchor bolt
American Concrete Institute
Asphalt Concrete
Asphalt Concrete Pavement
Asphalt concrete wearing surface
Americans with Disabilities Act
Average daily traffic (see Definitions)
Average Daily Truck Traffic
Association of Engineering Employees
Associated of General Contractors of America
American Institute of Steel Construction
American Iron and Steel Institute
American Institute of Timber Construction
Also known as
Automated Milepoint Log
Access Oregon Highways
Angle Point
American Plywood Association
American Railway Engineering Association
Accident Records System (Accident Data Unit, Transportation Research Section)
American Road and Transportation Builders Association
As soon as possible
American Society of Civil Engineers
American Standard Code for Information Interchange (refers to files that are pure text)
American Society for Testing and Materials
Applied Technology Council
Associate Transportation Engineer
Associate Transportation Engineer - Drafting
Asphalt-treated permeable material
American Wood Products Association
American Welding Society
=
=
=
=
=
=
=
Blind copy (see definitions)

Bulletin Board System (computers)
Bridge Design System (AASHTO software)
Basic Input/Output System (computers)
Bureau of Land Management (U.S. Dept. of Interior)
Best Management Practice
Bridge Management System
B
b.c.
BBS
BDS
BIOS
BLM
BMP
BMS
B-24


BNRR
Bot.
BPR
B Team
BRASS
Bt.
BUBB
BVC
=
=
=
=
=
=
=
=
Burlington Northern Railroad

Bottom
Bureau of Public Roads (now FHWA)
Team of Bridge Engineer and Bridge Section Supervisors
Bridge Rating and Analysis of Structural Systems (software)
Bent
Bargaining Unit Benefit Board
Begin vertical curve
C
CAC
CAD
CADD
CAE
CalTrans
cc
CCT
CD-ROM
CF
CFS
CICS
=
=
=
=
=
=
=
=
=
=
=
=
CIM
CIP
CIS
CMP
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
Degrees Celsius
Citizens Advisory Committee
Computer-aided drafting/computer-aided design
Computer-aided drafting and design
Computer-aided engineering
California Department of Transportation
Carbon copy
Concrete Control Technician
Compact Disk - Read-Only Memory
Cubic feet
Cubic Feet per Second
Customer Information and Control System (Transportation inventory and Mapping Unit
software on the mainframe)
Corporate Information Management
Cast-in-place
Career Information System (Training & Employee Development Sect.)
Construction Mitigation Plan
Construction Management Plan
Corrugated metal pipe
Coordinate Geometry language
Communications port (serial port on a computer)
Cathodic protection
Critical Path Method (method of scheduling)
Central Processing Unit (computers)
Complete Quadratic Combination (method of combining seismic forces or displacements)
Code of Federal Regulations
Concrete Reinforcing Steel Institute
Cathode Ray Tube display (monitor)
Cubic yard
Copy
Coastal Zone Management
COGO
COM
CP
CPM
CPU
CQC
CRF
CRSI
CRT
CY
cy
CZM
B-25


D
DBA
DBE
DEC
DEIS
DEQ
DHV
Dia.
DL
DOGAMI
DM
DMS
DMV
DOS
DS
DSL
DTI
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
Doing Business As
Disadvantaged Business Enterprises
Digital Equipment Corporation
Draft Environmental Impact Statement
Department of Environmental Quality (Oregon)
Design hourly volume
Diameter
Dead load
Department of Geology and Mineral Industries (Oregon)
District Manager
District Maintenance Supervisor (old)
Division of Motor Vehicles
Disk Operating System for personal computers
Top of deck to streambed distance
Division of State Lands (Oregon)
Direct Tension Indicator (load indicating washer for bolts)
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
East
Expenditure Account
Environmental Assessment
Emulsified Asphalt Concrete
Employee Assistance Program
Engineering and Contingencies (used in cost estimates)
Eastbound
East city limits
Equal Employment Opportunity program
Equal Employment Opportunity/Affirmative Action
Each face
Environmental Impact Statement
Elevation
Elevation
Embankment
Edge of pavement
Environmental Protection Agency (U.S.)
Edge of shoulder
End vertical curve
Each way
Expansion
E
E
EA
EA
EAC
EAP
E&C
EB
ECL
EEO
EEO/AA
EF
EIS
El.
Elev.
Emb.
EP
EPA
ES
EVC
EW
Exp.
B-26


F
F
FAPG
FAS
FAT
FBN
FBPM
FEIS
FEMA
FF
FHPm
FHWA
FIPS
FIS
FONSI
FORT
FS
ft-k
ft-lbs
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
Degrees Fahrenheit
Federal Aid Policy Guide (replaced FHPM 12/9/91)
Federal Aid Secondary (class of highways)
File Allocation Table (on a computer disk)
Film base negative
Film base positive matte
Final Environmental Impact Statement
Federal Emergency Management Agency
Far face (don't use for "fill face")
Federal Highway Program Manual (replaced by FAPG)
Federal Highway Administration (formerly BPR)
Federal Information Processing Standards system (IBM software)
Flood Insurance Studies (conducted by FHWA)
Finding Of No Significant Impact
Field Operations Results Team
Far side
foot-kips
foot-pounds
=
=
=
=
=
=
=
=
Gauge
General Accounting Office
Geographic Information System
Government Land Office
Guard Rail
General Services Administration
Galvanized Steel Pipe
Graphical User Interface for computers (such as Windows)
=
=
=
=
=
=
=
=
=
=
=
Highway Bridge Replacement (type of funding)

Highway Bridge Replacement and Rehabilitation (type of funding)
Hard Disk Drive
Highway Engineer (now replaced by TE)
Highway Improvement Plan (6-year plan of ODOT)
Highway Planning & Research program
High Strength
Highway Safety Information System (FHWA database)
Height
High Water
High Water Mark
G
Ga.
GAO
GIS
GLO
GR
GSA
GSP
GUI
H
HBR
HBRR
HDD
HE
HIP
HP&R
HS
HSIS
Ht.
HW
HWM
B-27


I
I4R
IBM
ID
IDE
IDT
IF
IGA
I/O
ISB
ISPF
ISTEA
ITIS
IWRC
=
=
=
=
=
=
=
=
=
=
=
=
=
Interstate Resurfacing, Restoration, Rehabilitation and Reconstruction (funding category)

International Business Machines
Inside diameter
Internal Drive Electronics (type of computer hard disk)
Idaho Department of Transportation
Inside face (don't use!)
Inter-Governmental Agreement
Input/Output
Information Systems Branch
Integrated System Productivity Facility (IBM mainframe software)
Intermodal Surface Transportation Efficiency Act of 1991
Integrated Transportation Information System
Independent Wire Rope Core (cables)
=
=
Joule, metric energy unit

Job Control Language (mainframe)
=
=
=
=
=
=
=
Kip (kilopound, 1000 pounds)

Kilo, one thousand
Kilogram, metric mass unit
Kilometer (1000 meters)
KiloNewton, metric force unit
Kips per Square Foot
Kips per Square Inch
=
=
=
=
=
=
=
=
=
=
=
=
=
Local Area Network (computers)

Pounds
Length of curve
Liquid Crystal Display (computers)
Land Conservation and Development Commission (Oregon)
Linear feet
Live load
Latex Modified Concrete
Line Printer (parallel computer port)
Load Resistance Factor Design
Lump Sum
Low slump dense concrete
Leadership Team
J
J
JCL
K
K
k
kg
km
kN
KSF
KSI
L
LAN
Lbs
LC
LCD
LCDC
LF
LL
LMC
LPT
LRFD
L.S.
LSDC
LT
B-28


M
m
=
=
MBM,MFBM =
MC
=
M
=
MH
=
MHz
=
MOU
=
MP
=
=
MPO
=
MSC
=
MSCS
=
MS-DOS =
MSE
=
MSL
=
Meter, metric length unit

Milli, one thousandth
Thousand feet board measure
Microsilica modified concrete
Mega, one million
Manhole
MegaHertz (millions of cycles per second)
Memorandum Of Understanding
Microfilm print
Milepoint, milepost (even milepoint)
Metropolitan Planning Organization
Minor structure concrete
Management Scheduling Control System (to replace PCS)
Microsoft Disk Operating System
Mechanically Stabilized Earth (retaining walls)
Mean Sea Level
N
N
NB
NBI
NBIS
NCEER
NCHRP
=
=
=
=
=
=
=
NCL
NF
NGVD
NHI
NHS
NHTSA
NICET
NMFS
NSPE
NT
NTS
=
=
=
=
=
=
=
=
=
=
=
North
Newton, metric force unit
Northbound
National Bridge Inventory
National Bridge Inspection Standards
National Center for Earthquake Engineering Research (Buffalo, NY)
National Cooperative Highway Research Program (from the Transportation Research
Board)
North city limits
Near face
National Geodetic Vertical Datum (MSL = 0.0)
National Highway Institute
National Highway System
National Highway Traffic Safety Administration
National Institute for Certification in Engineering Technologies
National Marine Fisheries Service
National Society of Professional Engineers
New Technology (new version of Microsoft Windows)
Not to Scale
B-29


O
OBIS
OCAPA
OC
OD
ODF&W
ODOT
OG
OMUTCD
OO, O-O
OPEU
ORS
OS
OSHA
OSHD
OSU
OTC
Oxing
OZ
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
Oregon Bridge Inventory System

Oregon Concrete & Aggregate Producers Association, Inc.
On Center (center-to-center)
Outside Diameter
Oregon Department of Fish and Wildlife
Original Ground
Oregon Manual on Uniform Traffic Control Devices
Out-to-out
Oregon Public Employees Union
Oregon Revised Statutes
Office Specialist
Operating System
Occupational Safety and Health Administration (U.S.)
Oregon State Highway Division
Oregon State University
Oregon Transportation Commission
Overcrossing
Ozalid print
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
Pascal, metric stress or pressure unit

Personal computer
Point of curvature
Personal computer
Precast Concrete
Portland Cement Association
Portland Cement Concrete
Point on compound curve
Pounds per Cubic Foot
Prestressed Concrete Institute
Prestressed concrete pipe
Project Control System (to be replaced by MSCS)
Point of change from circular curve to spiral
Professional Engineer (registered)
Preliminary engineering
Public Employees Retirement System
Point of intersection
Performance Level of bridge rail
Project Manager
P
Pa
PC
PC
P/C
PCA
PCC
PCF
PCI
PCP
PCS
PE
PERS
PI
PL
PM
B-30


PMC
PMS
PMT
POC
POS
POT
PR
Prest.
PRN
PRC
PS
PSC
PS&E
PSBS
PSF
PSI
PSU
PT
PS
PSC
P/S
PT
P/T
PTI
PVC
PVI
PUC
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
Polymer-modified concrete
Pavement Management System
Photo transfer paper
Point on circular curve
Point on spiral
Point on tangent
Project Request (Federal-Aid Program)
Prestressed
Printer port (parallel port on computer, =LPT)
Point of reverse curve
Point from tangent to spiral
Point of change from spiral to circular curve
Plans, Specifications & Estimate
Project Specifications Bid System
Pounds per Square Foot
Pounds per Square Inch
Portland State University
Point of tangency
Point of change from tangent to spiral
Point of change from spiral to circular curve
Prestressed Concrete
Point of tangency
Post-tensioned concrete
Post-Tensioning Institute
Point on vertical curve
Polyvinyl chloride
Point of vertical intersection
Public Utility Commission
=
=
=
Quality Assurance
Quality Control Technician
Qualified Products Listing
Q
QA
QCT
QPL
B-31


R
R
=
R.
=
RAM
=
RBI
=
RC
=
RCB
=
RCBC
=
RCBG
=
RCDG
=
RCP
=
R&D
=
R/D
=
Rdwy.
=
REA
=
Rev.
=
RFP
=
RFQ
=
RMS
=
ROD
=
ROM
=
RR
=
RRR, 3R =
RRRR, 4R =
RSA
=
R/W
=
Radius
Range (surveying)
Random Access Memory
Region Bridge Inspector
Reinforced Concrete
Reinforced Concrete Box
Reinforced Concrete Box Culvert
Reinforced Concrete Box Girder
Reinforced Concrete Deck Girder
Reinforced Concrete Pipe
Research and Development
Rough Draft
Roadway
Revised Environmental Assessment
Revised; revision date
Request for Proposals
Request for Qualifications
Root Mean Square (statistical average)
Record of Decision
Read-Only Memory
Railroad
Resurfacing, Restoration and Rehabilitation
Resurfacing, Restoration, Rehabilitation and Reconstruction
Response Spectrum Analysis
Right of Way
B-32


S
S
S.
SB
SCL
SCSI
SEAO
SEAOC
SEBB
Sec.
Sect.
SF
SFLMC
SH, Shld
SHPO
SHRP
SI
SI&A
SIMM
SPC
SPFPC
SPRR
SPT
SR
SRCM
SRSS
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
SSPC
STE
S.T.R.
STP
STIP
STRUDL
SW
SY
=
=
=
=
=
=
=
=
South
Section (surveying)
Southbound
South city limits
Small Computer Systems Interface (type of computer hard disk)
Structural Engineers Association of Oregon
Structural Engineers Association of California
State Employee Benefit Board
Section (map location)
Section (on a drawing)
Square feet
Silica Fume Latex-Modified Concrete
Shoulder
State Historic Preservation Office
Strategic Highway Research Program
"Systeme Internationale" (International System of units)
Structure Inventory and Appraisal
Single In-line Memory Module (type of memory chips)
Seismic Performance Category
System Productivity Facility for Personal Computers (data file editing software)
Southern Pacific Railroad
Standard Penetration Test for soils
Sufficiency Rating
Soils and Rock Classification Manual (ODOT)
Square Root of the Sum of the Squares (method of combining seismic forces or
displacements)
Structural Steel Painting Council
Supervising Transportation Engineer
Section, Township and Range (surveying)
Surface Transportation Program
State Transportation Improvement Program
Structural Design Language
Sidewalk
Square Yard
B-33


T
T&E
T.
Tan.
TAC
TAG
TB
TCP
TE
TEAMS
TF
TFE
TH
Thk
TIP
TMP
TP & DT
TRB
TS
TSF
TSO
TS&L
TTS
Typ.
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
Threatened and Endangered

Township (surveying)
Tangent
Tangent
Technical Advisory Committee
Technical Advisory Group
Test boring
Traffic Control Plan
Transportation Engineer
Transportation Environment Accounting System
Top Face
Polytetrafluoroethylene (sliding surface for bearings)
Test hole
Thick, thickness
Transportation Improvement Plan
Traffic Management Plan
Temporary Protection and Direction of Traffic
Transportation Research Board
Tube, Structural
Tons per Square Foot (don't use!)
Time Sharing Option (on mainframe computer)
Type, Size and Location (formerly called preliminary)
Tracings To Specifications
Typical
=
=
=
=
=
=
=
=
=
=
=
Uniform Building Code

Uniform Federal Accessibility Standards
University of Oregon
University of Portland
Union Pacific Railroad
United States Coast and Geodetic Survey
United States Coast Guard
U.S. Forest Service (Dept. of Agriculture)
United States Geological Survey
U.S. Reclamation Service
Undercrossing
=
=
=
=
=
=
=
Version (software)
Varies
Vertical curve
Value Engineering
Video Graphical Array (computers)
Vicinity Map
Vehicle miles of travel
U
UBC
UFAS
U of O
UP
UPRR
USC&GC
USCG
USFS
USGS
USRS
Uxing
V
V.
Var.
VC
VE
VGA
VM
VMT
B-34


W
W
=
W/
=
WAN
=
WATS
=
WB
=
WCL
=
WCLIB
=
W.M.
=
W/O
=
WS
=
WSDOT =
WSC
=
Wt.
=
WWF
=
WWM
=
WWPA
=
WYSIWYG=
West
With
Wide Area Network (computers)
Wide Area Telephone Service
Westbound
West city limits
West Coast Lumber Inspection Bureau
Willamette Meridian
Without
Wearing surface
Washington State Department of Transportation
Wire Strand Core (cables)
Weight
Welded Wire Fabric
Welded Wire Mesh
Western Wood Products Association
What-you-see-is-what-you-get (computer interface)
X
XF
Xing
X'Sect
XV
=
=
=
=
Xerox film
Crossing
Cross-section
Xerox vellum
Y
Z
B-35
Bridge Design and Drafting Manual - 2004

Note: Revisions for April 2009 are marked in yellow highlight. A short yellow highlight indicates deleted
text.
SECTION 2:
2.1
DRAFTING PRACTICES
COMPUTER AIDED DRAFTING (CAD)
2.1.1
Standard File Format
The standard file format for submission of electronic CAD files to the Bridge Section is in a Microstation design
file. Currently Bridge Section uses Microstation Version 8.1.
2.1.2
Directory Setup
Every XP Workstation has been set up with a similar directory diagram. This will enable any user to find
information on another workstation efficiently.
Project files will be stored on the server under
F:\ODOT_DATA\Projects\key #. Every Workstation has a c:\share directory. This will allow Drafters to share
details freely.
Use Serval software when copying or moving a file from another workstation, rename the file to avoid multiple
copies of one file.
Bridge Standard Drawings files can be found in dgn and pdf format at:
http://egov.oregon.gov/ODOT/HWY/ENGSERVICES/bridge_drawings.shtml
2.1.3
Cad Files
2.1.3.1
Drawings Start to Finish
1. CAD files created.

2. The design offices are responsible for obtaining the structure numbers, drawing numbers, and calc book
numbers from the Bridge Data system (BDS) and headquarters Bridge Section.
3. D size (22 x 34) mylars are printed with appropriate bridge and drawings numbers.
4. 11 x 17 paper prints are created from the full sized stamped and signed bridge mylars.
5. Design office will provide D size bridge mylars and 11 x 17 paper prints to the Office of Pre-Letting in
Salem headquarters.
6. Office of Pre-Letting will the send D size mylars to ODOT Reprographics for printing and scanning.
7. ODOT Reprographics is finished with scanning; they will send requested information back to the office of
Pre-Letting. ODOT Reprographics will send Bridge Mylars and scanned images to Bridge Engineering
Section front office in room 301 of the Transportation Building.
2-1

2.1.3.1
Drawings Start to Finish (continued)
8. Bridge Engineering Section Headquarters will load scanned images into the Bridge Data System (BDS),
log the Mylars into the tracking system, and then return the signed mylars to original design office.
9. At completion of construction, the Project manager will send as-constructed comments to the original
design office for review by the Engineer of record.
10. Comments will then be placed by hand drafting on the original mylars.
11. Once as-constructed comments are completed, one new set of 11 x 17 paper prints will be provided to
the Bridge Operations Engineer in Bridge Section Headquarters in Salem for data entry into PONTIS
BMS.
12. Original as-constructed comments are returned to the Project Managers office. D size Mylars are
returned to Bridge Section Headquarters, front office.
Figure 2.1.3.1A
2-2

2.1.3.2
What Bridge Headquarters Needs At Completion of a Design Project.
D size mylars and 11 x 17 paper prints must be included as part of the PS&E submittal package
provided to the ODOT Office of Pre-Letting. The 11 x 17 paper prints will be used for the project
advertisement and bidding process.
The submitted bridge mylars will be scanned and sent to the Bridge Engineering Section. The
Bridge Section will return the mylars to original design office.
After construction is completed, D size mylars should be sent to Bridge Engineering Section
Headquarters in Salem with as-constructed comments hand drafted on them. Bridge Section will
then place the as-constructed version in the Bridge Data System (BDS) and archive the mylars.
Foundation Report.
Hydraulics Report.
All calculation books (Engineer of record and Checkers).
Project Files to be archived per Records Retention Policy (Bridge will scan this information and
then pass on to appropriate sections).
Load rating of as-constructed bridge per Load Rating Guidelines.
CAD Files in Microstation Format. All files need to be cleaned of excess information and only
contain contract plans drawings. All drawings must be in the appropriate file as defined by the
BDDM.
2.1.3.3
Shared Details
2.1.3.3.1
Example Drawings
Example drawings of repair/retrofit and different structure types can be found at:
ODOT ftp site: ftp://ftp.odot.state.or.us/Bridge/BDDM/Example_Drawings/
For a complete list of Example drawings, see Appendix 2.1.3 CAD FILES.
2.1.3.3.2
Standard Details
Standard Details are a drawing that provides information about a given item, this drawing is un-stamped and
made available only as details to help speed up the CAD process. Standard Details can be found at the following
website:
http://egov.oregon.gov/ODOT/HWY/ENGSERVICES/details_bridge.shtml
2-3

2.1.3.4
File Naming Conventions
All structures have different drawings such as Layout and Index drawings, Deck Plans, Bents, but 95% of all
structures have similar drawing types. They may have multiples of each of these drawings, so use the coinciding
span number or Bent number in the view name, such as Span 2 or Bent 1.
Drafter Initials, Structure Number, File I.D., extension (.dgn)

File Identification
L = Layout & Title Drawings
S = Superstructure Drawings
B = Substructure Drawings
Layout & Title Drawings
Superstructure Drawings
Substructure Drawings
Layout and Index sheet

Plan and Elevation
General Notes
Foundation Data Sheet
Stage Construction
Miscellaneous Details
Work Bridge Details
Deck Plan
Deck Section
Framing Layout
Longitudinal Girder Elevation
Camber Diagram
Post-tensioning sheets
Rail Details
Footing Plan
Plan and ElevationBent 1
Bent Details Bent 1
Bearing Details Bent 1
Wingwall - A Details
Shearlug
Figure 2.1.3.4A
2-4

2.1.3.5
Microstation Models
All Title and Layout files (see Section 2.1.3) will have Existing Bridge Model and Proposed Bridge Model. See Figure
2.1.3.4A.
Existing Bridge model will have any existing information necessary for the project.
Proposed Bridge model will have alignment information obtained from Roadway Designer with the new bridge shown
in the coordinate correct location. This model will be shared with Geo/Hydro Section for their use.
Figure 2.1.3.4B
2-5

2.1.4
Cell Libraries
All Microstation cell libraries reside on the server plus a personal cell library, for location see below.
Bridge Section Standard Cell Library
Location on server = ODOT_SPACE\Standards\Cell\Bridge.cel
For a paper copy of the cell library, see appendix A2.1.4
Personal Cell Library
Location on server = ODOT_DATA\ENG_APP\Cell\Personal Cell Library Name.cel
Registration Seal Cell Library
This Library shall be maintained by the Senior Bridge Drafter in each Region for their Professional Engineers.
Place the file in:
Location on server = ODOT_DATA\ENG_APP\Cell\Registration Seals Library Name.cel
2-6

2.1.5
Menus
There are several types of menus that will be discussed below.

Custom Palettes - A palette menu can be created in Microstation using Workspace>Customize. See Figure
2.1.5A.
Function Key Menus - To set certain operations to function keys on your keyboard (F1, F2 ...), in Microstation
use Workspace>Function Keys..., remember to save when finished. Each individual may have their own
version of a function key menu.
ODOT Menu - In Microstation, select the menu word ODOT and choose Menu from the drop down list. The
ODOT Menu will open showing a greater then symbol ">". Click ">" to choose a menu from the drop down list
containing Bridge, Construct, Existing, FDPlans, and others. See Figure 2.1.5B.
Figure 2.1.5A
Figure 2.1.5B
2-7

2.1.6
Seed Files
Seed files are the beginning of every file, when creating a new file, the system copies your seed file to create a new
file. ODOT seed files are located:
ODOT_SPACE\Standards\Seed\Seed2d.dgn
Seed3d.dgn
SeedRW2d.dgn
2.1.7
Color Table
The Bridge Section color table allows bridge elements to be display in different colors. Corresponding text for an
given element will be a slightly different shade of the same color. By following this color scheme it allows you to
quickly visualize the different bridge components. See Figure 2.1.7.1A for RGB color values.
Figure 2.1.7A
2-8

2.1.8
Scales
When selecting a scale, keep in mind that the drawing will be reduced to half size. For any given structure, all plans
should, whenever possible, be drawn at the appropriate scale for the same details. Sections and views may be
enlarged to show more detail, but the number of different scales used should be kept to a minimum. When scaling
CAD details, use Figure 2.1.6A. (An enlarged version is available from Drafters.)
The scale listed under each detail should read Scale xxx = xxx where xxx is the appropriate scale. The scale
shown would appropriate when the drawing is D size.
All drawings are drawn full size to a scale of 1:1. Only when they are plotted do they become the specified scale.
Place a Scale Warning on all drawings to make it clear whether or not the drawing is scaleable, since Bridge
drawings are D size and then reduce to 11 x 17 drawings for contract plans. See Figure 2.1.8A .
Figure 2.1.8A
Common scales for bridge drawings:
Plan & Elevation - Use an english scale and make the plan as large as possible. (Remember to save room
for location map in the upper right corner and General Notes, if possible).
Footing Plan - As large as possible
Deck Plan - Use either a 1/8 = 1-0 or 1 = 10-0.
Deck Section - Use either a 3/8 = 1-0 or larger.
Bents - The plan and elevation of Bents are drawn to 1/4 = 1-0 or 3/16 = 1-0.
The outlined guidelines are to be adhered to as standard practice, but may be subject to unique situation(s) when
alternate method(s) are required to be utilized.
Should a unique situation arise sound logical drafting practice(s) shall apply.
Following are the scale factors for English scales that are used for bridge drawings.
Scale
3 1-0
1 = 1-0
1 = 1-0
= 1-0
= 1-0
3/8 = 1-0
= 1-0
3/16 = 1-0
1/8 = 1-0
Scale Factor
4
8
12
16
24
32
48
64
96
Scale
3/32 = 1-0
1 = 60-0
1 = 50-0
1 = 40-0
1 = 30-0
1 = 20-0
1 = 15-0
1 = 10-0
2-9
Scale Factor
128
720
600
480
360
240
180
120

2.1.8
Scales (continued)
Figure 2.1.8A
2-6

2.2
DETAILING
2.2.1
Text
Since all drafting is now done with the use of computers, use the following:
General text 5/32 font 24, wt=2

Titles 7/32 font 2, wt=3
Shortcut keys for special characters in font 24 are shown in Figure 2.2.1.
Figure 2.2.1A
Use ODOT Plans menu for setting text sizes, see Section 2.1.5 for information about Plans menu.
For abbreviations to use see Appendix Section A2.1.1.
Orient lettering to be read from the bottom or right edge of the sheet.
2-7

2.2.2
Line Work And Levels
All line work must be of sufficient size, weight and clarity so that it can be easily read from a print that has been
reduced to one-half (1/2) the size of the original drawing. Similar lines denoting a structural outline, a centerline, etc.,
shall have the same line weight and style.
There are ten levels available in the ODOT workspace that the user has the ability to rename. When renaming the
level please include your office name in the level name as shown below.
Example level name
P_BR_water_Office name
Office name = Region or Consultant changing to level name
See Appendix Section A2.2.2 for Levels and designated line weights. The ODOT plans menus sets the appropriate
line symbology for given levels
Use line weight with appropriate gradations of width to give line contrast as shown in Figure 2.2.2A. Care shall be
taken that the thin lines are dense enough to show clearly when reproduced.
Figure 2.2.2A
See Appendix Section A2.2.2 for Standard Symbols.
2-8

2.2.3
Dimensioning
Avoid duplication and unnecessary dimensions. Place all dimension figures above the dimension line, so that they
may be read from the bottom or the right edge of the sheet, as shown in Figure 2.2.3A.
Figure 2.2.3A
In general, consider the precision of detail dimensions and the normal construction tolerances to which it is being
constructed. General plan and detail dimensioning precision should not be more than the following:
Structural Steel to 1/16
Welds to 1/16
Concrete to 1/8
Camber Diagrams to 1/8
If a series of dimensions (i.e. beam or rail post spacing) do not add up to the exact overall dimension, use a
plus or minus () following the series dimension. (i.e. 25 spaces at 9-3 1/8 = 231-7)
2-9

2.2.3
DIMENSIONING (continued)
Dimensions 12 or more are to be dimensioned in feet and inches, unless the item dimensioned is conventionally
designated in inches (for example, 16 dia. pipe or #4 @ 18).
In dimensions more than 1 ft, fractions less than 1 are to be proceeded by 0 (for example, 3-0 1/8).
Intersection angles should be dimensioned as the acute angles between centerlines of roadways or between
centerline of roadway and centerline of bent. Where the intersection is on a curve, measure the angle from the local
tangent to the curve at the point of intersection. For intersecting curves, give the angle and add the words tan - tan.
Placement of dimensions outside the view, preferably to the right or below, is desirable. However, in the interest of
clarity and simplicity, it may be necessary to place them otherwise. Examples of dimensioning placement are shown
in Figure 2.2.3B.
Figure 2.2.3B
2-10

2.2.4
Concrete
A typical crossbeam section is shown below.
Figure 2.2.4A
2-11

2.2.5
Structural Steel
Generally dimension marks are not used, except for length dimensions, for detailing structural steel shapes, plates
and welds. Structural steel shall be placed on level: P_BR_All_StructuralSteel. See Figure 2.2.5A for an example.
Steel callout examples include:
Figure 2.2.5A
2-12

2.2.5
Structural Steel (continued)
Fillet Welds
See example of fillet welds in Figure 2.3.5B.
Figure 2.2.5B
Figure 2.2.5C
2-13

2.2.6
Reinforcing Steel
Simplify labeling reinforcing steel as much as possible. Eliminate needless words like "no.", "bars", "ctrs", etc. See
example in Figure 2.2.6A. All Reinforcing steel text will be placed on level: P_BR_All_RebarTx.
Figure 2.2.6A
2.2.7
Bar Length Labeling
To avoid excessive bar lengths (greater than stock lengths indicated in Section 1.2.11.2) and to avoid splices in the
wrong places, label the main reinforcing steel lengths. Sketches may be necessary to show correct bar and splice
location. See labeling methods in Figure 2.2.7A.
Figure 2.2.7A
2-14

2.3
DRAWING BORDERS
Plot final drawings on mylar (D Size). There is one title block for bridge drawings as shown in Figure 2.3A. See
Appendix Section A2.3 for enlarged example.
When the border is selected and placed in a graphics file, a file identification tag is placed horizontally across bottom,
starting at the left corner just outside the border. See drawing identification tag in Section 2.3.1.
Place any revisions past the three provided spaces just above the title block inside the border.
Figure 2.3A
While in a Microstation file, Plotypus will place the border in the appropriate layout location. See Plotypus plotting
manual for layout grid.
2.3.1
Drawing Identification Tag
The drawing ID tag runs across the bottom of the drawing starting at the bottom left corner.
Example: Station ID: ##FILE NAME LOCATION WHILE PLOTTING## Date, Time, User Identification
File name location while plotting: This will plot the current file location during plotting.
Plotting Tag runs across the bottom starting at the lower right corner of the drawing. This will indicate the border scale
and the view name (Scale view name) for the drawing. Placing a descriptive name here will help find specific
drawings within the graphics file, some examples are:
Drawing Description
Layout and Index sheet
Plan and Elevation
General Notes
Stage Construction Details
Footing Plan
Deck Plan Span 1
Deck Section
Framing Layout
Longitudinal Girder Elevation
Camber Diagram
Post-tensioning sheets
Plan and Elevation Bent 1
Bent Details Bent 1
Bearing Details Bent 1
Shear Lugs
Wingwall - A Details
Rail Details
Miscellaneous
Date: The date when the plot was made.
View Name (vi=)

Layout
Plan
Notes
Foundation
Stage
Footing
DeckPlan
DeckSection
Frame
Girder
Camber
Post-tensioning
Bent1
BentDetails1
Bearing 1
Lugs
Wingwall
Rail
Misc
2-15
Bridge Design Manual 2004

2.4
2.4.1
TITLE BLOCK INFORMATION

Request for Drawing Numbers
Request drawing numbers through project lead drafter and they will access Bridge Data System (BDS) for
drawing numbers. See 2.8.3 for Bridge Data System (BDS). If project does not merit a lead drafter, then
each drafter has access to obtain drawing numbers through the BDS system. On structures that have D
size Foundation Data Sheets, the Bridge Drafter will get drawing numbers for the Foundation Data Sheets.
This will hopefully keep drawing numbers consecutive for the structure although this is not always possible.
Structure name should reflect the information on the structure data sheet located in the Bridge Data System
(The correct structure name can be found in the Bridge Log for existing structures)
The Drafter should work with the Designer to make sure all areas are covered before requesting drawing
numbers.
Many Consultants have access to BDS for acquiring structure numbers and drawing numbers. For those
who dont, they will need to fill out the BDS request form located on ODOTs ftp site under
\Bridge\BDDM\BDSRequest.xls and send it to the Senior Bridge Drafter located in the Region where the
project is located.
To get access to BDS, contact Bridge Section Headquarters in Salem.
2.4.2
Title Block
Revision Box:
See Section 2.7.11 Revisions for information on how to fill out the Revision Box.. (See Figures 2.7.11A and
2.7.11B)
Accompanied by Drawings Box:
For "Accompanied by", list the rest of the drawings for this structure (i.e., 37833 through 37846) followed by
any Bridge standard drawings which show details common to this structure and other structures which are a
part of the same contract and roadway standard drawings to which reference has been made anywhere in
the plans for this structure. Accompanied by drawings are only shown on sheet one, all other sheets should
have See Sheet 1 for this structure.
Signatures Box:
Drafters may print or sign their first and last names.
Designers, Checkers and Reviewers sign their names (using full signature) above the dotted line and print
their name below (see Figures 2.4.2A and 2.4.2B).
Registration Seal Box:
The Engineer of Record Engineering stamp goes here. Also the renewal date is place right beneath the seal
on line provided. (Which will be added by the Engineer when signature is placed) For all Plan distributions
except for final mylar, place the words Review Copy Only across the Engineers registration seal
(ac=T_ReviewCopyOnly) (See Figure 2.4.2A). All final mylar drawings require Engineers signature and
renewal date.
ODOT Box:
Contains the ODOT flying T and the words OREGON DEPARTMENT OF TRANSPORTATION only.
2-16

2.4.2
Title Block (continued)
Region or Consultant Box:

The Region or Consultant Information Box will be for adding information about the office doing the design
and drafting on the given set of plans. The box appears right below the Oregon Department of
Transportation Logo located at the center of the title block. This will be the only location for design office
information. Any other information shown on drawing will be considered advertising and plans will be
returned for correction. (See Figure 2.4.2C).
Structure Number Box:
A structure number can be obtained by using Bridge Data System (BDS). See Section 2.8.3 Bridge Data
http://egov.oregon.gov/ODOT/HWY/BRIDGE/docs/BDDM/PDFs/brnumbering.pdf
for
System.
See
structure numbering rules. For every structure number there will be one complete set of drawings. Treat
every structure as a stand alone set of plans. Do not show one set of plans with multiple structure
numbers, even if they are identical.
Date Box:
This shows the date that the mylars were signed. The format will be month and year. (Example: Feb. 2008)
Calculation Book Number Box:
See Section 1.1.2.12 Final Design of the Bridge Design and Drafting Manual.
Structure Name Box:
List the Title block information as follows:
STRUCTURE NAME
PROJECT OR SECTION NAME
HIGHWAY NAME (MP XXX.XX)
COUNTY NAME
See Bridge Section web page for Structure naming rules at:
http://egov.oregon.gov/ODOT/HWY/BRIDGE/docs/BrNaming.pdf
Identify structures on the State Highway System (Interstate, Primary and Secondary highways) in the title
block of the sheet by mile point (MP) location. Show the mile point in parenthesis immediately after the
highway name to the hundredth of a mile.
See Appendix Section A2.3 for example.
Drawing Description Box:
Be descriptive, for example do not call out PARTIAL DECK PLAN four times, instead use DECK PLAN
Span 1, DECK PLAN Span 2, DECK PLAN Span 3, DECK PLAN Span 4. This way someone
looking for a particular drawing in BDS will know which drawing at a glance.
Sheet Number Box:
For "No. of ", the Plan and Elevation sheet will be No. 1. The number of sheets will be the Plan and
Elevation sheet and all of the detail sheets for the structure. Do not include Accompanied by standard
drawings in the total.
Drawing Number (BDS File Number) Box:
The drawing number can be obtained from the BDS. See Section 2.4.1 Request for drawing numbers.
2-17

2.4.2
The County Structure No. is placed immediately above the STRUCTURE NO. to provide maintenance cross
referencing. If the County Structure No. is not already cross- referenced in the job record or our files, it may
be obtained from the Bridge Operations Managing Engineer.
Show existing structure number and existing drawing numbers just above the title block towards the right
side.
Put "Information Only" notation above the title block at the right side of existing drawings.
Normally Standard Detail project specific fill-in sheets should have the standard detail title block changed to
the Bridge title block and a new drawing number requested.
Figure 2.4.2A
2-18

2.4.2
EXAMPLE TITLE BLOCK
Figure 2.4.2B
Figure 2.4.2C
2-19

2.5
LEAD DRAFTERS DUTIES ON LARGE PROJECTS
Large projects, with multiple or complex structures involving several designers and drafters, can often be
completed more efficiently with one Designer and Drafter helping the Design Team Supervisor manage and
organize the efforts of the design team. These Lead Drafters also benefit by gaining experience in project
management and coordinating the efforts of other Designers and Drafters.
The following guidelines should be reviewed and agreed to by the designer and drafter.
2.6
Get involved early to be knowledgeable about the overall project and deadline requirements.
Make early estimates of time and number of sheets required.
Be available to do TS&L sketches and drawings as needed.
Coordinate and communicate with other Drafters.
Monitor drafting progress and request help as needed to meet project deadlines.
Review drafting for completeness and consistency.
Maintain a current drawing file of all structures on the project.
Attend project team meetings along with other Drafters involved.
Stay informed of project status regarding schedules and deadlines.
TYPE, SIZE AND LOCATION PLAN & ELEVATION
The Type, Size and Location (TS&L) Plan and Elevation sheet is also used for the Final Plan and Elevation
sheet.
See Appendix A2.6 for Type, Size and Location checklist for Designers and Drafters.
2.6.1
Plan
This is a plan view showing horizontal alignment and all major dimensions of the structure: total length, span
lengths, rail pay limits, and numbers with type of construction (e.g., RCBG), bent numbers and stations
(normally increasing from left to right), roadway width and out-to-out transverse dimensions. Show retaining
walls, wing walls, abutments, existing utilities, right-of-way lines, catch basins, drains and where they drain
to, and access manholes for utilities on box girders.
Reference all dimensioning to the line described by the alignment data (e.g., "L" line or "C" line, etc.). Do not
use a separate, "structure center line".
Show a North arrow on the Plan and Elevation sheet, Foundation Data Sheet and Footing Plan sheet.
(ac = A_North)
To avoid confusion on multi-span structures, whether they are technically abutments, bents or piers, call all
supports "bents" and number them consecutively.
2-20

2.6.1
Plan (continued)
Show existing structures or other structures which will be in place during the construction of a structure and,
if necessary, locate by dimensions. Note existing structures and utilities to be moved or relocated, and who
is responsible for the work. Show temporary structures which are to be removed or used in the performance
of the contract.
This sheet typically contains the following: (if possible, place Type, Size and Location information on one
drawing. Place Staging and Typical Section on the second drawing, when two drawings are needed)
Location map (upper right corner)
Plan (location of existing structure if applicable) and Elevation
Typical Section
Proposed Loading (HL-93)
Grade Line Diagram
Vertical Elevation Diagram (including Datum information)
Staging Details
Hydraulic Data (if applicable)
The TS&L Plan and Elevation sheet is normally drawn to a 1=10 and 1=20 scale.
Railroad mile point and USDOT identification number (Use ac=T_RRMP) (See Figure 2.6.1A)
Contact State Railroad Engineer for information or ODOT Rail Division.
Figure 2.6.1A
2-21

2.6.2
Location Map
A small-scale location map is required to enable prospective bidders to locate the project. The map should
be about 6 square (on final mylar) and placed in the upper right-hand corner of the sheet, but it can be
placed elsewhere on this sheet if necessary. In cities, show the name of the city and the names of important
streets. In rural areas, show the section, township and range and the direction and distance to the nearest
town. For railroad projects, show the section to the nearest 1/16 section. Show a north arrow on the
location map (See Figure 2.6.2A). Identify the project location with a bold arrow as shown in Figures 2.6.2B.
State, County and City maps may be found on the server:
http://www.oregon.gov/ODOT/TD/TDATA/gis/dgnfiles.shtml
There are no longer separate city maps. With the change to Microstation Version 8, the city and county
map features are level separated in the County file. So to create a city scale map, you would open the
county map that the desired city resides in, turn off all of the county-only levels, and turn on all of the cityonly levels. The naming conventions for theses levels should make it obvious enough as to which levels
should be used for a particular kind of map. There are also saved views of each major city within county
map file.
Figure 2.6.2B
2-22

2.6.2
Location Map - (continued)
Figure 2.6.2A
2.6.3
Clearance Diagrams
Show vertical clearances at the critical points over railroads, streets, roads and/or highways. Where
construction is to be over traffic and a railroad, show a construction clearance diagram indicating both
horizontal and vertical minimum clearances.
Indicate the support condition at each end of each span, "fixed", "expansion", "pinned". Show existing and
future ground lines at centerline, left and right. Show fill areas hatched and label as fill.
2-23

2.7
2.7.1
FINAL PLANS
Layout for Large Projects
An Index Sheet is usually provided where 30 or more sheets are required for a single structure or where
several structures are to be built under the same contract. On this sheet, the structure drawings are listed
with their drawing numbers and structure numbers (if more than one structure) followed by the standard
drawings needed for the project.
The Index Sheet should give an overall layout of the entire project with each structure and the accompanied
drawings being listed. The sheet number shall be 1 of 1.
Begin the sheet numbers for each structure with No. 1 for the Plan and Elevation Sheet of that structure.
List the total number of sheets for each structure shall on the plans for that structure. List all of the standard
drawings used for that structure in the accompanied by drawing area of the title block. Standard drawings
are not included in the total number of sheets.
When construction requires excavation adjacent to a railroad, show a Railroad Shoring Requirement
Diagram. Limits of excavation and shoring requirements are referenced in Section 1.5.8.2.
Details which are repeated several times or which require a note which is larger than can readily be placed
close to the item detailed can be called out by a number in a circle. A corresponding number and circle
along with the note can then be placed elsewhere on the sheet. Typical Detail references are shown in the
Appendix Section A2.7.1.
2.7.2
Final Plans, General
A set of drawings for a structure should contain all the information necessary for the layout and construction
of that structure. Clear and complete plans form the basis for fair bidding. Details not properly covered can
lead to high bid prices or extra work orders and price agreements during construction.
See Appendix A2.7.2 for Final Plans checklist for Designers and Drafters.
The use of notes, such as "Bent 3 similar", may be a good practice to save detailing, but use only if it is
strictly true or if any differences are clearly noted.
Before detailing is begun, there needs to be good communication between the Designer and the Drafter to
determine the number of sheets which will be required and what views and details are to be shown on each
sheet. Lay out sheets to ensure sufficient room for unanticipated details, which may be required later. Take
care at this time to ensure the information is presented in a clear and logical manner.
Do not make pencil changes to mylars. The only time for pencil changes is when doing As Constructed
drawings. This will ensure that the electronic data is current.
2-24

2.7.2
Final Plans, General (continued)
Sheet order
General Layout and Index ( Required only, if project has multiple structures)
Live Load Design Criteria
Plan and Elevation

Location Map
Hydraulic Data (If required)
General Notes (if space does not allow them to be place on Plan and Elevation)
Grade Line Diagram
Super Elevation Diagram
Clearance Diagrams
Construction Sequence
Railroad Data
Stage Construction Details (if required)
Footing Plan
Pile Tip and/or Splice Details
Deck Plans
Detail Reference Numbers
Typical Deck Sections

Diaphragm Beam Details (If required)
Steel Frame Details
Longitudinal Girder Elevations

Camber Diagram
Post-tensioning Details
Girder Schedule
Bent - Plan, Elevation and Typical Section (Bents should be placed in numerical order)
Spiral Splice / Termination Details
Wingwall Details (Wingwall details follow bent required for, if both then place after last Bent)
Bearing Details
Excavation and Backfill Details
Pour Schedule
Concrete Finish Diagram
Special rail, fencing, etc. details
Temporary Work Bridge Details

Each structure is unique and will required its own special details, so this is only a partial attempt at listing
things that are required in a set of contract plans
Detailing practices will be discussed under the following headings:
Plan and Elevation
Stage Construction Details (if required)
Footing Plan
Deck Plan
Superstructure Details
Bent Details
Standard Drawings
Plans For Information Only
Revisions
2-25

2.7.3
Plan and Elevation
The Plan and Elevation sheet typically contains:
Location Map
Plan
Elevation
General Notes (see Appendix A2.7.3)
Grade Line Diagram
Hydraulic Data (if applicable)
Loading Diagram (if applicable)
Title Block
Miscellaneous Additional Information
The plan, elevation and footing plan are normally drawn to the same scale and as large as possible.
2.7.3.1
Plan
This is a complete plan view showing horizontal alignment and all major dimensions of the structure: total
length, span lengths, rail pay limits (only when there is no deck plan), traffic flow direction and numbers with
type of construction (e.g., RCBG), bent numbers and stations (increasing from left to right), roadway, lane,
shoulder, rail and median widths and out-to-out transverse dimensions. Show retaining walls, wing walls,
existing utilities, right-of-way lines, abutments, catch basins, drains.
Reference all dimensioning to the line described by the alignment data (e.g., "L" line or "C" line, etc.). Do not
use a separate "structure center line".
Show a North arrow on the Plan and Elevation sheet, Foundation Data Sheet and Footing Plan sheet.
(ac = A_North)
To avoid confusion on multi-span structures, whether they are technically abutments, bents or piers, call all
supports, "bents" and number them consecutively.
Show existing structures or other structures which will be in place during the construction of a structure and,
if necessary, locate by dimensions. Note existing structures and utilities to be moved or relocated, and
indicate who is responsible for the work. Show temporary structures which are to be removed or used in the
performance of the contract.
Show the location and type of detour structures as well as any information necessary to determine the
responsibility for the construction and removal of these detours.
Space limitations on the Plan and Elevation sheet may require that the footing plan and/or the grade line
diagrams, General Notes, and other miscellaneous information be located on the second or third sheet of
the set. Placement closer to the front of the set is more desirable. Do not place on Foundation Data
Sheet.
Show existing utilities, whether relocation is necessary, and the responsible entity for relocation.
2-26

2.7.3.2
Elevation
This is an overall elevation view showing the general appearance, grade and type of structure to be built.
Number spans and bents to agree with the plan view. Indicate the support condition at each end of each
span, "fixed", "expansion", "pinned". Show existing and future ground lines at centerline, left and right.
Show fill areas hatched and label as fill. Reference structure rails, pedestrian rails, special rail end treatment
and slope paving, using drawing numbers. Indicate the type of footings, bottom of footing elevations and
type and size of piling, if any. For spread footings, state the maximum required soil bearing capacity for
each footing.
Elevations based on the City of Portland Datum is 1.375 feet above the National Geodetic Vertical Datum
(MSL = 0.0) and the Oregon Department of Transportation Datum.
Show an elevation bracket to the left of the structure such as shown in Figure 2.7.3.2A.
The Datum used to establish the elevations shown on the drawing should be indicated. Normally, this will
be the National Geodetic Vertical Datum (MSL = 0.0) or the Oregon Department of Transportation Datum.
If a different datum is used, indicate the relationship between the datum as shown in Figure 2.7.3.2B.
Figure 2.7.3.2A
Figure 2.7.3.2B
2-27

2.7.3.3
Hydraulic Data
At stream crossings, show normal low water elevation and high water elevation with date of flood. Show low
water channel width and channel change on both elevation and plan view. Show footing seals, riprap and
navigation lights wherever applicable. Show Hydraulic data as shown in Figure 2.7.3.3A for all water
crossings. Cell name for this chart is ac=D_HydraulicData
Figure 2.7.3.3A
2-28

2.7.3.4
General Notes
General notes are normally located immediately below the location map, but may be located on sheet 2.
See Appendix Section A2.7.3 for General Notes.
2.7.3.5
Gradeline and Superelevation Diagrams
Show grade line diagrams for the roadway carried by the structure and for all roads and/or railroads under
the structure. Show the location of the structure by a dark heavy line on the structure grade line diagram.
Also show the roadway cross-slope or superelevation information. Confirm the geometric controls match the
Roadway Plans.
2.7.3.6
Military Loading
When a structure is designed for military loading, place the military loading diagram shown in Figure
2.7.3.6A on the Plan and Elevation sheet. A cell is available for placing this diagram (ac = D_L_Military).
Figure 2.7.3.6A
2.7.3.7
Utilities and Right-of-Way
Show utilities located within the limits of the construction of the structure. Water lines, sewer lines, gas lines,
power lines, telephone and telegraph lines are commonly encountered and should be indicated both in their
existing and proposed locations. Show centerline of railroad tracks, existing streets and highways and
private roads. Show right-of-way lines in the work area, along with any temporary or permanent easements.
In all cases where the location of utilities is critical, locate by dimension and/or station. In all cases where
utilities are to be moved or salvaged, note who is responsible for the work. Show underground utilities on
the footing plan.
2.7.3.8
Railroad Clearance Diagram
For railroad overcrossing structures, a railroad clearance diagram is required. When the intersection angle
is 90 degrees, it can often be shown on the Elevation view. Otherwise, a separate clearance diagram
normal to the centerline of the tracks will be required. Where there will be construction over or adjacent to
railroad tracks, show a construction clearance diagram (possibly on the same view as the final clearance
diagram). Construction clearance diagrams are also required for railroad shoofly tracks if the clearances
provided are less than those required for permanent construction. Construction clearance requirements are
shown in Section 1.4.8.2 .
If required, show collision posts or crash walls, on the plans and specify in the Special Provisions.
Requirements are referred to in Section 1.4.8.2 .
2-29

2.7.3.8
Railroad Clearance Diagram (continued)
Figure 2.7.3.8A
2.7.3.9
Construction Clearance Diagram
When construction requires excavation adjacent to a railroad, show a Railroad Shoring Requirement
Diagram. Limits of excavation and shoring requirements are referenced in Section 1.5.8.2.
2.7.4
A Foundation Data sheet will normally be part of each set of construction plans. This sheet should usually
follow the Plan and Elevation sheet and General Note sheet (if required).
Foundation Data sheet will be place on D size drawing when accompanying a set of bridge plans.
Foundation Data sheet will incorporate levels used by Geo-Environmental for sub surface drawings.
2.7.5
Footing Plan
The purpose of the footing plan is to enable the footings to be laid out readily in the field. Provide the
intersection station, the angle between each bent centerline, the alignment centerline and the distance from
the intersection to each footing or pile.
For spread footings, show "Minimum Factored Bearing Resistance is __ psf." The value should be the
factored bearing resistance as stated in the Foundation Report.
Show and label all underground utilities as well as existing footings on the footing plan.
The Footing Plan is a good location to show in water work zones that occur on all water crossings.
2-30

2.7.6
Deck Plan
If the plan view of the Plan and Elevation sheet is drawn to a scale of 1=10 or larger, a separate deck plan
may not be necessary. When a deck plan is required, draw it to a scale of 1/8 = 1-0. Generally, draw a
full deck plan. However, if a structure is symmetrical or has repetitious elements, it may be sufficient to draw
only half or less of the total superstructure. In this case, the designer and drafter should study together how
this can best be done so as to avoid confusion.
Figure 2.7.5A
Details normally shown on the deck plan include:
Details which are repeated several times or which require a note larger than can readily be placed
in Detail Reference Numbers and be called out by a number in a circle. A corresponding number
and circle along with the note can then be placed elsewhere on the sheet. Typical Detail
References are shown in the Appendix Section A2.7.1.
The designated alignment line ("L" Line, "C" Line, etc.) to which all dimensions are tied. Show the
bearing of this line if it is on tangent.
Out-out widths of the structure.
Bent centerline stations, numbers, and angles of intersection with the local tangent. Dimension
the intersection angle as the acute angle between centerlines of roadways or between centerline
of roadway and centerline of bent. Where the intersection is on a curve, measure the angle from
the local tangent to the curve at the point of intersection. The skew angle, which determines
placement of deck steel, should not be dimensioned.
Span numbers and lengths.
Deck elevations with a note, "elevations shown are finish grade top of concrete at centerline of
bent" (if ACWS is to be placed elevations may be shown 2 below finish grade, if so noted). There
are two elevation notes available in the bridge cell library, one for shed roof section and one for
crown section.
Shed roof section = T_ElevNote_2Pts
Crown section = T_ElevNote_2Pts
Drains, catch basins and drain pipes.
2-31

2.7.6
Deck Plan (continued)
Rail post spacing, rail splices and locations of preformed expansion joint filler in concrete curbs or
parapets and rail pay limits.
Light posts and electrical conduit and fixtures.
Deck steel placement if not parallel to bents.
The location of utility lines carried in the structure, pipe hangers, concrete deck inserts, and the
name of the owner, who will furnish the materials, and who will do the work.
Access manholes, crawl holes and drain holes in diaphragms. Drain holes and access holes in
the bottom slabs of box girders. Vent holes in top of stems.
The centerlines of all longitudinal girders, cross beams and diaphragms. The distances between
the centerlines of longitudinal girders along the centerline of the bent are normally shown here. If
this proves too involved to do on the deck plan, it can be done on a plan view of the bent, in which
case it would appear with the bent details.
Girders usually identified by a single letter and a span number for the girders that are not identical.
See Figure 2.7.5A
Lateral bracing for steel structures indicated by a single line. Its size may be called out here.
The width of the stems of poured-in-place concrete girders. This may be done by a "cut away"
view showing the typical dimensions of each type of girder used.
Protective screening
Earthquake restraint
Expansion joints
End panels
2-32

2.7.7
Superstructure Details
2.7.7.1
General
The superstructure is that portion of the structure that extends from the bottom of the longitudinal girders
upward. Here are a few basic types of superstructure construction:
Cast-in-Place Concrete
Slab
Rigid Frame
Reinforced concrete deck girder
Reinforced concrete box girder (RCBG)
Post-tensioned concrete box girder (RCBG/PT)
Precast prestressed concrete
Girder
Box girders
Integral deck girder
Channels (tubs)
Segmental post-tensioned concrete - a structure combining elements

of cast-in-place and precast prestressed concrete
Steel structures
Multi-girder, composite girder
Through girder
Truss
Arch
Superstructure details for girder type structures consist primarily of longitudinal girder elevation views,
superstructure sections, and diaphragm and cross beam details.
2.7.7.2
Superstructure Sections
A "Typical Deck Section" is a transverse cross-section of the superstructure showing the deck, girders and
curbs or parapets, if any. Required dimensions include the out-out width of the structure, roadway width,
girder spacing, the location of these with respect to the designated alignment centerline and the deck
thickness, reinforcement bends and bar spacing.
2-33

2.7.7.2
Superstructure Sections (continued)
Draw the deck section to a scale of not less than 3/8 = 1-0. A separate deck section is required for each
type of construction used. Additional sections may be required if the roadway width or number of size of
girders changes. Half sections may be used for symmetrical superstructures. On wide superstructures with
many identical girders at equal spaces, a portion of the width may be omitted to save space and detailing.
The number, size and spacing of deck reinforcing bars should be listed adjacent to the deck section. A note
should refer to rail drawing(s) for additional reinforcement at rails.
For conventionally reinforced continuous concrete structures, the location of the main longitudinal bars can
be called out by letter on typical sections (or half-sections) of the superstructure at midspan and near interior
supports. These bars can then be listed in a table showing the letter designation, number required, size and
length, and the distance to some control point. These sections can also be used as typical deck sections
(see above). Separate sections of individual girder stems are often shown to call out such details as the
shape and dimensions of vertical stirrups and the location of temperature reinforcement.
2.7.7.3
Diaphragm and Cross-Beam Details
Diaphragm beams for concrete girder structures are usually shown in elevation on the typical deck section.
Details required include reinforcing bars and the size and location of utility holes. Crawl holes and drain
holes through the diaphragm must be shown for box girders. Show a section through the diaphragm beam
showing dimensions and reinforcing bars on the same sheet.
Show cross beams and end beams for concrete structures on the bent drawings.
2.7.7.4
Longitudinal Girder Elevation Views
The elevation view of a cast-in-place concrete girder should show the total length, the lengths between
centerlines of bents or bearings, the location of diaphragm beams, haunch dimensions (vertical), stirrup
spacing, girder end condition and longitudinal reinforcing bar location.
For post-tensioned concrete box girders, place a diagram showing the path of the post-tensioning center of
gravity above the longitudinal girder elevation.
For steel girders, standard precast prestressed concrete girders and the tensioning details of post-tensioned
box girders, there are file drawings which can be completed to cover most of the required details. Use these
if possible. If not, use them as patterns for the manner of presenting information.
For all structures which make use of prefabricated girders, provide a note saying, "All dimensions shown are
horizontal and must be corrected for slope." This note appears on the standard steel girder and prestressed
girder sheets and need not be repeated.
Plate diaphragms and cross beams for steel structures must be detailed separately.
So far as possible, girder details should be completed on each sheet for the spans shown there. Place
notes referring to common details which appear on other sheets immediately above the title block.
Camber diagrams - required for all structures. Place a note by the camber diagram as to the assumptions
on which it is based.
2-34

2.7.8
Bent Details
2.7.8.1
General
Show the following information, as applicable, for all bents. Where abutments are used, it is necessary to
show the final ground elevation inside and outside the abutment. This may be shown on a side elevation of
the abutment or on a separate sketch.
2.7.8.2
Plan View
Provide a plan view of a pier, bent or abutment, if it is necessary to tie down the arrangement of girders or to
show features at the deck level which influence the details of the substructure. Show drains, special
reinforcement at joints, et cetera, in this view. On some bents, a plan at the bearing level is necessary to
show the arrangement of bearing devices and anchor bolts.
2.7.8.3
Elevation
Provide an elevation view showing the dimensions and reinforcement of columns, web walls, caps,
crossbeams, etc. Indicate the location of utility holes. Show the vertical dimensions of the footings or pile
caps, and the elevations of the bottoms of the footings or pile caps, on this view. If the footings or pile caps
are sloped, show the elevations at each end.
2.7.8.4
Footing Plan
Provide a footing plan showing the size and reinforcement of footings (and seals) and the size and locations
of piles, if any. Show the location of the footings with respect to the designated alignment line and the
intersection angle of the footing centerline with that line. Show sectional views of columns or shafts with
dimensions and reinforcement in this view or elsewhere on this sheet.
2.7.8.5
Details
Show reinforcing and dimensions of crossbeams, caps, wing walls and web walls in cross-section views.
Call out all reinforcing steel by size, length and spacing. Clarify stirrup and hoop details by separate
diagrams, if necessary.
The following procedures which reduce the amount of detailing may be used if they do not reduce the clarity
of the plans. Draw similar bents, footings or crossbeams only once and double dimension or make a table
of varying dimensions.
If possible, bent details should be complete on any sheet for the bents shown there. Place notes referring to
common details which appear on other sheets immediately above the title block, and reference individual
details to their location.
2-35

2.7.9
Include in each set of drawings such miscellaneous details as are required for the completion of the project.
These would include the following:
2.7.10
Concrete pour schedules.
Bearing devices show details of bearing devices and their material called out. List the
location and number required for each type or size of bearing.
Steel girder details - framing and bracing, splices, etc.
Deck joint details - armored corners, paving dams, joint seals, etc.
Electrical and lighting details.
Signing support details.
Pile details - tip reinforcement, encasement, etc.
Median details - barrier rail, longitudinal joint, etc.
Shoring plan and Falsework diagram and lighting.
Surface finish diagram.
Plans "For Information Only"
There are a couple of options when existing drawings need to be accessible to the Project Managers office
and Contractors working on a certain project.
When plans of an existing structure are to be included in a set of contract drawings, the designer or drafter
should obtain the full-scale tracings. Place the following tag on each drawing in a manner that can be
removed:
+-----------------------------------------+
FOR INFORMATION ONLY
+-----------------------------------------+
These drawings should then be added to the contract tracings. When drawings are placed back into the file,
the For Information Only tag should be removed.
The most commonly used practice is stating in the Special Provisions that existing plans are available from
the Project Managers office.
Most drawings can be found and printed from the Bridge Data System (BDS). See Section 2.8.3 for more
on
BDS.
2-36

2.7.11
Revisions
Note any Revisions to drawings under the following conditions:
Final drawings which have been sent to prospective bidders (generally, any time after the Bridge
Engineer has signed them) or are a part of a job under contract.
"As Constructed" prints that are returned at the completion of a project.
Normally, revised final drawings and "As constructed" drawings have the changed detail lined out, not
erased. Where changes are such that they cannot be made feasibly by lining out, include the change note
("redrawn") next to the description of the change.
Note Revisions by a number in a triangle next to the change and in the title block.
Figure 2.7.11A
Do not make Revisions on final drawings between the latest date that a letter of addendum can be sent out
and the bid opening date. This generally means at least 10 days before the bid opening date. Failure to
observe this could result in some bidders obtaining revised plans while others did not. After the bid opening,
revisions can be made and sent out as a construction change.
Revisions to a project will have designers initials shown. See Figure 2.7.11B.
Figure 2.7.11B
2.7.11.1
As-Constructed Drawings
As-constructed changes will have the Drafters initials. See Figure 2.7.11B.
All "As-constructed" revisions on one sheet should have the same revision number, consecutive with
previous revisions on that sheet. If there are no "As Constructed" revisions, add the date and "As
Constructed" with no triangle or revision number. Show the name of the Project Manager on the Plan and
Elevation sheet.
2-37

2.7.11.1
As-Constructed Drawings (continued)
As-Constructed revisions are made by hand to the original signed mylar and not made to the electronic
cad files.
See Section 1.1.20.5 for information about Designers review of as-constructed drawings.
Project Managers office will send As-constructed mark-ups to the design office where they were created.
As-constructed changes will be made and sent out. Original mark-ups go back to the Project Managers
office. One half-size (11 x 17) paper copy goes to each of the following, Region Bridge inspector and
Bridge Operations Managing Engineer. The original signed mylars (22 x 34) with as-constructed
comments are returned to the Bridge Section Headquarters in Salem.
See Appendix A2.7.11.1 for As-constructed Example letter.
Once the Bridge Section has received mylars, and all As Constructed changes to the original mylar, a new
scanned tiff file will be made and loaded into the Bridge Data System (BDS).
2-38

2.8
PLOTTING
2.8.1
Printers
For a list of printers in a certain area. Go to Start>Settings>Printers and Faxes and search for a list of
printers.
During the design phase of a project there are different requirements as far as what kind of plot is ordered.
The following are suggested guidelines.
2.8.2
Check Prints - Use queues for plotters located within your crews room for half size paper prints
Preliminary Plans - Same as "Check Prints"
Advanced Plans - Use half size paper prints (sent with Roadway Plans)
Final Plans (D size 24 x 36) - Mylar for full size prints (Printed on 4 mil minimum, single or
double sided matte finish)
Prints to Specification Writer are a half-size paper of the signed mylar
Bridge Plotting Using Plotypus
Most all contract plans plotting is with the use of Plotypus.

For help with Plotypus open and Microstation file and the go File>Plotypus. With Plotypus open the hit the
help button for questions regarding Plotypus.
2-39

2.8.3
Bridge Data System (BDS)
2.8.3.1
What is Bridge Data System? (BDS)
There are two primary purposes of the Bridge Data System. First, is to provide Oregon Department of
Transportation Drafters and Engineers and Oregon Department of Transportations consultants a means
of tracking and viewing all work past and present related to projects. Second, to provide a means of
obtaining structure and drawing numbers for new work. See Bridge Data System Manual for complete
instructions on its use. The BDS Manual can be located by going the Bridge Section web page.
See Appendix A2.8.3 for Bridge Data System Structure and Drawing Number Request Form.
Structure Number
It is required to get a new structure number when replacing the existing structure or it is a new
structure at this location. This includes structures that are having the super structure replaced.
When rail replacement, overlay, deck rehab or widening work is being done, then the existing
structure number is used.
Structure Work Number
Every time work is done on a particular structure, then a new structure work number is required.
Drawing Number (BDS Reference Number)
Each project that is completed on a given structure has its own drawings for construction. Each
drawing will have a unique five-digit number assign to it. Drawing number is like a file number for
future reference to the drawing.
*IMPORTANT* No block of numbers will be issued, request only number for completed mylars. It
is a good idea to wait until two weeks before final mylars are to be printed to request drawing
numbers.
For those without BDS access request can be made to the Region Bridge Drafter or they can send an email
to [email protected] . For structure and drawing number request, see Appendix A.2.7.3 for a BDS
Structure and Drawing Number Request Form. For request of copies of old drawings, please list structure
number, structure name and/or drawing numbers needed.
2.8.3.2
Images Required at Signed Mylars and As-Constructed Milestones
When requesting halfsize paper prints of your signed mylars, request that Reprographics scan the file and
place it in the reprographics directory using the drawing number as the file name. Once these files have
been placed in this directory, the Bridge Section will load the drawings into the Bridge Data System (BDS).
See Section 2.7.11 for As-Constructed drawing information.
2-40

2.9
TRANSFER OF ELECTRONIC FILES TO OUTSIDE OF ODOT

There are several ways to send files outside of ODOT. Using CDs, DVDs, electronic mail (this method
is discouraged for large design files) and using the ftp site on the internet. The location of the ftp site is:
ftp on 'Salem - Rev. Bldg 5th Fl - FTP Server (S0442c). There are both incoming and outgoing
directories listed on this site, depending on whether you are sending or receiving information. The
information at this site is only stored for a short period of time, and then deleted from the site.
The emailing of files is discouraged, because CAD file sizes can be quite large.
2.10
ARCHIVING CAD FILES
Once a project has been printed on mylar, the files should reside on F:\ODOT_DATA\Projects\Key# until
shortly after the project has gone to bid before being archived.
The engineering archive directory is located at:
eng_arc on 'Salem-Rev. Bldg 5th Flr - VIRTUAL SCDATA2 Clustr (scdata)'
There are email forms in the above location for your archiving convenience.
The following information is required to archive a project. Information shown below in bold is required.
Please archive the following project.
KEY NUMBER=
COUNTY=
SECTION=
HIGHWAY NAME=
HIGHWAY NUMBER=
ROUTE=
MILE POINT START=
MILE POINT END=
PHASE=
COMPUTER_NAME=
FILES_PATH=
FILES_NAMES=
USERNAME=
USERPHONE=
V NUMBER=
CONTRACT NUMBER=
It is the Structural Drafters responsibility to see that CAD files are archived in the proper directory.
Remember to do this in a timely manner, so that everyone can find the files they need.
When files are retrieved from Archives directory for another project, remember to rename these files.
(filename.ref)
2-41

SECTION 2 APPENDIX
A2.1
Text
Abbreviations:
GENERAL
1.
Do not use abbreviations where the meaning may be in doubt.

confusion, spell the term out.
If there is a possibility of
2.
Place a period after all abbreviations, except as listed below.
3.
Apostrophes are usually not used. Exceptions: pav't., req'd.
4.
Abbreviations for plurals are usually the same as the singular. Exceptions: figs., nos., ctrs., pp.
5.
Avoid abbreviations in titles if possible.
List of Abbreviations Commonly Used on Bridge Plans

A
additional
adjust, adjacent
alternate
ahead
American Society for Testing
Materials
American Association
Of State Highway and
Transportation Officials
Anchor Bolt
and
approximate
approved
asphalt concrete
Asphalt Concrete Wearing Surface
assembly
at
Avenue
average
add'l.
adj.
alt.
ah.
ASTM
AASHTO
A.B.
&
approx.
appd
AC
ACWS
assy
@ (used only to label spacing or
pricing, otherwise spell out.)
Ave.
avg.
A2-1

Abbreviations (continued)
B
back
beam
bearing
begin vertical curve
bent
between
bottom
bottom of
bridge
building
bk.
Bm.
Brg.
BVC
Bt.
btwn.
btm.
B.O.
Br.
bldg.
C
cast-in-place
center, centers
centerline
center of gravity
center of gravity of strands
center to center
centered
clearance, clear
compression, compressive
column
concrete
concrete pavement
connection
construction
continuous
corrugated metal pipe
County
Creek
crossbeam
crossing
cross section
cubic feet, meters
cubic in, millimeters
culvert
CIP
ctr., ctrs.
CL or L
cg
cgs
ctr-to-ctr or c-c
ctrd.
cl.
comp.
col.
conc.
PCC pav't.
conn.
const.
cont.
CMP
Co.
Cr.
X-Bm.
Xing
X-Sect
ft3 ,m3
in3 ,mm3
culv.
D
degrees, angular
degrees, thermal
diagonal(s)
diameter
diaphragm
dimension
District
double
drawing, drawings
drill and tap
Drive
or deg.
C, oF
diag.
dia. or
diaph.
dim.
Dist.
dbl.
dwg., dwgs
D&T
Dr.
o
A2-2

E
each
each face
each way
easement
East
edge of pavement
edge of shoulder
electric
elevation
embankment
end vertical curve
Engineer
estimate(d)
excavation
excluding
expansion
existing
exterior
ea.
EF
EW
ease.
E
EP
ES
elect.
El.
emb.
EVC
Engr.
est.
exc.
excl.
exp.
extg.
ext.
F
far face
far side
feet, foot
figure, figures
flange
footing
forward
Freeway
FF
FS
ft.
fig., figs.
flg.
ftg.
fwd.
Fwy.
G
galvanized
galvanized steel pipe
gauge
Grade
ground
galv.
GSP
ga.
Gr.
grd.
H
hanger
height (retaining wall)
hexagonal
high strength
high water
high water mark
Highway
hook
horizontal
hour(s)
hgr.
ht.
hex.
HS
HW
HWM
Hwy.
hk.
horiz.
hr.
A2-3

I
included, including
inside diameter
inside face
inside radius
interchange
interior
intermediate
incl.
ID
IF
IR
intchge.
int.
interm.
J
joint
junction
jt.
jct.
K
Kilometer
km
L
left
length of curve
longitudinal
long
lump sum
lt.
LC
longit.
LG
L.S.
M
maintenance
manhole
manufactured
manufacturing
material
maximum
meter
mile
millimeter
minimum
minute(s)
miscellaneous
maint.
MH
mfd.
mfg.
mat'l.
max.
m
mi.
mm
min.
min.
misc.
N
National Geodetic
Vertical Datum
near face
near side
nominal
North
Northbound
number, numbers
NGVD
NF
NS
nom.
N
NB
No., Nos., #
A2-4

O
original ground
outside diameter
outside radius
out to out
overcrossing
OG
OD
OR
o-o
O'xing
P
page, pages
pavement
pedestrian
Plans, Specifications
and Estimates
plate
point
point of compound curve
point of curvature
point of intersection
point of reverse curve
point of tangency
point on vertical curve
point from tangent to spiral
point from spiral
to circular curve
point from circular
curve to spiral
point on spiral
point on horizontal curve
point on tangent
polyvinyl chloride
Portland Cement Concrete
prestressed
prestressed concrete pipe
p. or pp.
pav't.
ped.
PS&E
PL
pt.
PCC
PC
PI
PRC
PT
PVC
PS
PSC
PCS
POS
POC
POT
PVC
PCC
prest.
PCP
Q
quantity
qty.
A2-5

R
radius
railroad
Range
reinforced, reinforcing
reinforced concrete
reinforced concrete box beam
reinforced concrete box
culvert
reinforced concrete deck girder
reinforced concrete box girder
reinforced concrete pipe
required
retaining wall
revised (date)
right
right of way
River
Road
roadway
R.
RR
R.
reinf.
RC
RCBB
RCBC
RCDG
RCBG
RCP
req'd.
ret. wall
rev.
rt.
R/W
R.
Rd.
rdwy.
S
seconds (angular)
seconds (time)
Section (map location)
Section (of drawing)
sheet
shoulder
sidewalk
slope
South
Southbound
spaces
spaced
spacing
splice
specification
square kilometer
square feet,meter
square inch, milimeter
standard
Station
stiffener
stirrup
Street
structure, structural
support
surface, surfacing
symmetrical
sec
Sec.
Sect.
sht.
shld. or sh.
SW or sdwk.
sl.
S
SB
spcs
spcd.
spcg.
spl.
spec.
km
ft,m
in ,mm
std.
Sta.
stiff.
stirr.
St.
str.
supp.
surf.
symm.
A2-6

T
top & bottom
tangent
telephone
temporary
test hole
thick(ness)
township
top of
transportation
transverse
typical
T&B
Tan. or T.
Tel.
temp.
T.H.
thk.
T.
T.O.
trans.
transv.
typ.
U
ultimate
undercrossing
ult.
U'xing
V
variable, varies
vertical
vertical curve
volume
var.
vert.
VC
vol.
W
wearing surface
weight
West
Willamette Meridian
with
without
WS
wt.
W
WM
w/
w/o
A2-7

A2.1.3
CAD Files
Retrofit / Repair Bridges

FRP Strengthening
Plan-sheet 1 of 3
Girder Elevation-sheet 2 of 3
Girder Details-sheet 3 of 3
Crack Repair
Crack Repair Details-sheet 1of 1
Internal Anchor Strengthening
Plan-sheet 1 of 3
Stage Construction Details-sheet 2 of 3
Details sheet 3 of 3
Crossbeam Strengthening External PT
Plan and Elevation sheet 1 of 3
Top Bracket Details sheet 2 of 3
Bottom Bracket Details sheet 3 of 3
Cap Beam Strengthening Internal Shear Anchor
Internal Shear Anchor sheet 2 of 2
Retrofit / Repair Std. Details
Access Hole Detail sheet 1 of 2
Access Hole Detail sheet 2 of 2
Cap Beam Concrete Encasement
Concrete Encasement Details-sheet 1 of 1
Cap Beam Strengthening Exposed External Stirrups
Exposed External Stirrup Details
Barrier Replacement
Plan and Stage Construction sheet 1 of 2
Rail Details sheet 2 of 2
Drain Plug
Details sheet 1 of 1
Rail Retrofit
Thrie Beam Rail Retrofit 1 of 2
Thrie Beam Rail Retrofit 2 of 2
A2-8

A2.1.3
CAD Files (continued)
Replacement Bridges
General Drawings All Bridges
TSL - Plan and Elevation
TSL - Staging and Typical Section
General Notes sheet 1 of 1
Footing Plan sheet 1 of 1
Foundation Data sheet 1 of 1
Piles / Drilled Shafts
H-Pile Details sheet 1 of 1
Pipe Pile Details sheet 1 of 1
Drilled Shaft Details sheet 1 of 1
PS Girder Structure
Stage Construction sheet 1 of 2
End Bent Details sheet 1 of 2
Wingwall Details sheet 1 of 1
Bent - Plan and Elevation sheet 1 of 2
Bent Details sheet 2 of 2
Deck Section sheet 1 of 1
Diaphragm Beam Detail sheet 1 of 1
Deck Plan sheet 1 of 1
Steel Plate Girder Structure
Construction Sequence sheet 1 of 1
Wingwall details sheet 1 of 1
Bent - Plan and Elevation sheet 1 of 2
Typical Section sheet 1 of 1
Deck Pouring Sequence sheet 1 of 1
Field Splice Details sheet 1 of 2
PS Slab Structure
End Bent Details (short) sheet 1 of 2
End Bent Details (tall) sheet 2 of 2
Wingwall Details sheet 1 of 1
Bent Plan and Elevation sheet 1 of 2
Deck Section sheet 1 of 1
A2-9

A2.1.3.1
Contract Plans Sheet Development Guide
A2-10

A2.1.4
CELL LIBRARY: BRIDGE.CEL
A2-11

A2.1.4
A2-12

A2.1.4
A2-13

A2.1.4
A2-14

A2.1.4
A2-15

A2.1.4
A2-16

A2.1.4
A2-17

A2.1.4
A2-18

A2.1.4
A2-19

A2.1.4
A2-20

A2.1.4
A2-21

A2.1.4
A2-22

A2.1.4
A2-23

A2.1.4
A2-24

A2.1.4
A2-25

A2.1.4
A2-26

A2.1.4
A2-27

A2.1.4
A2-28

A2.1.4
A2-29

A2.1.4
A2-30

A2.1.4
A2-31

A2.1.4
A2-32

A2.1.4
A2-33

A2.1.4
A2-34

A2.1.4
A2-35

A2.1.4
A2-36

A2.1.4
A2-37

A2.1.
A2-38

A2.1.
A2-39

A2.1.
A2-40

A2.1.
A2-41

A2.1.
A2-42

A2.1.
A2-43

A2.1.
A2-44

A2.1.
A2-45

A2.1.
A2-46

A2.1.
A2-47

A2.2.2
LINEWORK AND LEVELS
A2-48

A2.2.2
LINEWORK AND LEVELS - continued
A2-49

A2.2.2
LINE WORK AND LEVELS
A2-50

A2.2.2
A2-51

A2.2.2
A2-52

A2.2.2
Figure A2.2.2D
A2-53

A2.3
DRAWING BORDER
Figure A2.4A
A2-54

A2.6
TYPE, SIZE AND LOCATION PLAN AND ELEVATION
A2-55

A2.7.1
DECK PLAN
Figure A2.7.1A
A2-56

A2.7.1
DECK PLAN (continued)
Figure A2.7.1B
A2-57

A2.7.2
FINAL PLANS, GENERAL
A2-58

A2.7.3
Plan and Elevation
[Note: The following is only a guide for General Notes. Omit those sections, items and terms in parenthesis
that are not applicable, except retain the parenthetical references to ASTM equivalents to AASHTO
Specifications.]
General Notes:
Provide all materials and perform all work according to the Oregon Standard Specifications for Construction
2002 (2008).
Bridge(s) is(are) designed with an allowance of (40psf for present wearing surface) (and) (25psf,) for future
wearing surface and all of the following Live Loads according to the (current) edition of the AASHTO LRFD
Bridge Design Specifications (including 20XX thru 20XX interim revisions):
Service and Strength I Limit States:
HL-93: Design truck (or trucks per LRFD 3.6.1.3) or the design tandems and the
design lane load.
Strength II Limit State:
ODOT Type STP-5BW Permit truck
ODOT Type STP-4E Permit truck
[Select one of the following notes depending on the methodology used in the design of the bridge
foundations]:
Bridge is designed in accordance with AASHTO LRFD Bridge Design Specifications.
[New Seismic Designs ----- Multi-Span Bridges]:

Seismic design is performed by the multi-mode (single-mode) analysis in accordance with the AASHTO
LRFD Bridge Design Specifications" (AASHTO Guide Specifications for LRFD Seismic Bridge Design) as
modified by the ODOT Bridge Design & Drafting Manual. The 2002 USGS Seismic Hazard Maps have
been used to collect the Seismic Hazard Values for the bridge site with Latitude __________ and Longitude
__________:
1000 Year Return Period (No Collapse criteria)
Horizontal Peak Ground Acceleration Coefficient, PGA=_____g
Horizontal Response Spectral Acceleration Coefficients: SS=____g, S1=____g
500 Year Return Period (Serviceable criteria)
The bridge site is defined as a Site Class __ with Site Factors of: Fpga=___, Fa =___, and Fv=___.
The Response Modification factors used are: R=___ for column moments, R= 0.8 for abutment
connections, and R= 1.0 for other components.
[New Seismic Designs -----Single-Span Bridges]:
Seismic design is performed in accordance with the AASHTO LRFD Bridge Design Specifications"
(AASHTO Guide Specifications for LRFD Seismic Bridge Design) as modified by the ODOT Bridge
Design & Drafting Manual for 500- and 1000-year criteria. The Horizontal Peak Ground Acceleration
Coefficients (PGA) for the 500 year (Serviceable) and 1000 year (No Collapse) return periods are ___g and
___g respectively, based on 2002 USGS Seismic Hazard Maps. The bridge site is defined as a Site Class
__ with Site Factor (Fpga) of ___.
A2-59

A2.7.3
General Notes - (continued)
[Widenings which do not carry the existing structure]:

Seismic design for widening is performed by the single-mode (multi-mode) analysis, with Response
Modification Factors, in accordance with the AASHTO LRFD Bridge Design Specifications" as modified by
the ODOT Bridge Design & Drafting Manual. Seismic design is based on __ ft of superstructure width and
is not designed to carry the seismic load of the existing structure. The 2002 USGS Seismic Hazard Maps
have been used to collect the Seismic Hazard Values for the bridge site with Latitude __________ and
Longitude __________:
[Widenings which do carry the existing structure]:
Seismic design for widening is performed by the single-mode (multi-mode) analysis, with Response
Modification Factors, in accordance with the AASHTO LRFD Bridge Design Specifications" as modified by
the ODOT Bridge Design & Drafting Manual. The widened structure is designed to resist the full seismic
load including the existing structure. The 2002 USGS Seismic Hazard Maps have been used to collect the
Seismic Hazard Values for the bridge site with Latitude __________ and Longitude __________:
[Phase 1 Seismic Retrofit Designs - select appropriate sections:]
Seismic retrofit design to prevent superstructure pull-off is based on a Horizontal Peak Ground Acceleration
Coefficient (PGA) of ____g and a Site Factor (Fpga) of ____ for the Site Class __.
[Simple Span Support Connections:]
Longitudinal design forces:
Force to prevent pull-off by single-mode analysis, without substructure stiffness considered,
with a maximum response not greater than 2.5 x PGA.
Transverse design forces:
Force equal to 2.5 x PGA x supported dead load.
[Continuous Span Series Support Connections:]
"Plastic hinging" of columns and forces to prevent pull-off by single-mode analysis,
considering substructure stiffness with column capacity limitation (strength), maximum
response not greater than 2.5 x PGA.
A2-60

A2.7.3

"Plastic hinging" of column(s) (and x-beam frame).
[In-Span Hinges:]
"Plastic hinging" of columns and forces to prevent pull-off by single-mode analysis,
considering substructure stiffness with column capacity limitation (strength), maximum
response not greater than 2.5 x PGA.
Force equal to 2.5 x PGA x supported dead load.
Cable for seismic restraint devices will be furnished by the Department. See Section 00160.30 of the
Special Provisions.
( ) indicates (Options), [ ] indicates [Instructions]
For pile foundations:
All Bent(s), Provide _______ [insert pile type & grade of steel*] piling (with reinforced tips) driven (openended or closed-ended) to a nominal resistance of _______ kips per pile.
* example ==> Pipe Pile ==> 12- x 0.375, ASTM A252 (Grade 2)(Grade 3)
H-Pile
==> HP 10 x 42, ASTM A572, Grade 50
Pile tip elevation for minimum pile penetration at (All) Bent(s) (___) (is elevation _____ feet) (according to
the Pile Penetration Table).
[Use one of the following as directed by the Foundation Designer]
Drive (Bent ___), (All) piling to the specified nominal resistance using driving criteria developed from a Wave
Equation Analysis.
Drive (Bent ___), (All) piling to the specified nominal resistance using driving criteria developed from the
FHWA Gates Equation.
Note: Currently (April, 2007) the use of the FHWA Gates Equation (LRFD) instead of the ODOT Gates
Equation (ASD) has to be specified in the contract Special Provisions.
Determine pile resistances from the results of Capwap Analysis and/or Dynamic Pile Load Tests as
specified in the Special Provisions.
(If applicable)
Support all falsework on driven piles.
NOTE: If project plans have a separate footing plan sheet, place all foundation design notes on the footing
plan sheet and reference them in the "General Notes"; "See Footing Plan for foundation design notes."
Provide spiral column reinforcement according to ASTM Specification A706, AASHTO Specifications M31
(ASTM A615) Grade 60, AASHTO M225 (ASTM A496), or AASHTO M32 (ASTM A82).
A2-61

A2.7.3
Provide all (other) reinforcing steel according to ASTM Specification A706, or AASHTO M31 (ASTM A615)
Grade 60. (Provide Field bent stirrups according to ASTM Specification A706.) Use the following splice
lengths (unless shown otherwise):
[Use the following chart when the minimum concrete strength required is 3.3 ksi]
Bar Size
Coated (1)
#3
1-0
1-2
#4
1-4
1-7
Coated (2)
1-6
2-0
Uncoated
Reinforcing Splice Lengths (Class B) Grade 60

#5
#6
#7
#8
#9
1-8
2-0
2-9
3-7
4-6
2-0
2-5
3-3
4-3
5-5
2-6
3-0
4-1
5-4
6-9
fc = 3.3 ksi
#10
#11
5-9
7-0
6-10 8-5
#14 & #18

Not permitted
Not permitted
8-7
Not permitted
10-6
Use Coated (1) for epoxy coated bars with cover at least 3*db and clear spacing between bars at least 6*db.
Use Coated (2) for epoxy coated bars with cover less than 3*db or clear spacing between bars less than
6*db.
Increase all splice lengths 40% for horizontal or nearly horizontal bars so placed that more than 12 of fresh
concrete is cast below the bar.
[Use the following chart when the minimum concrete strength required is 4.0 ksi]
Bar Size
Uncoated
Coated (1)
Coated (2)
#3
1-0
1-2
1-6
#4
1-4
1-7
2-0
Reinforcing Splice Lengths (Class B) Grade 60

#5
#6
#7
#8
#9
1-8
2-0
2-6
3-3
4-1
2-0
2-2
3-0
3-11 4-11
2-6
3-0
3-8
4-10 6-2
fc = 4.0 ksi
#10
#11
5-2
6-4
6-3
7-8
7-9
9-6
#14 & #18

Not permitted
Not permitted
Not permitted
Use Coated (1) for epoxy coated bars with cover at least 3*db and clear spacing between bars at least 6*db.
Use Coated (2) for epoxy coated bars with cover less than 3*db or clear spacing between bars less than
6*db.
Increase all splice lengths 40% for horizontal or nearly horizontal bars so placed that more than 12 of fresh
concrete is cast below the bar.
Splice reinforcing steel at alternate bars, staggered at least one splice length or as far as possible, unless
shown otherwise.
Support the bottom mat reinforcing steel from the forms with precast mortar blocks at 24 maximum centers
each way. Support the top mat of reinforcing steel from the bottom mat of reinforcing steel with wire bar
supports as shown in Chapter 3 of the CRSI Manual of Standard Practice (SBU, BBU, or CHCU). Place
wire bar supports at 24 maximum centers.
Use (Stainless steel)(Epoxy coated)(uncoated) reinforcing steel in the deck (and bridge end panel). This
includes top and bottom longitudinal bars, (and) top and bottom transverse bars, (and all bars extending into
the (sidewalk)(curb)(parapet)).
Epoxy coat reinforcing steel, except prestressing steel, in precast (slabs), (boxes). This includes bars
extending from the precast (slab) (box) into the (bridge rail) (curb) (sidewalk) (deck).
A2-62

A2.7.3
Place bars 2 clear of the nearest face of concrete (unless shown otherwise). The top bends of stirrups
extending from beam stems into the top slab may be shop or field bent (unless shown otherwise). The top
bends of stirrups extending from prestressed precast units may be shop or field bent (unless shown
otherwise).
Do not fabricate reinforcing steel for columns (and walls) until final footing elevations have been determined
in the field.
Provide Class ____ - ___ concrete in post-tensioned box girder superstructure (prestressed-precast units)
and as shown on detail plans. See dwg. ______.
Provide Class HPC4000 1 , 1, or
sections).
concrete in deck (except in prestressed or post-tensioned
Provide Class ____ - 1 , 1 or concrete in (columns, footings, etc.).

Provide Class 3300 (Seal Concrete) - 1 , 1 or concrete in seals.
Provide Class 4000 3/8 concrete for all drilled shafts.
Provide Class HPC4000 1 , 1, or concrete in reinforced concrete end panels.
Provide Class 3300 - 1 , 1 or concrete for All (other) concrete.
Provide Class 3300 - 1 , 1, or 3/8 concrete in walls with form liners.
Provide Class _____ - _____ concrete in precast prestressed (beams, boxes, slabs) according to detail
plans. See dwg. _____. The minimum strength of concrete at transfer of prestress is ____ psi.
Provide prestressing steel according to detail plans.
Provide structural steel according to (AASHTO) [or] (ASTM) Specifications in accordance with detail plans.
("Galvanize-Control Silicon" provided silicon content of the base metal in either of the ranges 0 to 0.04
percent, or 0.15 to 0.25 percent.)
A2-63

A2-64

A2.7.3
Structural Steel Notes:

Provide (7/8 diameter) (Type 3) high-strength fasteners at structural connections according to AASHTO
Specification M164 (ASTM Specification A325) (unless shown otherwise).
See the Special Provisions for detailed coating and tightening requirements.
Note: Consult with the Steel Design Standards and Practice Engineer to review structural steel and painting
General Notes.
Do not punch or drill holes in webs of interior girders for falsework.
Coat all girders as shown, in accordance with the Specifications.
The finish coat on all girders conform to Federal Color Standards
most closely matching steel rusted shade.
Submit rusted shade color to engineer for approval.
1. All dimensions shall be reviewed by the Engineer.
2. All longitudinal dimensions are on a horizontal line - adjust for superelevation and grade.
3. All stiffeners and beam ends are to be vertical in final erected position unless noted otherwise.
4. Web thickness shown may be increased up to 1/16 ".
5. Additional compression flange weld splices will be permitted at locations approved by the engineer.
6. Steel in top and bottom flanges shall conform to ASTM A709, Grade 50W.
7. Steel in web shall conform to ASTM A709, Grade XXXXX
8. All other steel shall conform to AASHTO M 270, Grade XXXXX (ASTM A709, Grade XXXXX).
9. Indicates check sample required from flange plates so marked, see Special Provisions.
10. For the purpose of charpy toughness testing and welding inspection/repair, etc., main load carrying
members are Girders and Stiffeners.
11. Assumed design temperature is XXX F.
WELDING NOTES:
Welding shall conform to the latest edition of AWS D 1.5.
BOLTING NOTES:
All high strength bolts shall be tightened using the "Turn-of-Nut Tightening" method according to the 2008
Oregon Standard Specifications for Construction.
Provide 7/8 "diameter Type 3 high-strength fasteners at structural connections according to AASHTO
Specification M164 (ASTM Specification A325) unless shown otherwise.
Provide Douglas Fir (non-laminated) timber conforming to ________ Grade [insert lumber grade] according
to WCLIB rules.
Incise and treat sawn members with ______________ [insert appropriate treatment from Section 02190] to
a minimum retention level of ________ pcf [insert appropriate treatment level] in accordance with AWPA
Specification C-2.
Provide all glued laminated timber members according to the requirements of the current American Institute
of Timber Construction (AITC) Timber Construction Standards.
A2-65

A2.7.3
Allowable stresses in glued laminated members are per the latest version of AITC Specification 117.
Provide [insert wood species] glued laminated stringers according to combination symbol _______. [insert
combination symbol]
Provide [insert wood species] glued laminated deck panels and rail posts according to combination symbol
2. [insert combination symbol]
Mark glued laminated stringers "Top" on the top at both ends.
Incise and treat glued laminated timber members with ___________ [insert appropriate material from
Section 02190] to a minimum retention level of _______ pcf. [insert appropriate level of retention] Treat
laminated members after laminating in accordance with AWPA Specification C-28.
Perform cutting and drilling of timber members before preservative treatment. No field cutting of treated
material will be permitted unless absolutely necessary. In the event of injury, drilling or cutting of treated
material, field treat according to AWPA Specification M-4.
Provide structural steel, dowels (etc.) according to ASTM Specification ______. [insert Specification number]
Provide all bolts, lag nuts and drift pins shall conform to AASHTO Specification M314, Grade 35 (ASTM
A307) and/or AASHTO M314 Grade 105 (ASTM A449) as shown on the detail plans. Hot-dip galvanize
structural steel, dowels, miscellaneous metal, bolts, lag bolts and drift pins after fabrication.
A2-66

A2.8.3
Bridge Data System Structure and Drawing Number Request Form
A2-67

A2.7.11.1
As-Constructed Drawings
A2-68

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April 2009 Update

ODOT Bridge Design & Drafting Manual

Section 1 Design and Detailing Practices

1.1.10.1 Design Philosophy use of the AASHTO Guide Specifications for

1.1.20.2 Deck Expansion Joint Seals misc. revisions

Section 2 Drafting Practices

Bridge Design and Drafting Manual 2004

Revised April 2009

DESIGN AND DETAILING PRACTICES

1.1 Structure Design and Detailing

Bridge Design and Drafting Manual 2004

Bridge Design and Drafting Manual 2004

Structure Modeling (moved to 1.1.10.2-4)

1.1.11 Seismic Restrainer Design (New Designs and Retrofits)

Bridge Design and Drafting Manual 2004

1.1.17 Camber Diagrams

Design and Detailing

1.1.21 Bridge Rail

Bridge Design and Drafting Manual 2004

1.3 Timber Bridge Design and Detailing

Bridge Design and Drafting Manual 2004

Bridge Design and Drafting Manual 2004

ODOT Design Instructions for AASHTO LRFD Bridge Design Specifications

Appendix - A : Typical Details

Bridge Design and Drafting Manual 2004

2.1 Computer Aided Drafting (CAD)

Title Block Information

2.5 Lead Drafters Duties on Large Projects

Type, Size, and Location Plan & Elevation

Bridge Design and Drafting Manual 2004

2.9 Transfer of Electronic Files to Outside of ODOT

Bridge Design and Drafting Manual 2004

Revised April 2009.

Bridge Design Standards and Practices Coordinator

Bridge Design and Drafting Manual 2004

Bridge Design and Drafting Manual 2004

ORGANIZATION OF THE MANUAL

Section 1: Design and Detailing Practices

Section 2: Drafting Practices

Main body of text.

Bridge Design and Drafting Manual 2004

ORGANIZATION OF THE MANUAL (continued)

Figure A2.3.2A is in the Section 2 Appendix and mentioned in Section 2.3.2.

Bridge Engineering Section

Roadway Engineering Section

Traffic Management Section

Front Office Staff or Personnel

Project Support Team

Region Tech Center

Regional Technical Centers

Bridge Design and Drafting Manual 2004

REVISING THE MANUAL

In-House Revision Procedure

Check your finished product by reviewing the following guiding comments:

The existing problem is clearly stated.