STATE OF LOUISIANA DEPARTMENT OF TRANSPORTATION AND DEVELOPMENT

Bridge Design Manual

KATHLEEN BABINEAUX BLANCO JOHNNY B. BRADBERRY

GOVERNOR SECRETARY

Prepared by staff of the Bridge Design Section,

under the direction of
Hossein Ghara,
Bridge Design Engineer Administrator

Fourth English Edition

Version 1.4
May 23, 2005
 TABLE OF CONTENTS

PREFACE

CHAPTER 1 FUNCTIONS AND OPERATIONS OF THE BRIDGE DESIGN SECTION

CHAPTER 2 BRIDGE RATING

CHAPTER 3 GENERAL DESIGN CRITERIA

CHAPTER 4 DELETED

CHAPTER 5 SUPERSTRUCTURE DESIGN CRITERIA AND DETAILS

CHAPTER 6 SUBSTRUCTURE & APPROACHES DESIGN CRITERIA AND DETAILS

CHAPTER 7 ENVIRONMENTAL CONSIDERATIONS AND PERMITS

CHAPTER 8 MISCELLANEOUS DESIGN INFORMATION

CHAPTER 9 MISCELLANEOUS DETAILING INFORMATION

CHAPTER 10 PERMANENT SIGNING

CHAPTER 11 BARRIER AND END TREATMENT SYSTEMS

CHAPTER 12 DESIGN CRITERIA FOR SPECIAL STRUCTURES

APPENDIX A DELETED

APPENDIX B DELETED

INDEX

Rev. 05/23/2005
 PREFACE
(Fourth Edition Version 1.4)

A target date of October 2007 has been set as a goal by AASHTO and FHWA for states
to reach their full transition to the AASHTO LRFD Bridge Design. Therefore, by
October 2006 all LADOTD new bridge projects beginning preliminary design should
be designed by the latest edition of AASHTO LRFD Bridge Design Specifications.
Designs for the reconstruction or rehabilitation of existing bridge structures should be
completed in accordance with guidance from the Bridge Design Engineer.

A new LRFD Bridge Design Manual is developed and documents policy on LRFD
bridge design in Louisiana. The LRFD Bridge Design Manual shall govern the bridge
design using LRFD method. This manual should be referenced for the information not
covered by LRFD Bridge Design manual.

Chapter 4 and Appendix A and B are deleted. The bridge standard plans and special
details are now posted on the website http://ppms for in-house access and http://ppms2
for external access.

Rev. 05/23/2005
 BRIDGE DESIGN MANUAL
(FOURTH ENGLISH EDITION)
REVISION HISTORY

Edition Version Publication Date Summary of Changes

Title, Table of Contents, Preface, 5(6), 5(7),

4th 1.4 May 23, 2005
5(8), 5(48), 5(49), 5(50), 6(6), 8(14)

1(16), 3(3), 3(4), 3(5), 3(6), 3(7), 3(8), 3(9),

3(10), 3(11), 3(12), 3(13), 3(14), 3(15), 3(16),
4th 1.3 May 03, 2004 3(24), 3(25), 3(40), 3(41), 3(42), 5(18), 5(19),
5(20), 5(23), 5(34), 5(41), 5(68), 5(70), 6(4),
6(24), 6(52), 6(59), 7(26), 7(27), 7(28), 8(5)

4th 1.2 May 1, 2003 1(9), 5(86), 5(87), 5(89), 5(92), 6(26), 6(42)

5(i), 5(ii), 5(iii), 5(iv), 5(35), 5(41), 5(42),

5(43), 5(44), 5(45), 5(47), 5(50), 5(52), 5(53),
5(54), 5(55), 5(60), 5(61), 5(65), 5(69), 5(70),
5(71), 5(74), 5(81), 5(82), 5(83), 5(86), 5(87),
4th 1.1 February 28, 2003 5(88), 5(92), 6(i), 6(ii), 6(iii), 6(2), 6(10), 6(11),
6(12), 6(13), 6(14), 6(15), 6(28), 6(29), 6(39),
6(40), 6(41), 6(42), 6(61), 6(64), 6(65), 7(i),
7(ii), 7(24), 7(26), 7(27), 7(28), 9(i), 9(ii), 9(11),
9(26), 9(31)

Rev. 05/23/2005
 CHAPTER

TABLE OF CONTENTS
FUNCTIONS OF THE BRIDGE DESIGN SECTION ......................................................................... 1

BRIDGE DESIGN ORGANIZATION CHART .................................................................................. 2

PROJECT DEVELOPMENT COORDINATION ................................................................................ 3

TYPICAL PLAN PREPARATION FLOW CHART .............................................................................. 4

TYPICAL PROJECT DEVELOPMENT SEQUENCE (IN-HOUSE PROJECTS) ..................................... 6

PROJECT DATA WORKSHEET ............................................................................................................ 6
PROJECT TASK WORKSHEET (IN HOUSE PROJECTS)............................................................................. 7
Project Task For Preliminary Plan Phase .................................................................................. 7
Project Task For Final Plans Phase ........................................................................................... 8
PLANS DISTRIBUTION REQUIREMENTS FOR ALL PHASES OF PLAN DEVELOPMENT ................................. 9
BRIDGE DESIGN AND PLAN PREPARATION.............................................................................. 11

GENERAL GUIDE FOR BRIDGE PLAN PREPARATION................................................................ 12

PRELIMINARY PLANS ..................................................................................................................... 12
General .................................................................................................................................. 12
Preliminary Bridge Plans In Plan-In-Hand Form ..................................................................... 13
Preliminary Bridge Plans In Final Form .................................................................................. 14
Hydraulic Studies ................................................................................................................... 15
Geotechnical Analysis............................................................................................................ 17
Boring Request Form.............................................................................................................. 19
Preliminary Plan Payment Milestones Table........................................................................... 20
FINAL PLANS ................................................................................................................................ 21
General .................................................................................................................................. 21
Typical Bridge Details For Final Plans .................................................................................... 21
Bridge Plans In Final Form (A.C.P's submittal procedure)....................................................... 27
Final Plan Payment Milestones Table ..................................................................................... 28

CONSTRUCTION ENGINEERING SERVICES ............................................................................... 29

DESIGN POLICY GUIDE FOR BRIDGES AND STRUCTURES ...................................................... 30

1 (i)
GENERAL ..................................................................................................................................... 30
DESIGN ....................................................................................................................................... 30
Design Specifications ............................................................................................................. 30
Construction Specifications .................................................................................................... 31
Welding Specifications........................................................................................................... 31
Loading .................................................................................................................................. 31
Materials and Required Strengths ........................................................................................... 31
Utilities .................................................................................................................................. 32
Lighting and Permanent Signing............................................................................................. 32
DETAILS ....................................................................................................................................... 33
Detailing Practices ................................................................................................................. 33
MISCELLANEOUS .......................................................................................................................... 34

1 (ii)
 FUNCTIONS OF THE BRIDGE DESIGN SECTION

The primary function of the Bridge Design Section is to provide the necessary
design and plan preparation expertise for various types of fixed and movable bridges. This
may include either new bridge construction, bridge replacement or bridge rehabilitation
projects. Some of the other functions of the Bridge Design Section are as follows:

1. To provide the design and plan preparation for bridge repairs and other bridge
maintenance projects.

2. To provide the electrical, mechanical and architectural design and plan preparation
for movable bridges, roadway lighting, communication systems, microwave towers,
rest areas, weigh stations and buildings.

3. To maintain standard plans and special details for bridges, guardrail, and permanent
signing.

4. To provide structural ratings for existing bridges, evaluate weight limits and effect of
overlays on deficient bridges, and review bridges for overweight vehicle permits.

5. To coordinate, review, and administer funding for bridge projects prepared by

consulting engineering firms under contract with the Department.

6. To provide technical engineering assistance, coordination and general information

to other Department sections, state and federal agencies, legislative bodies and the
general public.

7. To participate in various Department and National technical committees. To

periodically review the AASHTO Standard Specifications for Highway Bridges and
make recommendations for its update.

8. To coordinate construction permits with the various agencies involved with the
projects.

9. To provide technical engineering assistance for research projects conducted by the

Department.

10. To provide assistance to Construction Section for any field problems, which may
occur, and to review and approve fabrication shop drawings.

1 (1)
 BRIDGE DESIGN ORGANIZATION CHART

Bridge Design Engineer Administrator

Gang 001

Bridge Engineer Administrator Bridge Engineer Administrator Bridge Engineer Administrator

Structural Structural Structural Mechanical Electrical Structural Structural

Design Rating Design Design Design Design Design
Gang 002 Gang 007 Gang 003 Gang 005 Gang 006 Gang 004 And
Consultant
Coordination
Gang 009

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 PROJECT DEVELOPMENT COORDINATION

Each Department design project (consultant or in-house) is normally assigned a two

coordinators, coordinator 1 and a coordinator 2. These coordinators are normally from the
roadway design or bridge design sections.

The coordinator 1 is responsible for supervising the development of the road and bridge
plans and to meet all project time deadlines. The Department maintains a computer
database known as LETS on the mainframe computer system (CICSPROD), for all design
projects. The LETS, Letting Schedule System, provides information regarding projects in the
pre-letting stages of development. The Coordinator 1 is responsible for maintaining certain
project information in LETS in an accurate and timely manner.

For specific information concerning the LETS System, contact the Department's Highway
Needs Section.

A typical plan preparation flow chart is shown on page 4. Most projects will follow these
steps although certain projects may require slightly different or additional steps. A typical
plan development sequence is shown on pages 7 and 8. These sheets may be used as a
worksheet for in-house projects.

Sample of data fields contained on LETS SYSTEM for each project:

1. Project Numbers.

2. Project Description.

3. Coordinators.

4. Project time deadlines for environmental, survey, preliminary plans, advance check
prints, P.S.& E, right-of-way, utilities, and letting.

5. Construction, engineering, right-of-way and utility costs.

6. Type of project funding.

7. Permit information.

8. Structure numbers and sufficiency ratings for bridges on a given project.

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 TYPICAL PLAN PREPARATION FLOW CHART

Assignment of Project to
1
Design Coordinator

Review of Project Data and

Field Inspection

Establish Design Criteria, Involve Coast Guard and

hold Pre-Design Conference Corps of Engineers

Traffic Data Alignment Study and Aerial Photography

Identify Alternates

Input from various DOTD Preliminary Hydraulic

Sections, FHWA and Studies
others

Selection of Bridge Type, FHWA Approval

2
Size and Location
(T, S & L)

Submit Environmental
Information
Public Meeting/ Hearings,
4
if required
Topographic Survey

NEPA, Environmental
Process
Preparation of
Hydraulic Analysis Preliminary Plans Geotechnical
investigations

Plan In Hand
Field Inspections and Office
Review

Continued on the next page

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 Continued from previous page

Submit Final Right of Way

Taking Lines to Real Estate &
Survey Section for
development of Right of Way
Maps and Acquisition Real Estate Section
acquires Right Of Way

Utility Agreements Preparation of Final Plans Final Right of Way Maps

3 Review and comments

Distribute Advanced
Check Prints (ACP’s) or Final from various Sections and
Unchecked Prints (FUP’s) Agencies

P.S.&E to FHWA for

Submit to Contract & Final Plans, Specifications & review, final comments
Specifications Section to Estimates (P.S. &E.) and Authorization of
prepare Proposal Federal Funds

Signing of Plans, Transmit Permit Submittals (Corps

Final Tracings to of Engineers, Railroad,
General Files Coast Guard, EPA, etc.)

Receipt of Bids

Advise Construction
Section on Field Problems Construction Fabrication and Shop
Drawing Review and
Bridge Rating

1 Project Engineer submits

Project Final Acceptance As Built Plans to
2
General Files
3

1
Project Coordinator (Bridge or Road Design) will be required to coordinate all meetings and plan submittals.
2
FHWA approval is required on all NHS and IM projects.
3
ACP’s consultant projects, FUP’s in-house projects
4
Public Meetings / Hearings may sometimes be held prior to the survey. this will depend on the complexity
of the project.

1 (5)
 TYPICAL PROJECT DEVELOPMENT SEQUENCE (IN-HOUSE PROJECTS)

PROJECT DATA WORKSHEET

Bridge Coordinator:

Consultant:

Roadway Coordinator:

Project Name:

Route:

S.P. No.(Construction.): S.P. No.(Engineering):

F.A.P. No.: Parish:

Miscellaneous comments:
______
______
______
______
______
______
______
______
______
______
______
______

1 (6)
 PROJECT TASK WORKSHEET (IN HOUSE PROJECTS)

1 COMPLETED DATE
Project Task For Preliminary Plan Phase
1. PROJECT ASSIGNED TO COORDINATOR AND PROJECT NUMBER REQUESTED.
2. REQUEST ADT & AERIAL PHOTOGRAPHY.
3. MAKE INITIAL PROJECT SITE VISIT.
4. ORDER EXISTING RIGHT-OF-WAY MAPS.
5. SENT OUT PRELIMINARY PROJECT QUESTIONAIRE TO DISTRICT FOR INPUT.
6. DEVELOP ALIGNMENT AND DETOUR ALTERNATES AS NEEDED.
7. HOLD PRE-DESIGN CONFERENCE.
8. DEVELOP PRELIMINARY PERMIT INFORMATION FOR COAST GUARD, CORPS OF
ENGINEERS, RAILROAD, ETC.
9. SEND ALIGNMENT AND DETOUR TO DISTRICT, TRAFFIC AND PLANNING AND
GEOMETRICS FOR REVIEW.
10. SEND T, S, AND L(TYPE, SIZE AND LOCATION) TO FHWA FOR REVIEW.
11. SEND PROJECT INFORMATION TO ENVIRONMENTAL TO START CLEARANCE PROCESS.
12. HOLD PUBLIC MEETING OR PUBLIC HEARING IF NEEDED.
13. ORDER TOPOGRAPHIC SURVEY.
14. ORDER HYDRAULIC ANALYSIS.
15. ORDER GEOTECHNICAL ANALYSIS. (BORINGS, CONSOLIDATION, SLOPE STABILITY)
16. DEVELOP PRELIMINARY PLANS.
17. HOLD PLAN-IN-HAND FIELD INSPECTION AND/OR OFFICE REVIEW.
18. INCORPORATED PLAN-IN-HAND COMMENTS AND SEND FINAL RIGHT-OF WAY TAKING
LINES TO REAL ESTATE TO DEVELOP R/W MAPS.

19. PREPARE APPLICABLE PERMIT SKETCHES.

20. OBTAIN ENVIRONMENTAL CLEARANCE BEFORE PROCEEDING TO FINAL PLANS.

1
Notes: FHWA is normally involved in plan review and approval on NHS and IM projects. The sequence as
shown may vary depending upon project type and scope.

1 (7)
 1 COMPLETED DATE
Project Task For Final Plans Phase
1. PREPARE FINAL PLANS.

2. SEND OUT ACP'S (ADVANCED CHECK PRINTS FOR COMMENTS).

3. SUBMIT INFORMATION TO BRIDGE RATING ENGINEER TO DETERMINE IF RATING IS TO

BE DONE IN-HOUSE OR BY CONSULTANT.

4. SEND FINAL MATTE FILMS TO CONTRACTS SECTION TO PREPARE PROPOSAL.

5. FINAL PROPOSAL SENT OUT FOR REVIEW.

6. CHIEF ENGINEER SIGNS TITLE SHEET AND FINAL COST ESTIMATE.

7. PLAN REVISIONS MADE IF NECESSARY.

8. PROJECT IS LET AND BID REVIEW COMMITTEE MAKES REVIEW OF BIDS.

9. CONTRACT IS SIGNED AND A WORK ORDER IS ISSUED.

10. REVIEW ERECTION AND/OR FABRICATION SHOP DRAWINGS.

11. ASSIST CONSTRUCTION SECTION ON ANY FIELD PROBLEMS. ASSIST IN PLAN CHANGES
IF NECESSARY.

12. PROJECT FINAL ACCEPTANCE AND PROJECT ENGINEER SUBMITS FINAL AS- BUILT PLANS
TO GENERAL FILES SECTION.

1
Notes: FHWA is normally involved in plan review and approval on NHS and IM projects. The sequence as
shown may vary depending upon project type and scope.

1 (8)
 BRIDGE DESIGN AND PLAN PREPARATION

The documents on the following pages, the "General Guide for Bridge Plan Preparation"
and the "Design Policy Guide for Bridges and Structures" were prepared for the engineer
and staff designated by the Department as responsible for the preparation of bridge plans.
Projects may be performed by an in-house engineer or by a consultant engineer under
contract with the Department. These documents are included in this manual strictly as a
guide in preparing bridge plans. Variations are highly probable for individual projects, and
it is the responsibility of the Engineer to recognize these variations. However, any
departure from the normal procedures outlined herein, or elsewhere in the manual, should
be only with prior approval of the Bridge Design Section.

In cases where the AASHTO Specifications allow more than one method of analysis, the
method to be used requires the approval of the Bridge Design Engineer before proceeding
with the project. This is also true in cases where the specifications may be unclear.
Additionally, the Bridge Design Section has certain preferences for detailing. The engineer
should check with the project coordinator to assure proper format, particularly on complex
projects.

It will be the responsibility of the Engineer to keep their copy of the bridge design manual
properly updated. This includes all bridge design manual revisions issued by the Bridge
Design Engineer, which affect design, policies and procedures.

Each project will have a DOTD design coordinator for each in-house or consultant design
project. For in-house design projects, the project coordinator shall be responsible to meet
all applicable project completion deadlines. This includes the coordination of road and
bridge plan development with various DOTD sections (Road, Environmental, Location and
Survey, Hydraulics, Real Estate, Contracts, Construction, Utilities, DOTD Districts,
Geotechnical, etc.), local and state agencies, Metropolitan Planning Organizations,
Wildlife and Fisheries, D.E.Q., and federal agencies such as FHWA, Coast Guard, Corps of
Engineers, FAA, etc. For consultant contracts, the coordinator will monitor the consultant's
design and rating contracts which include review of the plans at various stages during
preliminary design, final design, construction (fabrication drawing review), bridge rating
and processing of invoices.

1 (11)
 GENERAL GUIDE FOR BRIDGE PLAN PREPARATION
The information contained herein has been compiled by the Department's Bridge Design
Section setting forth requirements the Engineer is to follow and what services the
Department will furnish in the preparation of bridge plans for given projects.

The Engineer is hereby forewarned that the Department has a preference for certain type of
details and design philosophy for the bridge structures. The Department will furnish, as
when available, and if requested, miscellaneous standard details and/or standard plans for
a given project. The Engineer shall be responsible for obtaining a copy of the "Bridge
Design Manual", which has been prepared by the Bridge Design Section of the Louisiana
Department of Transportation and Development. The "Bridge Design Manual" makes
policy statements and can be used as a policy guide for structural analysis and will aid the
Engineer in developing bridge plans. However, the "Bridge Design Manual" covers only a
small portion of the work that the Engineer may be required to perform. In addition, it is
important that the Engineer become familiar with the Design Memorandums or revisions to
the "Bridge Design Manual" issued as Memorandum to all Contractors prior to beginning
any work.

PRELIMINARY PLANS

General
1. For Consultant projects, it will be the responsibility to meet the requirements stated
in the contract and the project schedule. Submittals should be in accordance with
the Department's Bridge Design Section Policy or as requested by the coordinator.
In general, for consultant contracts preliminary plans should be submitted at the 30,
60, 90, and 100 percent completion stage. These submittals shall include
completed and partially completed plans, and calculations including hydraulics.
Where applicable, a separate copy of hydraulic studies described elsewhere herein
for bridge sites should be submitted to the Bridge Design Coordinator at the 60%
completion point for review. At 100% preliminaries, final right-of-way taking lines
should be completed. For guidelines for preliminary plan payment milestones for
consultant projects, see page 20. For in-house projects the engineer may follow the
plan development sequence guidelines as stated on pages 4 through 8 as a general
guideline.

1. It is the Engineer's responsibility to submit a request as outlined herein for deep

borings and fill height analysis as soon as possible in order to avoids delays.
Additionally, the Engineer shall prepare the necessary permit sketches, drawings,
etc., for the Corps of Engineers, Coast Guard, railroad company, Federal Aviation
Administration, etc. A list of permits can be found in Chapter 7.

2. For each consultant project, regardless of prior approval, the Engineer shall prepare
and submit a synopsis of the electronic data processing software which may be used
in the design or the analysis of the bridges, retaining walls or other structural

1 (12)
 elements. This information should be submitted to the Bridge Design Engineer for his
review and approval prior to their use. The Bridge Design Engineer may require that
sample problems be run and the results reviewed in order to assure acceptability of
the proposed software.

Preliminary Bridge Plans In Plan-In-Hand Form

Plans for the plan-in-hand field inspection shall be prepared in accordance with the
following procedures and recommendations and shall contain at least the following
applicable data:

1. Design criteria, specifications, loading, materials, traffic data, navigational aspects if

applicable for the structural design, and the design criteria and proposed systems to
be used in the mechanical, electrical or architectural portions of the project.

2. Prior to beginning work, the engineer shall obtain approval in writing, of any details
or design features which vary from the Bridge Design Manual and Bridge Design
Engineer's memoranda.

3. The Engineer shall obtain approval from the Department for the scale to be used in
the plan and profile drawings and general bridge plans.

4. Plan and profile of each bridge structure showing, roadway alignment (both vertical
and horizontal). Show profile elevations at centerline joint, each bent, the
abutments, and beginning and end of the approach slab. Indicate location of the
profile grade line (P.G.L.) on the general bridge plans. No station equations are to
be used from beginning to end of any bridge structure unless approved by the
Bridge Design Engineer. It is also the responsibility of the Engineer to determine
from the survey level books which referenced datum was used to establish the
project's vertical elevations.

5. Span lengths, location of expansion and fixed ends of spans, size and type of joints
to be used, all horizontal and vertical dimensions and clearances, lane and shoulder
width of the bridge and approaches, type and location of bridge drainage. Approach
slab type and length revetment type and length at bridge ends.

6. Length and location of test piles including test pile length and tip elevations, size,
number and length of piles for pile bents, and size, type, approximate number and
length of piles for column bents and location of core borings.

7. Hydraulic data, (if applicable).

8. Right-of-way is shown on bridge plans if roadway plan and profile sheets are not
part of the plan set.

1 (13)
9. Typical sections through bridge structure showing dimensions and details of
proposed superstructure and substructure, such as slab thickness, beam spacing and
depth, handrail and barrier details, type footings proposed, drilled shafts, pile
footings, etc. The maximum foundation pressures and maximum pile loads are to
be shown, where applicable, along with the size, length, and type of piles or drilled
shafts. Framing plans, if applicable.

10. Detour layout

11. Additional miscellaneous information and details include, vertical and horizontal
clearances, permanent signing, construction signing, lighting and utilities if
available, superelevation diagrams, guardrail layout details, attenuators location,
and stopping sight distance.

12. Preliminary design of structural components are required in order to determine

beam spacing, column spacing, number of piles and any special features.
Preliminary design computations may be requested for the Department's review and
approval. A preliminary cost estimate should also be prepared for the project.

13. Sufficient economic studies will be made available if requested with regard to
recommended bridge layout, span lengths, and structural types prior to pre-plan-in-
hand submittal.

14. A plan-in-hand conference may be held after the plan-in-hand field inspection at
which time special features will be discussed and determinations made, all of which
shall be shown on the Preliminary Bridge Plans In Final Form.

Preliminary Bridge Plans In Final Form

After the plan-in-hand has been completed, the engineer shall submit the preliminary bridge
plans in final form to the project design coordinator for approval. These plans shall reflect all
agreements reached at the plan-in-hand stage and shall contain all applicable data described
in items 1 through 6 on page 13. Required Permit sketches if applicable should be included.
The Department is to obtain approval of the preliminary bridge plans from others involved
such as the Federal Highway Administration, Railroad Companies, Corps of Engineers, Coast
Guard, Federal Aviation Agency, etc., prior to beginning final bridge plans when it is
required. The engineer will be required to prepare and modify any sketches, permit
drawings, calculations, or provide any information in order for the Department to secure
approval of the preliminary plans.
For consultant projects the Engineer will be authorized in writing by the Department's
project design coordinator to commence with final design for the project.

1 (14)
Hydraulic Studies
Hydraulic studies for the bridge site in general should include: determination of flood plain
discharge for the design event; determination of normal water surface elevations and the
stage-discharge relationship; design selection based upon computed backwater;
determination of special requirements (scour protection, spur dikes, abutment protection);
predicted scour depths; and documentation of design. The predicted scour elevation
should always be shown on the general bridge plans and in the hydraulic data table. An
example hydraulic data table is shown on the following page. The computed table should
be included in the plan-in-hand prints, as well as in final plans

Formal documentation of all design considerations and the general design process will be
made in the Hydraulic Report. The Hydraulic Report will include: a general discussion of
the watershed and the scope of and the reasons for the proposed improvement;
documentation of any coordination with other agencies or governments; brief discussion of
any local or regional ordinances influencing design; general site data used in hydraulic
design; general discussion of design analysis; final design recommendations; a general
"Flood Hazard Summary". As with the hydraulic calculations, the complexity of the
Hydraulic Report should be commensurate with the significance of the site from a flood
hazard standpoint.

Hydraulics design, unless otherwise specified, shall be in accordance with the DOTD
Hydraulic Manual; guidelines, procedures and examples are there in. Further questions
pertaining to bridge hydraulic design should be directed to the DOTD Hydraulics Gang. For
general rules regarding setting bridge finish grade elevations, refer to Chapter 3 of this
manual.

1 (15)
 EXAMPLE BRIDGE HYDRAULIC DATA FORM

STATE PROJECT: 029-02-0018 STREAM NAME: Forker Creek

ROUTE: LA 8 BEGINNING STATION: 16+35

PARISH: Vernon BRIDGE LENGTH: 180 ft.

STRUCTURE NO.: 029-02-01561 BASIN SLOPE: 6.65 ft/mile

PREPARED BY: Joe Smith DESIGN STORM: 25 years

DATE: May 14, 1996

HYDRAULIC DATA TABLE FORM

Drainage Area (sq.mi.): 7.57

Flood Frequency (years) 25 100 Overtopping Scour Analysis

> 500 500
Discharge (ft3/s) 3036.72 4766.94 NA 7415.25
Design Water Surface Elev. 124.21 125.92 NA 128.74
(ft/ N.A.V.D- 88)
Average Velocity (ft/s) 1.71 2.33 NA 3.21
Area of Opening (ft2) 1786.82 2045.16 NA 2292.73
Backwater (ft) 0.016 0.623 NA 1.902
Bridge Scour Elevation (ft) 96.10

REMARKS: Recommended finish grade elevation for a 25-year design flood is 127.23
ft/N.A.V.D- 88. Use 3:1 abutment slopes with flexible revetment extending 5 ft. outside the
fascia of the structure on upstream and downstream side.

BRIDGE SCOUR: Scour depth = 7.55 ft. scour depth elev. = 96.13 ft./ N.A.V.D- 88
EXISTING BRIDGE: Length = 130.00 ft.
DETOUR BRIDGE: Design Frequency = 5 years. The 5 year Design Water Surface Elevation
is 119.09 ft./ N.A.V.D- 88. A 140.00 ft. (or as required to span channel) precast concrete slab
bridge at F.G. elevation of 123.03 ft./ N.A.V.D- 88 is recommended.

1 (16) Rev. 05/03/2004

Geotechnical Analysis
GENERAL:

Normally, the location, number, and depth of soil borings will be recommended by the
Geotechnical Design Gang. The boring request form on page 1 (19) shall be used to order
borings, and consolidation tests through our Pavement and Geotechnical Design Gang. If
slope stability analysis is needed this should also be discussed and requested at this time.

For borings done in-house, three (3) sets of plans with the information described in items
"1 through 6" listed below should be transmitted to our Pavement and Geotechnical
Design Gang. Upon receipt of this information, the Pavement and Geotechnical Design
Gang will order the boring logs & any additional soil information as deemed necessary for
the project, including a fill height recommendation.

Some Consultant contracts require the Engineer to furnish the boring logs and test reports.
For those contracts, items "1 through 6" listed below are to be submitted to the
Department for approval prior to obtaining borings.

There will be some projects in which sufficient existing foundation information is

available, thus eliminating the need for additional borings and foundation studies. It will
be the responsibility of the Project Coordinator to request this information in writing.

Boring logs shall be included in the plan-in-hand drawings. However, in some cases,
when they are not available, plan-in-hand field inspections may be made without boring
logs. The boring logs shall be required as a part of the preliminary bridge plans in final
form. Correlation of boring logs to actual elevation will be required and will be the
responsibility of the Engineer.

The Engineer is to obtain approval from the Department for all foundation (roadway and
bridge) design criteria to be used on any project, prior to submittal of preliminary plans.
This will include foundation types and lengths (footings, piers, piles, drilled shafts, etc.),
pile supported approach slabs, fill heights, retaining wall and sheet pile wall types and
consolidation criteria (surcharge, wick drains, etc.)

Foundation studies can change structures from culverts to bridges or vice-versa. Also, the
type of substructure and superstructure can be changed by these foundation studies.

Preliminary plans will show controlling fill heights as determined by or approved by the
Department.

A foundation report may be required in special cases. The extent of bridge foundation
studies, embankment studies, and format for the soil report is to be approved by the
Department. This work should be completed and approved prior to submittal of
preliminary bridge plans in plan-in-hand form.

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The following listed information shall be furnished when requesting borings to be done
through the DOTD Pavement & Geotechnical Design Gang or if borings are to be obtained
through Consultant Contract procedures:

1. Title sheet or vicinity map to locate projects.

2. Typical section of proposed embankment showing crown width and proposed side
slopes.

3. Plan and profile of surveyed alignments and preliminary structure layout in plan and
profile, submitted in 11”x17” (half-sized) format.

4. Plans to show approximate boring locations and recommended depths.

5. Type of structure being considered.

6. Fill heights and/or depth of cuts at bridge ends.

1 (18)
 Boring Request Form
(One boring request form per site)

PROJECT INFORMATION

Construction
No. Engineering No.
Project Name
FAP No Structure No.
Route
No. Parish
Letting Date Project Alignment (new/old)
Prelim. Plans Date ¨ English

STRUCTURAL INFORMATION

Bridge Length Pile Type Pile load

Beg. Abut. max. Fill Ht. Crown Width Slope
End Abut. max. Fill Ht. Crown Width Slope
Sheet-pile(s) Wall Height(s)
Ret. Wall(s) Wall Height(s)
Other
Comments:

Structural Info. Completed by Date

FIELD & LABORATORY REQUEST

(to be completed by the Pavement and Geotechnical Design Section)

¨ Total No. Borings Requested

¨ Sampling Frequency Boring No.(s)

nStandard
nContinuous
¨ Boring Depth(s)

¨ Water Table
¨ Consol. Testing
Boring No.(s) ÖSieve ÖHydrometer Depth
¨ Grain Size ¨ ¨
¨ ¨
¨ ¨
COMMENTS:

Field & Lab. Request Completed by Date

F NOTES: Required Attachments
Ú 3 copies of general plans & location map (Materials)
Ú 1 copy of general plan (Pavement & Geotechnical)
 Preliminary Plan Payment Milestones Table
PAYMENT TASKS BRIDGE COMMON ROAD
MILESTONE
Completed 1. Bridge hydraulic study 1. Pre-design criteria established 1. Plan/profile sheets with
and scour analysis existing topo.
2. Type, Size & Location 2. Horizontal & vertical alignment 2. Preliminary typical sections
of Structure set set submitted for review

30 % 3. Deep Borings 3. Title Sheet

Distribution 4. Typical Section questionnaire

distributed
In Progress 1. Superelevation diagram 1. Preliminary typical sections
being reviewed
2. Economic study (if 2. Pavement Design
appropriate)
3. Soil borings and
pH/resistivity data.
4. Capacity analysis

Completed 1. Preliminary design 1. Horizontal/vertical alignment

of substructure & on plan/profile sheets
superstructure
2. Foundation analysis 2. Geometric details submitted
for review
3. General Plan 3. Hydraulic design submitted
for review

60% 4. Typical bridge sections 4. Cross sections and required

right of way

Distribution 5. Final typical section

In Progress 1. Span and bent details 1. Sequence of construction & 1. Earthwork computations
and construction signing
2. Foundation layout 2. Construction notes & details

3. Framing plan

90 % Completed 1. Bridge quantities and 1. Assemble plans 1. Geometric and hydraulic

general notes comments incorporated

Distribution 2. Cost estimate 2. Pre-plan in hand review

In Progress 1. Pre-plan-in-hand review

95 % Completed 1. Plan-in-hand prints distributed

Distribution
1. Plan-in-hand inspection and
comments addressed

100 % Completed 2. Right of way taking lines set and

transmitted to Location and
Survey
Distribution 3. Permit sketches
4. Revise cost estimate

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FINAL PLANS

General
1. For consultant projects the engineer shall become familiar with the requirements
stated in the contract and the schedule for completion specified. It will be the
Engineer's responsibility to meet the requirements stipulated. Submittals should be
in accordance with the consultant's contract or in accordance with the coordinator's
request. The plans are considered final only after the plans have been reviewed and
commented on the advanced check prints (95%) and all corrections have been
satisfactorily completed. In general, plans should be submitted at the 30%, 60%,
95% (ACP), 98%, 100%, and shall include completed and partially completed
plans. For guidelines for final plan payment milestones for consultant projects, see
page 28. Design computations are to be kept by the engineer until completion of
the project. These computations are to be made available to the Department upon
request. These computations should be subdivided into parts, such as substructure,
superstructure, quantities, cost estimate, etc. Any changes required in the
computations through the Department's review or otherwise shall be resubmitted
with the final plans.

2. For in-house projects, the engineer may follow the plan development sequence
guideline as stated on pages 4 through 8.

3. For consultant contracts the engineer shall prepare and submit a synopsis of the
electronic data processing software which may be used in the design or the analysis
of the bridges, retaining walls or other structural elements which have not been
previously approved in the preliminary phase to the Bridge Design Engineer for his
review and approval prior to its use. The Bridge Design Engineer may require that
sample problems are run and the results reviewed in order to assure acceptability of
the proposed software.

Typical Bridge Details For Final Plans

Final Plans submitted to the Department for approval shall contain the following applicable
data.

INDEX TO BRIDGE PLANS

1. Index to include sheet numbers, and descriptive title of each drawing locating bent
numbers, span numbers, special detail drawings, standard details, etc.

2. The Bridge Index may be combined with the General Index, which includes all plan
drawings.

1 (21)
3. The General Index to all plans may be placed on the title sheet provided the index
is not complex.

4. The index should be complete for ease of plan use.

GENERAL NOTES

1. General notes for the design and construction of all structures shall be combined
into one sheet. There is usually a need for additional notes to be placed on
structural detail drawings. A standard general note sheet is available through the
Bridge Design Section, however modifications may be required to suit the particular
project.

2. The General Notes should include the following: AASHTO design specifications
under which the bridge structures are designed; the construction specifications
under which the bridge structures are to be constructed; highway design speed,
live load design vehicles, concrete instructions, reinforcing steel, welding structural
metalwork, pile instructions, erection and construction procedures, etc.; all design
criteria not specifically covered by the AASHTO design specifications, and any
instructions considered necessary for the proper construction of the bridge structure.

SUMMARY OF BRIDGE QUANTITIES

1. The "Summary of Bridge Quantities" is a master summary for all bridge quantities.
It shall include item numbers, item descriptions, units of measure, quantities for
each item, sub-total quantities for each bridge and grand total for all bridge
structures.

2. The grand total for each item from the "Summary of Bridge Quantities" must be
included in the Master Summary of Estimated Quantities for the contract plans.

1 (22)
BRIDGE PLAN AND PROFILE (GENERAL PLAN)

1. The plans shall include a plan and profile view of all bridge structures. The profile
view should be detailed directly under the plan view, when practical.

2. The plan and profile drawings should include the following detail information when
applicable. If any details on the general plan must be expanded upon because of
complexity, a more specific detail sheet should be provided.

a) All bridge structures shall include finish grade (FG) elevations along the Profile
Grade Line (P.G.L.) at all bent stations. Provide additional finish grade
elevations at other locations, such as the gutterlines, if necessary for ease of
construction.

b) Bridge profile to include stations along profile grade lines (or other control
lines) at centerline of joint. The type, size, number and length of piles shall be
shown. This information may be placed in tables, provided the tables and
profile drawings are properly cross-referenced, and the bent information is
properly correlated. The tables should be placed close to the plan and profile
drawings. Blank spaces in the tables should be provided for the order length of
piles.

c) Span length of each span along P.G.L.

d) Describe the type of spans to be used (prestressed concrete, welded composite

girders, curved steel spans, etc.).

e) Spans and bents to be identified by number or some other method acceptable

to the Department.

f) Location and description of permanent signing and lighting stations.

g) Location of expansion and fixed ends of spans.

h) Stopping sight distance and horizontal and vertical curve data if applicable.

i) The actual horizontal and vertical dimension clearances to the bridge structures
for railroad, waterways or highway applications.

j) Show details identifying the type and limits of erosion control material such as
riprap and flexible revetment including underground toes of slope.

1 (23)
 k) Plan view showing the location and width of traffic lanes and shoulders, both
on and off the bridge. The fore and side slopes of the embankment, if
applicable.

l) Deck drainage, subsurface drainage, and existing utilities. Provide special

drawings for complex bridge structures.

m) Hydraulic data table, if required. Also the name of the waterway, direction of
flow, high water and low water elevations and spur dike details if required.

n) Guardrail details and layout data at bridge ends. May be placed on separate
detail sheet if needed for more complex details.

o) Location of test piles, core borings and cone penetrometer probing. This
information is to be shown on the foundation plans when required.

p) Location and description of temporary and permanent attenuators and backup

walls for attenuators.

q) Location of any required permanent or temporary sheet pile walls.

TEMPORARY CONSTRUCTION SIGNING, DETOUR LAYOUT AND SEQUENCE OF

CONSTRUCTION

1. Temporary construction signing and sequence of construction detail sheets should

be provided to direct existing traffic through the construction sites.

2. If a bridge or roadway detour is required for the project, plan and profile detail
sheets of the detour, shall be included.

These sheets may either be provided in the roadway or bridge plans depending on the type
of project.

FOUNDATION PLAN

1. A foundation plan shall be provided for all bridge structures (except as noted below)
and shall include the following:

a) All necessary details, dimensions, angles, and controls for ease in locating the
foundations for bridge structures.

b) Overlay of existing foundations to identify any potential conflicts with new

foundations.

1 (24)
 c) Footings for column bents shall include the type of footings (typical footings
may be detailed on special drawings and tabulated as to Type A, B, C, etc.) the
elevation of the bottom of footings, schematic location of piles, direction of
battered piles, bent numbers, station of centerline of each bent along profile
grade line.

d) Foundation plans are usually not required for trestle bent type construction.
However, they may be required on complex bridgework conditions.

e) Foundation plans are usually required for pier type construction and should
include information described in items "a - c" above.

f) Details and information required to construct the bridge foundations shall be

placed in tables for all projects. However, the information furnished in the
tables should be properly correlated to the foundation drawings. Also, the
tables should be located close to the foundation drawings.

g) Actual maximum pile or shaft loads shall be shown in the plans for each pier or
bent. Maximum soil pressure (dead load, live load) shall be shown in the plans
for other foundation types such as spread footings and retaining walls.

SPECIAL DETAILS, (spans, girders, bents, piers, footings, approach slabs, joints, bearings,
retaining walls, etc.)

1. The design drawings shall include full details showing type of construction details
of all structural members, connections, and splices and summary of quantities for
each structural item.

2. All the structural drawings shall be to scale.

3. Tables may be utilized for similar structural items and details - provided the
information in the tables and the detail drawings are properly correlated.

4. A deformed reinforcing steel summary of quantities is to be provided in the plans

(including bar bending details) for each part of the bridge structure (spans, including
precast concrete girders5, bents, piers, footings, columns, etc.). Dimensions relating
to reinforcing steel fabrication are out-to-out of bar. Dimensions relating to
reinforcing steel spacing are center-to-center of bar.

5. Listed below is some general information, which should be included in the plans
when applicable.

5
The reinforcing estimated quantities provided for such structure parts as precast-prestressed concrete
members paid for per linear foot are for information purposes only. In such case as this, estimated quantities
should be provided for a example (or nominal) members of each type.

1 (25)
 a) Camber diagrams for proper fabrication of bridge members and construction of
superstructure. Camber diagrams to include separate ordinates for beam dead
load and any dead load to be placed upon the member (such as bridge barrier,
curb, handrail, wearing surface) after the deck concrete is poured. Final camber
ordinates must include correction for vertical curves.

b) End and intermediate superstructure diaphragms to be located relative to

centerline of joint.

c) Bearing assemblies are to be fully detailed and the finished bearing elevation of
each bearing are to be shown (in tables or special details).

d) Beam dead load reactions for all bridge structures.

e) Live load and dead load moments and shears for all steel spans. For curved
steel spans show LL + DL moments and shears at 20th points.

STANDARD BRIDGE PLANS AND SPECIAL DETAILS

The Bridge Design Section maintains standard plans and special details for various
structural bridge members, permanent signing and guardrail. These standard bridge plans
and special details may be obtained upon written request to the Bridge Design Engineer for
incorporation into any DOTD project. These standard plans and special details should be
included in the final plans when they can be used. For more information, refer to chapter
8.

MOVABLE BRIDGES

The final plans for mechanical drawings shall show complete layouts of the mechanical
systems. All parts to be completely detailed and all commercial equipment shall be
completely specified. A complete "bill of materials" shall be included in the
mechanical plans. Since the Department has its own method of presenting mechanical
drawings, the Engineer should become familiar with the detail practice of the Bridge
Design Section prior to beginning any work. Details for the mechanical system should
be similar to details usually presented in mechanical shop drawings.
ELECTRICAL PLANS

1. The final plans shall include complete electrical plans, including conduit and
equipment layout; control schematics; and complete details of all fabricated,
assembled, or otherwise made-up parts; and complete specifications of all
commercial equipment and apparatus. Furnish complete design of electrical and
illumination systems and of all components. Since the Department has its own

1 (26)
 method of presenting the wiring diagrams, the Engineer should become familiar
with the detail practice of the Bridge Design Section prior to beginning any work.

2. The plan shall include complete power and control elementary wiring diagrams
with all conductors and equipment and apparatus identified; complete conduit and
wire layout; detail drawings and equipment list.

3. When necessary, written special provisions shall be supplied.

4. The Engineer shall be responsible for obtaining written confirmation from the utility
company as to their ability to supply proposed load.

PERMANENT SIGNING PLANS

1. For projects requiring permanent signing, separate detail sheets showing the signing
layout, signing quantities and specific signing details are required. The permanent
signing is normally coordinated through our Geometric Design Section.

2. Permanent signing standard details are maintained by the Bridge Design Section.
These details include small ground signs (breakaway) and large overhead signs.
Structure mounted special support details (bridge, median barrier, retaining wall,
etc.) for large overhead signs are not shown on the standard sign details; these must
be designed and detailed on an individual basis for each specific sign when
required.

Bridge Plans In Final Form (A.C.P's submittal procedure)

1. The Engineer shall submit "reproducibles" of the "Advance Check Prints" (95%
Final Plans) along with any required special provisions and a construction cost
estimate for review and comments. Each sheet must be stamped by a Civil Engineer
registered by the State of Louisiana.

2. The plans, specifications, and estimates are to be reviewed by the Department of

Transportation and Development and others that may be involved such as the
Federal Highway Administration, etc. The Department will advise the Engineer of
all comments, errors and omissions relative to the plans, specifications, and
estimate; which shall be revised and/or corrected by the Engineer. Please be
advised that this is only a cursory check and the Engineer is responsible for the
accuracy and completeness of the plans.

3. The Engineers are to work closely with the Department in order that the final plans,
specifications and estimates may be completed and ready for the proposed contract
letting date.

1 (27)
 Final Plan Payment Milestones Table

PAYMENT TASKS BRIDGE COMMON ROAD

MILESTONE

Completed 1. General plan 1. Submit final typical sections

for review & approval
2. Framing plan
30 % 3. Superstructure design
Distribution
In Progress 1. Foundation layout 1. Review R/W maps
2. Lighting and signing 2. Finalizing hydraulic design
design
3. Superstructure details 3. Finalizing vertical
& horizontal geometry
4. Substructure design 4. Finalizing construction notes
Completed 1. Superstructure details 1. Submit for sequence of 1. Submit for final drainage
construction and construction
signing review
2. Substructure design
3. Foundation layout
60% 4. Lighting and
signing design
Distribution
In Progress 1. Substructure details 1. Summary sheets
2. General notes 2. Joint Layouts
3. Summary of quantities 3. Graphical grades

90 % Completed 1. Pre-ACP submitted for review

prior to distribution
Distribution

95 % Completed 1. Advance Check Print

distribution
Distribution 2. Cost estimate

In Progress 1. Special Provisions

98 % Completed 1. ACP comments addressed

Distribution 2. Final cost estimate
3. Entire set of original plan
sheets transmitted to
Contracts Unit
4. Special provisions

100 % Completed 1. Plans, Specifications &

Estimate.
2. Plans & Estimate transmitted
to General Files

1 (28)
 CONSTRUCTION ENGINEERING SERVICES

For those engineering contracts in which the Engineer is to provide services pertaining to
review and approval of construction contractor's shop drawings and/or working drawings;
listed below are comments relative to these services:

Once the Department authorizes the construction contractor to begin work on the project,
the Engineer shall provide such services as are required to check and approve shop
drawings, and other working drawings. Final Checked Prints shall be stamped "Approved"
and dated, and one (1) print of each shall be retained by the Engineer; and the remaining 8
prints of each drawing shall be distributed by the Engineer.

The distribution by the Engineer will be to the following:

Number of plan sets Department/organization

3 DOTD Construction Engineer (headquarters)

Attn: DOTD Fabrication Engineer (2 copies)
Attn: DOTD Structural Construction
Engineer (1copy)

1 DOTD District Administrator

2 DOTD Project Engineer
1 Fabricator
1 Contractor

A note will be shown on the transmittal letter for distribution of the drawings stating
that the DOTD Structural Fabrication Engineer shall be given notice (10) working days
before work is to begin. The engineer will also be required to examine all erection
drawings submitted.

1 (29)
 DESIGN POLICY GUIDE FOR BRIDGES AND STRUCTURES

GENERAL

The information contained herein is to set forth a design policy guide for the Engineer to
follow in preparation of bridge plans, specifications, and estimates. These criteria are
supplemental to the latest Department design standards, (freeways, arterials, collectors, and
local roads and streets); any project memorandums written to the engineer by the project
coordinator or the Bridge Design Engineer; and the AASHTO Standard Specifications for
Highway Bridges, latest edition, along with current Interim Specifications.

Final design and preparation of contract plans will be based on the applicable part of these
design criteria and preliminary plans as approved by the Louisiana Department of
Transportation and Development, the Federal Highway Administration, and others.

Refer to other chapters in the Bridge Manual for specific design criteria not covered in this
section.

DESIGN

SPECIFICATIONS:

Design Specifications

a) AASHTO "Standard Specifications for Highway Bridges", latest edition, with

current interim specifications and all other pertinent specifications referenced in
Chapter 3 of this manual.

b) "Bridge Design Manual" prepared by the Bridge Design Section of the Louisiana
Department of Transportation and Development.

c) Memorandums and any revisions to the "Bridge Design Manual" issued by the
Bridge Design Engineer periodically.

d) Project structural design criteria shall govern over the above specifications.

1 (30)
Construction Specifications
a) Latest approved Louisiana DOTD Standard Specifications for Roads and
Bridges.

b) Special provisions and supplemental specifications.

Welding Specifications

Welding of structural steel, steel pipe and tubular members, reinforcing steel and
aluminum alloys shall conform to Section 815 of the latest edition of the DOTD
Standard Specifications for Roads and Bridges.

Loading

a) Dead Load - Calculated weight of structure plus 12 psf future wearing surface.
Dry weight of earth 100 lbs/cu.ft.; equivalent fluid pressure 30 lbs/cu.ft.

b) Live Load - Design Live Load shall be AASHTO designation HS20-44 Truck or
Lane Load or HST-18 Truck Load, whichever governs except that HST-18 shall
generally not be used for local roads and streets except where heavy truck
traffic exists. Alternate Military Load shall be applied on the Interstate System.
Only HS20-44 Truck or Lane Loading shall be used for fatigue design when
applicable. For two design traffic lanes, the load lanes may be adjacent to and
touching one another, causing the wheel loads to be 4 feet apart.

c) Wind Loads - Wind forces are to be applied in accordance with the AASHTO
Specifications.

d) Seismic Loading must be investigated in accordance with the AASHTO

Specifications (Guide Specifications for Seismic Design of Highway Bridges).

e) Other loads such as temperature and stream forces shall be in accordance with
the latest AASHTO specifications.

Materials and Required Strengths

a) Reinforcing Steel - Reinforcing steel bars shall be Grade 60.

1 (31)
 b) Prestressing Strand - Prestressing strand for precast prestressed AASHTO girders
shall be ½” nominal diameter uncoated seven (7) wire low relaxation strands of
ultimate strength 270 ksi.

c) Concrete

1) Concrete for frame bent footings, columns and caps, pile bent caps, and
abutments shall be Class "A" as defined by the Standard Specifications.
With a design strength of 3000 psi.

2) Concrete for deck slab, approach slabs, diaphragms, and barrier railing
shall be Class "AA" as defined by the Standard Specifications with a
design strength 3200 psi.

3) Concrete for prestressed concrete AASHTO girders shall be Class "P" with
a f'ci (initial) of 4000 psi and a 28 day f'c of 5000 psi . Class "P(M)" with
a f'ci (initial) of 4500 psi and a 28 day f'c of 6000 psi. Girder designs
requiring higher concrete strengths shall have Department approval prior
to inclusion into final design plans.

4) Concrete for prestressed concrete piles shall be Class "P" with a f'ci
(initial) of 4000 psi and a 28 day f'c of 5000 psi .

5) Drilled Shafts shall be class "S" concrete.

Superstructure Design: Refer to Chapter 5 for further information.

Substructure Design: Refer to Chapter 6 for further information.

Bridge Embankments and Revetments: Refer to Chapter 6 for further information.

Environmental/permit information: Refer to Chapter 7 for further information.

Utilities
Provisions will be made for any utilities on or within any structure when deemed
necessary. Existing utilities will be relocated when required.

Lighting and Permanent Signing

Supports for signs and luminaries, including anchor bolts, nuts, and washers, shall be
detailed in the plans. See Chapter 10 for permanent signing information.

1 (32)
DETAILS

Detailing Practices

1. The plans shall be prepared in conformance with the General Guide for Bridge
Plan Preparation and Chapter 9 of this manual.

2. Reinforcing

a) All reinforcing shall be detailed in accordance with the Code of Standard

Practice of the Concrete Reinforcing Steel Institute.

b) All bending dimensions shall be "out-to-out".

c) No allowance shall be made in bar lengths for bends, except for hooks.
Maximum bar lengths shall be 40 ft for #4 bars, and 60 ft for #5 bars through
#11 bars. Bar sizes greater than #11 bars will not be permitted. Lap splices
shall be as specified by AASHTO.

d) The minimum concrete cover from the surface of the concrete to the face of any
deformed reinforcing bar shall not be less than the following:

Top of deck slab = 2 in.

Bottom of deck slab = 1in.

Precast Piles = 3 in. (except for 12” or 14” piles which shall have 2” cover).
All other reinforcing bar cover shall be 2 in. unless otherwise noted in plans.

e) Complete bar lists shall be placed with each unit of the structure on the final
plans.

1 (33)
MISCELLANEOUS

1. Summary of Quantities - When preparing contract plans with test piles, it is

mandatory that certain items be included in the bridge summary of quantities. Refer
to Chapter 6 for test pile information.

2. Design computations shall be maintained by the Engineer and shall be neatly

arranged, clearly identified and bound. This information will be available upon
request by the Department. Quantity computations and cost estimates will be
prepared similar to design computations and submitted with the final plans. All
computations should be stamped by a licensed Louisiana Professional Engineer.

3. When plans are submitted to the Department of Transportation and Development

by a Consultant Engineer for review, such plans shall be accompanied by a written
certification from the Engineer that a detailed check has been made prior to
submission.

1 (34)
 CHAPTER

BRIDGE REPLACEMENT PROGRAM .............................................................................................. 1

METHOD FOR SELECTING AND PROGRAMMING BRIDGES FOR REPLACEMENT AND REHABILITATION..... 1
Structural Adequacy ................................................................................................................. 2
Functional Adequacy and Serviceability .................................................................................. 2
Essential for Public Use ............................................................................................................ 2
Selection of Bridges In Need of Replacement and Rehabilitation Flow Chart........................... 4
Bridge Length Measurement Criteria (NBIS definition), Drawing ............................................. 5

RATING AND INSPECTION OF BRIDGES DEFINED ..................................................................... 6

INVESTIGATION OF OVERWEIGHT VEHICLES ............................................................................ 7

INTRODUCTION ............................................................................................................................. 7
TWO TYPICAL OVERWEIGHT VEHICLE COMBINATIONS ...................................................................... 7
TERMINOLOGY ............................................................................................................................... 8
INFORMATION TO BE FURNISHED BY THE PERMIT REQUESTER .............................................................. 9
INFORMATION TO BE FURNISHED BY PERMIT OFFICE ........................................................................ 10
SUSPENSION SYSTEMS ................................................................................................................... 10
ANALYSIS..................................................................................................................................... 11
STRUCTURAL RATING OF BRIDGES ........................................................................................... 13
INTRODUCTION ........................................................................................................................... 13
SCOPE ......................................................................................................................................... 13
COMMENTARY ............................................................................................................................. 13
ANALYSIS..................................................................................................................................... 14
WEIGHT LIMITS FOR DEFICIENT BRIDGES IN LOUISIANA ...................................................... 17
INTRODUCTION ........................................................................................................................... 17
SCOPE ......................................................................................................................................... 17
COMMENTARY ............................................................................................................................. 17
ANALYSIS..................................................................................................................................... 18
Vehicle types.......................................................................................................................... 18
Computation of Rating Factors ............................................................................................... 19

BRIDGE WEIGHT LIMIT REQUIREMENTS TABLE........................................................................ 21

EXAMPLES OF POSTING SIGN LEGENDS........................................................................................... 21
BRIDGE RATING AND PERMIT LOAD REVIEW PROCEDURE REFERENCE LIST ........................ 22

2 (i)
 BRIDGE REPLACEMENT PROGRAM

METHOD FOR SELECTING AND PROGRAMMING BRIDGES FOR REPLACEMENT

AND REHABILITATION

The priority for the selection of bridges for replacement or rehabilitation with federal
bridge replacement funds is established by the following three (3) parameters:

1. Structural adequacy

2. Functional adequacy and serviceability

3. Essential for public use

More specifically, the following information is compiled to make up the above referenced
parameters: structural deficiency, posted bridges (weight limits below statutory limits),
traffic count (ADT), class of highway, available detour routes, bridge geometry (particular
bridges < 20' wide), bridge inspection reports, and district recommendations for
replacement (submitted annually).

The Federal Highway Administration has developed a formula for prioritizing bridges that
evaluates the above parameters, and provides an overall rating for the bridge called the
"sufficiency rating". The sufficiency rating assigns a numerical value ranging from 0 to 100
to a given bridge with the following percentage points applied to each parameter:

Structural adequacy 55
Functional adequacy and serviceability 30
Essential for public use 15
100

A bridge must be at least 20' in length to qualify for replacement or rehabilitation funds.
For the purpose of applying the National Bridge Inspection Standards (Code of Federal
Regulations 23 Hwy. Part 650) and the Federal Highway Bridge Replacement and
Rehabilitation Program (HBRRP) and in accordance with the AASHTO Highway
Definitions Manual. A "bridge" is defined as a structure including supports erected over a
depression or an obstruction such as water, highway or railway and having a track on
passageway for carrying traffic or other moving loads, and have an opening measured
along the controls of the roadway of more than 20 feet between undercopings of
abutments, or string lines of arches or extreme ends of openings for multiple boxes. It may
also include multiple pipes where the clear distance between openings is less than half of
the smaller contiguous opening. See sketch on page 2 (5) for defining length L.

2 (1)
A sufficiency rating of less than 50 and classification as structural deficient or functionally
obsolete is required to qualify a bridge for replacement, whereas, a sufficiency rating of less
than 80 will qualify a bridge for rehabilitation. Although the sufficiency rating accounts, in
large degree, for the factors mentioned above, a subjective review of all pertinent data is
followed in the selection process. Most of the information mentioned above is available on
the computer (CICS - STRM mainframe database file), and can be obtained from the
Department's Bridge Maintenance Section. This information can be grouped and sorted as
required to aid in the bridge selection process. The following is a discussion of the three
major parameters:
Structural Adequacy
This is determined from a list of posted bridges, bridge inspection reports, district
recommendations, and is part of the sufficiency rating. This is the most important factor in
the evaluation process as a bridge failure could be catastrophic. The actual field
conditions of the bridge are determined by reviewing the bridge inspection reports. The
recommendations from the districts, which reflect first hand knowledge of the relative
condition of the various bridges in their jurisdiction, are also very helpful in determining
structural adequacy.

Functional Adequacy and Serviceability

This is determined from the bridge inspection reports, district recommendations, and is
part of the sufficiency rating. The geometry of the bridge is evaluated in the bridge
inspection report. Generally, the most important factor of the bridges' geometry is the
clear roadway width. Narrow bridges, if they are structurally adequate, can be widened
rather than replaced. Serviceability is related to factors like stream scour, maintenance of
movable bridges, and deck deterioration, etc. The frequency and severity of marine,
railroad and automotive traffic accidents are also important factors. They are reflected in
the bridge inspection reports and district recommendations.

Essential for Public Use

This is determined by the traffic count, class of highway, available detour routes, and is
part of the sufficiency rating. The structural and functional adequacy of the bridge is
evaluated in conjunction with the traffic count in order to minimize the exposure of
motorists to unsafe conditions. If two bridges exist with the same degree of inadequacy,
the one with the higher volume of traffic would receive the greatest priority. Additionally,
if the bridge is on a truck or school bus route or crosses a major river or stream, it would,
similarly, receive extra attention. Non-redundant routes (those without available detours)
would have a higher priority than redundant routes.

2 (2)
Although there are numerous ways that the referenced data can be used in the selection
process, one recommended procedure involves the compilation of three lists:

1. Bridges with the lowest sufficiency rating.

2. Bridges with the highest priority district recommendations.

3. The most severely posted bridges.

Generally, if a bridge appears on all three of these lists, it will have a high priority for
replacement. All of the information previously mentioned should be considered when
compiling these lists. It is important to achieve some degree of balance between the
number of bridges replaced or rehabilitated in each district. Grouping of bridges into
projects is another consideration. For example, if a bridge on a section of highway has a
lower priority for replacement than other structures on either side of it, serious
consideration should be given to including it with the other bridge replacements. If the
structure does not qualify for bridge replacement (sufficiency rating of > 50) but is deemed
in need of replacement by the bridge engineer, optional funding (NHS, STP or State) will
be necessary

In some instances, it may be desirable to schedule field trips to inspect various bridge sites
to obtain a more adequate understanding of their relative priority. Close communication
with the districts is desirable.

2 (3)
Selection of Bridges In Need of Replacement and Rehabilitation Flow Chart

Sufficiency Rating First level of priority: Bridge Inspection Report

STRUCTURAL
Posted Bridges List ADEQUACY District Recommendations

Sufficiency Rating Second level of priority: Bridge Inspection Report

FUNCTIONAL
ADEQUACY AND
Bridge Geometry, SERVICEABILITY District Recommendations
Accidents, etc

Sufficiency Rating Third level of priority: Available Detour Routes

ESSENTIALITY TO THE
Highway Class and Traffic District Recommendations
PUBLIC
Count (ADT) Traffic Type

FINAL ORDER OF
PRIORITY

PROGRAM ORDER
FHWA APPROVAL

TRACKING OF ALL
BRIDGES THROUGH
THEIR LETTING AND
CONSTRUCTION

2 (4)
 RATING AND INSPECTION OF BRIDGES DEFINED

Louisiana is in compliance with FHWA/NBIS/AASHTO requirements. The Bridge Design

Section is responsible for road rating of all structures on the State Maintained System. All
bridge structures are rated at two stress levels (inventory and operating). Any structure that
has an operating rating of less than 3.0 tons will be recommended for closure to any
vehicular traffic. The Bridge Maintenance Section is responsible for establishing the bridge
inspection policy. All Louisiana bridges are inspected at two-year maximum intervals. It is
the responsibility of the city or parish authority to rate off-system structures within its
jurisdiction. Presently all timber span structures are rated by our Bridge Maintenance
Section. If a bridge is not capable of carrying statutory loads, it is posted for a lesser weight
limit in accordance with EDSM 1.1.1.8. Most structures in poor condition are re-rated in
accordance with EDSM 1.1.1.15.

2 (6)
 INVESTIGATION OF OVERWEIGHT VEHICLES

INTRODUCTION

The Truck Permits Office requests an investigation by the Bridge Design Section for a
proposed passage of an overweight vehicle. They grant a permit based on the
recommendation of Bridge Design that will specify the use or conditional use of any bridge
involved. Presently, bridge design only reviews vehicles that weighs in excess of 254,000
pounds and/or that have an axle weighing in excess of the legal maximum allowable
amount as given in the latest "Louisiana Regulations for Trucks, Vehicles, and Loads"
published by the Louisiana Department of Transportation and Development. The
proposed vehicle combination is reviewed, and then the bridge or bridges involved are
structurally analyzed for the resulting capacity with according to the AASHTO Design
Specifications and the AASHTO "Manual for Condition Evaluation of Bridges".

Review of the Proposed Overweight Vehicle:

TWO TYPICAL OVERWEIGHT VEHICLE COMBINATIONS

Centerline Pay Load

Centerline King Pin
C.G.
5thwheel

Steering Tandem Drive Tridum Axle Quadrum Axle

Axle Axle
LOWBOY
TRUCK TRACTOR JEEP

Counterweight
Pay Load
Bolster

Steering Tridum Drive Quadrum Axles Multiple Axles

Axle Axle

TRUCK TRACTOR DOLLY STEERABLE DOLLY

2 (7)
TERMINOLOGY

General definitions are given in the previously mentioned references and AASHTO's
"Recommended Policy on Maximum Dimension and Weights of Motor Vehicles to be
Operated Over the Highways of the United States". Some specific definitions are as
follows:

a) A vehicle is a device in, upon, or by which any person or property may be

transported or drawn upon a highway except devices powered by humans or
used exclusively on stationary rails or tracks.

b) A hauling unit is a combination of vehicles connected together in a series.

c) A tractor is a motorized vehicle, which steers and propels the vehicle

combination.

d) A lowboy is a low, usually flat platform upon which the payload is placed.

e) A jeep is a vehicle connected between the tractor and the lowboy when
necessary to distribute one reaction from the lowboy to more axles than
provided by the tractor.

f) A dolly is a low, flat platform upon which one end of the payload is placed.

g) A booster unit is one or more axles mechanically attached to the rear of a

vehicle as a unit to provide a lifting effect to the rear and increase the number
of effective axles. It can be a temporary or permanent addition.

h) A connection is a load transfer point which consists of a kingpin and a fifth

wheel and which allows rotation and easy assembly.

i) A kingpin is usually a steel pin located in the gooseneck of a lowboy or jeep,

which is inserted into the center of the fifth wheel. Its location is often
adjustable.

j) A fifth wheel is a disc located over or forward of the rear tractor axles and
forward of the jeep unit's axles, is usually attached through a hinge mechanism
to the frame of its unit, and is designed to accept loads transferred from the
gooseneck. It allows the trailing unit to swivel about the kingpin and its
location is often adjustable.

k) The tare weight is the weight of the vehicle.

l) The pay weight is the weight of the load to be carried and is often referred to as
the payload.

m) The gross weight is the sum of the tare weight and the pay weight.

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INFORMATION TO BE FURNISHED BY THE PERMIT REQUESTER

Trucking companies that apply for overweight permits are not always able to properly
determine the vehicle combination and load configuration. Thus it is necessary that the
permit requester submit the following information for the reviewer to verify the weight
distribution to the axles. The tare weight, the pay weight, and the gross weight have to be
given separately.

a) The location of the centerline of each axle

b) The location of the connections to the jeep and tractor

c) The location of the bolsters and other load points

d) The spacing and size of wheels on each axle

e) The length and width of flat beds

f) The maximum height of the loaded vehicle

g) The location and orientation of the payload on the vehicle

h) The overall dimensions of the payload to be hauled on the plan, side and end
elevation views

i) The location of the center of gravity of the payload

j) The pay weight in pounds

k) The tare weight of each axle in pounds

l) Maximum tire load for each axle and

m) Centerline transverse spacing of each group of wheels

Tare weights can best be obtained by weighing the empty vehicle combination assembled.
Occasionally this is not practical or convenient, and the weights of the individual
components are used. For the purposes of checking, an estimated weight of axles can be
used by assuming that each four-tire line axle weighs 2,000 pounds, increasing this weight
by 500 pounds per each additional tire and then distributing the remainder of the weight
equally between the kingpin and the axle group.

If there is confusion over the vehicle combination, there are three possibilities that may
help: photographs of the various suspension systems and components, a manufacturer's
drawing or a field trip may be necessary.

2 (9)
INFORMATION TO BE FURNISHED BY PERMIT OFFICE

A good quality copy of the state, parish, and/or city map marking the proposed route to
ensure that the route to be reviewed is the correct one.

SUSPENSION SYSTEMS

a) A conventional mechanical system is a combination of levers and pins, which

distribute loads evenly to the axles. The levers are referred to as "walking
beams" and the pins are referred to as trunnions. This system is being replaced
more and more by pneumatic and hydraulic systems, which are considered
equal or superior to the conventional mechanical ones.

b) A pneumatic system distributes the load evenly to the axles by maintaining

constant gas pressure. It becomes totally inoperative if it malfunctions, but
otherwise it is considered fully capable of distributing the load as specified in
the analysis section given below. The system reacts and adjusts quickly to
pressure changes due to variations in the pavement elevation and, therefore, is
used in vehicles that are driven at high speeds.

c) A hydraulic system operates similarly to a pneumatic system except it maintains

constant fluid rather than gas pressure and does not react and adjust quickly to
pressure changes due to variations in the pavement elevation. It is, therefore,
used in vehicles that are driven at slow speeds that allow time for changes.

d) The suspension system for a booster unit can be independent from the vehicle
to which it is attached and may be mechanical or pneumatic. Hydraulically
suspended booster units are not allowed because of their inability to quickly
adjust to variations in the pavement elevations.

The vehicles comprising the hauling unit may have the same or different types of
suspension systems. A specific vehicle may have a hydraulically suspended booster unit
while the rest of its system is a conventional mechanical one. Vehicle units are available.
However, they are entirely suspended by pneumatic or hydraulic systems.

2 (10)
ANALYSIS

1. Locate the path across the bridge for the overweight vehicle that would create the
least overall stress on the components of the bridge.

a) For concrete decks, the location might be where the wheels are close to the
longitudinal members and not centered between them.

b) For longitudinal members, the location might be where the wheels are over the
maximum number of the members.

c) For roadways cantilevered from a central support, the location might be as near
to the support as practical.

d) Generally, the location is where the centerline of the overweight vehicle

coincides with the centerline of the bridge.

2. Distribute the wheel loads according to engineering judgment.

a) AASHTO wheel distribution factors are not applicable to the widely spaced four
tire line axles (distance center to center of dual tires greater than 6'-0") or the
eight tire line axles.

b) For concrete decks, the transverse distribution can be taken as simply supported
with a continuity factor applied and the longitudinal distribution as the analyst
decides to be appropriate.

c) For longitudinal members, the transverse distribution could be according to

how the analyst thinks the members will carry it.

3. Ignore the booster units in the first analysis of bridges that are to carry the vehicle
combination proposed and use them only if they are determined necessary to
reduce the bridge stresses to an acceptable level. The amount of load transferred to
a booster unit in a positive way is difficult to determine other than by obtaining the
weight of the unit's axles deactivated and then fully activated on truck weighing
scales. Since these add-on type axles are not necessary to the successful operation
of the conventional units to which they are attached, it is possible for them to
malfunction or, inadvertently, not be activated resulting in a much different
distribution of the load. The first analysis will give the analyst insight to potential
problems that a deactivated condition could cause.

4. Restrict or eliminate entirely the other traffic on a bridge during the passage of an
overweight vehicle.

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5. Reduce the live load impact determined according to AASHTO specification or
eliminate it entirely by requiring the vehicle to proceed at crawl speed (5 mph or less)
while on a bridge other than a timber one.

6. Do not subject timber bridges to a crawl speed by an overweight vehicle since impact
is not a consideration and timber is adversely affected by the increased duration of
load. A speed of 15 mph, or more, depending upon the smoothness and general
condition of the bridge deck is appropriate.

7. Compute stresses in a bridge at an absolute maximum of the operating stress level.

This may be reduced if justified by poor structural condition of a bridge that cannot be
verified by physical examination and measurement.

8. Presently we do not analyze bridge substructures and foundations as well as box

culverts and pipes unless their capacity is in question due to the relative size or
configuration of the proposed vehicle combination.

2 (12)
 STRUCTURAL RATING OF BRIDGES

INTRODUCTION

Structural rating deals with determining the load carrying capability of a bridge. This
determination is made based on information gained from an in-depth inspection of the
structure and the review of the "as-built" plans. The ultimate result of structurally
evaluating all bridges accordingly is to provide a uniform, relative, load carrying capacity
of all bridges, accounting for their "as-built" and current conditions.

SCOPE

This article presents an approach to determining the live load carrying capacity of any
given structure. It is limited to only the method and not a complete analysis of an entire
structure in detail. The details of the analysis are governed by the "Manual for Condition
Evaluation of Bridges" published by AASHTO, henceforth referred to as the manual.

COMMENTARY

Structural rating of bridges, as presented in the manual, leaves a great deal of latitude in
approach and procedure. Bridges may be rated by any of several vehicle configurations
which include the standard AASHTO live load, "typical" legal vehicle configurations
presented in the manual, or the legal vehicle configuration of any given state.

The importance of the structural rating of bridges both qualitatively and quantitatively is to
determine the relative strength and safety of all the bridges on a highway system for the
more obvious reason to protect the motoring public. The information will allow planners
to determine the critical structures on a route that may be repaired, modified, or replaced
to upgrade the whole route and permit commercial truck traffic with the least restricted
condition.

There are many philosophical approaches to rating bridges. Some states determine the
carrying capacity of bridges in terms of the maximum legal vehicle and/or permit vehicle a
bridge can carry. Another approach that has favor of the Department is the use of the
standard AASHTO load configurations (lane loads and truck loads) which are based on the
"H" or "HS" truck followed by a number which is linearly interpolated or extrapolated from
the usual "H" and "HS" 15 and 20.

It is felt that the latter approach will realistically depict the relative strength of bridges and
that it is more readily understood by other agencies which may have use for the data but
may not be familiar with the State's legal load configuration. Due to the severe wheel
weight application of the "H" and "HS" trucks, a third vehicle configuration is added to
avoid unnecessarily severe posting restrictions on bridges.

2 (13)
ANALYSIS

1. The structural analysis of load carrying capacity of any particular bridge shall be
limited to the structural carrying capacity of the prime structural members under
normal loading. The loads to traffic rails, lateral systems, and such are not
considered as normal loads. These items will be graded qualitatively.

2. The method of determining the "H" or "HS" truck load rating is as follows:

a. The axle loads are in algebraic symbols in the same proportion and spacing as
the "H" and "HS" loads.

8k 32k 8k 32k 32k

14’ 14’ 14’

H 20 HS 20

P/4 P P
P/4 P

14’
14’ 14’

H (5P/8) HS(5P/8)

The H-20 truck is a 20-ton vehicle with two (2) axles with a rear to front weight
ratio of four (4) to one (1). The HS-20 truck is a 36-ton vehicle with three (3)
axles and rear to front axle ratios of 4:4:1. The 20 represents the sum of the
weights of the front and adjacent axles in tons. The normal unit of weight for
the axles is the kip or kilopound.

b. The stress caused in each part of the structure is calculated in terms of "P",
which includes live load and impact.

c. The net maximum stress in the respective members is determined. This is the
total allowable stress less the dead load stress that results in the stress reserved
for live load and impact.

2 (14)
 d. The net maximum stress and the stress in terms of "P" are equated and the
value of "P" is determined in kips.

e. The "H" or "HS" number as used will be 5P/8.

3. The method of determining the "H" or "HS" lane loading is derived in a similar
fashion as the trucks’ loads. The loads are applied according to the applicable
AASHTO Specifications as follows:

a. Lane Loads:

18k (26k) 13.5k (19.5k)

0.64k/ft 0.48k/ft

H20 and HS20 H15 and HS15

P=(225w÷8)k [(325w÷8)k]

w k/ft

H(125w¸4) and HS(125w¸4)

b. The stresses in each part of the structure caused by the live load and impact
are determined in terms of the uniform load "w" in kips per foot.

c. The net maximum stress in the respective members is determined.

d. The net maximum stress and the stress in terms of "w" are equated, and the
value of "w" is determined in kips per foot.

e. The "H" and "HS" number is calculated as 125w¸4.

2 (15)
4. The method of determining the "H" wheel load to bridge deck slabs will be computed
as provided in the AASHTO specifications and as follows:

P
16k

H20 H(5P/4)

The same steps are used as described in computing truck loads under 2.b. through
2.d.

5. Posting vehicle configurations are utilized and evaluated similarly to the AASHTO
"H" and "HS" vehicles and have the following configuration:

9k 16k 16k 9k 16k 16k 16k 16k

8’ 4’ 8’ 4’ 8’ 4’

TYPE 3 TYPE 3-S2

2 (16)
 WEIGHT LIMITS FOR DEFICIENT BRIDGES IN LOUISIANA

INTRODUCTION

Louisiana law, as applicable to interstate highways, allows triple axle weights up to 42,000
pounds, maximum, tandem axle weights up to 34,000 pounds, maximum, single axle
weights up to 20,000 pounds maximum, and a weight of 650 pounds per linear inch of tire
tread width, maximum. For non-interstate highway see Louisiana Regulation for Trucks,
Vehicles, and Loads Publication. Assuming the typical truck tire to have a ten (10) inch tire
tread width, the maximum steering axle weight could typically be 13,000 pounds. The
maximum legal vehicle weight is 80,000 pounds with the exception of the Type 3-S3,
which has a maximum legal weight of 88,000 pounds. Bridges which cannot
accommodate these maximum legal loads must be provided with regulatory weight limits
to protect the motoring public from their potential failure.

SCOPE

The method of determining which bridges are structurally deficient is presented herein
with the procedures for placing regulatory weight limits upon them. Also, advisory weight
limits are discussed.

COMMENTARY

Weight limits are required on all bridges found to be structurally deficient on the Federal
Aid Highway System. This is established in Title 23 Highways, Part 650.303(C) National
Bridge Inspection Standards of the Federal Register. It is the opinion of the Department's
General Counsel that all bridges on the State maintained highway system which are known
to be structurally deficient for carrying legal loads but not restricted to the appropriate
weight limits are a legal liability to Louisiana if they were to result in loss of property or
life.

The Department utilizes a policy of posting bridges for vehicles at one weight limit and
combination of vehicles at another weight limit. Act 35 of the 1978 Louisiana Legislature
created a non-standard sign for advisory weight limits as opposed to regulatory weight
limits. The Department utilizes the advisory weight limits on bridges indicated in fair or
better structural condition which require weight limits of fifteen (15) tons or more for
vehicles and twenty-five (25) tons or more for combination of vehicles. All other bridges
require regulatory weight limits. The posting of regulatory/advisory signs is in accordance
with the EDSM 1.1.1.8.

2 (17)
Regulatory weight limits must be established legally. This is accomplished by filing the
"Assistant Secretary's/Chief Engineer's Order" restricting the weight limits on a bridge in
the Office of the Clerk of Court in the Parish in which the bridge is located. When the
bridge is located on a Parish boundary, both Parish Clerks of Court must have the
appropriate documents filed with them. Only then are the bridges in question legally
posted and the appropriate authorities can enforce the weight limits.

Advisory signs are not legally established and therefore not subject to enforcement. The
only difference between the advisory weight limit signs and the regulatory weight limit
signs is that there is not advance warning for advisory weight limits and the background
color is yellow for the advisory sign as opposed to white for the regulatory sign.

ANALYSIS

The posting evaluation vehicles consist of the (H vehicle configuration) Type 2 vehicle,
and Type 3 vehicle, the (HS vehicle configuration) Type 2-S1 vehicle and the Type 3-S2
vehicle. Bridges are rated for the operating rating stresses, which are higher than the
original design stress values. The weight of the "H" or "HS" vehicle configuration along
with the weight of the Type 3 vehicle or Type 3-S2 vehicle respectively are computed
which will produce the operating rating stresses. If the computed weights of either or both
vehicle configurations are less than the maximum legal weight for their configurations, the
bridge requires weight limits in accordance to the EDSM 1.1.1.8.

The rating/posting evaluation vehicles are coded by a three (3) digit number. This code
(e.g., 117, 228, 430, 544) is demonstrated in the following Vehicle Types and Weight
Limit Requirement Table (see page 2 (21)). The first digit is designated as the Rating
Vehicle Code and is unique to the vehicle type. The second two (2) digits are the gross
vehicle weight to the nearest ton with leading zeros. This code is the same as specified in
the “US DOT/FHWA Recording and Coding Guide”.

Vehicle types

Vehicle type 2 Vehicle type 2-S1 Vehicle type 3 Vehicle type 3-S2
Rating Vehicle Code 1 Rating Vehicle Code 2 Rating Vehicle Code 4 Rating Vehicle Code 5

2 (18)
Computation of Rating Factors
The following expressions are used in determining the load rating of a structure based on
the moment capacity.

(a) Load Factor Method 3 Mu - MDL

5 1.3
Inventory Rating Factor = RFINV =
MLL (1 + I)

Mu - MDL
Operating Rating Factor = RFOPR = 1.3

MLL (1 + I)

Where: Mu = moment capacity of the structure

MDL = moment due to dead load
MLL = moment due to live load
I = the impact factor to be used with the live load

(b) Allowable Stress Method

MINV - MDL
RFINV =
MLL (1 + I)

MOPR - MDL
RFOPR =
MLL (1 + I)

Where: MINV = moment capacity at the inventory level

MOPR = moment capacity at the operating level

RT = Rating in tons = (RF) W

Where W = weight (in tons) of the truck used in determining the live load effect.

Example: If we have used HS20 truck and have obtained (RF) INV = 1.35 and

2 (19)
 (RF) OPR = 2.25,

Inventory Rating = (1.35) (36)

= 48.6
= 48 (Decimal portion is truncated)

Operating Rating = (2.25) (36)

= 81

If we have used the posting vehicle as Louisiana Type 3-S2 truck and have
obtained
RFOPR = 2.54

Posting Rating = (2.54) (36.5)

= 92.7
= 92 (Decimal portion is truncated)

NBIS (National Bridge Inspection Standard) code for Rating:

For Inventory and Operating ratings, add the digit 2 in front of the rating value in
tons, if the HS20 truck is used.

For Posting rating, add the digit 5 in front of the rating value in tons.

Rating for the above example in NBIS Format:

Inventory: 248

Operating: 281

Posting: 592

2 (20)
 BRIDGE WEIGHT LIMIT REQUIREMENTS TABLE

Operating Rating Limit Posting Vehicle Weight

Range or Value Range or Value Requirements

100 - 102 400 - 402 Type IV (closed)

103 403 Type III (03T)
104 404 Type III (04T)
105 - 109 405 - 409 Type III (05T)
209 - 214 509 - 514 Type III (05T)
110 - 114 410 - 414 Type II (10T - 15T)
215 - 224 515 - 524 Type II (10T - 15T)
115 - 117 415 - 419 Type II (15T - 25T)
225 - 228 525 - 534 Type II (15T - 25T)
118 - 119 Type II (15T - 25T)
229 - 234 Type II (15T - 25T)
120 - 124 420 - 424 Type II (20T - 35T)
235 - 239 535 - 539 Type II (20T - 35T)
125 - 129 425 - 429 Type II (25T - 40T)
240 - 243 540 - 543 Type II (25T - 40T)
130 - 199 430 - 499 No Limit
244 - 299 544 - 599 No Limit

The table shows the rating requirements for the State of Louisiana. Select the lower weight
limit requirement for the operating and posting vehicle for operating rating values above
double line. Select the higher weight limit for the operating and posting vehicle for
operating rating values below double line.

EXAMPLES OF POSTING SIGN LEGENDS

TYPE II TYPE III TYPE IV

2 (21)
 BRIDGE RATING AND PERMIT LOAD REVIEW PROCEDURE
REFERENCE LIST

1. AASHTO Virtis and BRASS/BARS computer program manuals and software.

2. AASHTO "Guide for Maximum Dimensions and Weights of Motor Vehicles and for the
Operation of Non-Divisible Load Oversize and Overweight Vehicles", Rev. 1988.

3. AASHTO "Manual for Condition Evaluation of Bridges", 1994 second edition and latest
Interim Specifications.

4. AASHTO "Standard Specification for Highway Bridges", Sixteenth Edition, 1996 and
Interim Specifications.

5. Bridge Gross Weight Formula, U.S. Department of Transportation and FHWA Publication,
1982.

6. Bridge Rating Procedure and Policy Guide Manual, 1988 (prepared by LA DOTD Bridge
Rating Unit).

7. Code of Federal Regulation "23 CFR 650", Rev. 1988.

8. Engineering Directives and Standards Manual (EDSM) 1.1.1.8, & 1.1.1.15 for Posting and
Frequency of Re-rating Policy.

9. FHWA "Bridge Inspector's Training Manual 70", 1979.

10. FHWA Recording and Coding Guide for the Structure Inventory and Appraisal of the
Nation's Bridges, 1988.

11. Louisiana Legislative Act 35 of 1978 for Posting Advisory Weight Limit Signs.

12. Louisiana Legislative Act 686 of 1987 (House Bill No. 1542) for Compliance of Bridge
Formula.

13. Louisiana Legislative Act 1342 of 1997 (Senate Bill No. 792) for Permit Vehicle, Gross Vehicle
Weight, and Axle Load and Spacing Limitation.

14. Louisiana Recording and Coding Guide for the Structure Inventory and Appraisal of the
State Bridges, 1979.

15. Louisiana Regulation for Trucks, Vehicles and Loads, and Multi-State Permit Agreement for
Oversize and Overweight Vehicle, 1996.

16. National Bridge Inspection Standards - Transmittal 427, 1989.

17. Timber Construction Manual, latest edition, and USDA Forest Service Timber Design
Specifications.

NOTE: All of the above references are available in the Rating Unit Office.

2 (22)
 3
CHAPTER

TABLE OF CONTENTS
HIGHWAY DESIGN STANDARDS ................................................................................................ 1
DESIGN STANDARDS MEMORANDUM ............................................................................................. 2
DESIGN STANDARDS FOR FREEWAYS............................................................................................... 3
DESIGN STANDARDS FOR RURAL ARTERIAL ROADS AND STREETS ...................................................... 5
DESIGN STANDARDS FOR URBAN AND SUBURBAN ARTERIAL ROADS AND STREETS ............................. 7
DESIGN STANDARDS FOR RURAL COLLECTOR ROADS AND STREETS ................................................. 10
DESIGN STANDARDS FOR URBAN AND SUBURBAN COLLECTOR ROADS AND STREETS ....................... 12
DESIGN STANDARDS FOR LOCAL ROADS AND STREETS ................................................................... 15
CHECK LIST FOR DISTRICT WHILE REVIEWING PROPOSED CONSTRUCTION SITES. ............ 17

LIST OF PUBLICATIONS USED IN THE DESIGN OF BRIDGE STRUCTURES .............................. 18

LIST OF CONSTRUCTION SPECIFICATIONS MANUALS ........................................................... 18

LIST OF PUBLICATIONS USED AS GUIDES IN THE DESIGN OF BRIDGE STRUCTURES........... 19

LIST OF MATERIALS SPECIFICATIONS MANUALS ..................................................................... 19

LIST OF BRIDGE RATING AND BRIDGE INSPECTION MANUALS ............................................ 19

BRIDGE SPECIFIC DESIGN CRITERIA........................................................................................... 20

LOADING .................................................................................................................................. 20
BRIDGE WIDTH .......................................................................................................................... 20
BRIDGE FINISH GRADE ELEVATION ............................................................................................... 20
Hydraulic Criteria................................................................................................................. 20
Overpasses........................................................................................................................... 20

TYPICAL ORDER FOR BRIDGE PLAN SHEETS ............................................................................ 21

PROCEDURES FOR REVISIONS AND PLAN CHANGES.............................................................. 22

DEFINITIONS .............................................................................................................................. 22
Revisions.............................................................................................................................. 22
Plan Change ......................................................................................................................... 22
REVISION PROCEDURES ............................................................................................................... 22
PLAN CHANGE PROCEDURES ....................................................................................................... 22
EXAMPLES SHOWING REVISIONS PROCEDURES ............................................................................... 24
EXAMPLES SHOWING PLAN CHANGE PROCEDURES ......................................................................... 25
STOPPING SIGHT DISTANCE..................................................................................................... 26

3 (i)
 GENERAL ................................................................................................................................... 26
VERTICAL ALIGNMENT ................................................................................................................. 26
HORIZONTAL ALIGNMENT ........................................................................................................... 26
BRIDGE RAILING EFFECTS ON HORIZONTAL SIGHT DISTANCE .......................................................... 28
NORMAL HIGHWAY CLEARANCES ........................................................................................... 31
STRUCTURES .............................................................................................................................. 31
Vertical Clearance ................................................................................................................ 31
Horizontal Clearance ........................................................................................................... 31
OVERHEAD SIGNS ...................................................................................................................... 31
Vertical Clearance ................................................................................................................ 31
Horizontal Clearance ........................................................................................................... 31
SHOULDER MOUNTED SIGNS4 ..................................................................................................... 32
Vertical Clearance (Freeways).............................................................................................. 32
Horizontal Clearance ........................................................................................................... 32
LIGHT STANDARDS ..................................................................................................................... 32
Vertical ................................................................................................................................ 32
Horizontal Clearance ........................................................................................................... 32

RIGHT-OF-WAY FOR BRIDGES................................................................................................... 33

BRIDGE AESTHETICS .................................................................................................................. 34

BRIDGE DETAILS ......................................................................................................................... 34
CONSTRUCTION SIGNING AND PHASING.............................................................................. 35
EXAMPLE OF TRAFFIC SIGNAL CALCULATIONS................................................................................ 36
DETOUR BRIDGES AND ROADWAYS........................................................................................ 37
BRIDGE DETOUR TYPE OPTIONS .................................................................................................. 37
SUBSTRUCTURE OPTIONS ............................................................................................................ 37
GUARDRAILS ............................................................................................................................. 38
LOCATION OF DETOUR, PLAN AND PROFILE DETAILS, AND FINISH GRADE ...................................... 38
DETOUR LAYOUT SHEET.............................................................................................................. 39
TYPE 1 DETOUR, ADT > 750, DESIGN SPEED 40 MPH ...................................................................... 40
TYPE 2 DETOUR, ADT < 750, DESIGN SPEED 30 MPH ...................................................................... 41
TYPE 3 DETOUR, FOUR LANE HIGHWAY, DESIGN SPEED 45 MPH ........................................................ 42

SPECIAL LOADING CONSIDERATIONS ..................................................................................... 43

DEAD LOAD .............................................................................................................................. 43
EARTHQUAKE LOADING .............................................................................................................. 43
LIVE LOAD ................................................................................................................................. 43
Stresses ................................................................................................................................ 43
Serviceability........................................................................................................................ 43
Military Loading ................................................................................................................... 43

3 (ii)
 Impact.................................................................................................................................. 44
Summary Of Live Loads........................................................................................................ 44

SUMMARY OF GENERAL NOTES COMMONLY USED IN BRIDGE PLANS ................................ 46

GENERAL ITEMS .......................................................................................................................... 46
CONCRETE ITEMS ........................................................................................................................ 47
Concrete Construction Joint Notes........................................................................................ 47
Concrete Repair Notes.......................................................................................................... 47
REINFORCING STEEL .................................................................................................................... 48
PILES ......................................................................................................................................... 49
DRILLED SHAFTS......................................................................................................................... 49
PRESTRESSED GIRDERS ................................................................................................................. 49
OPTIONAL DECK FORMING SYSTEMS ............................................................................................ 49
EXISTING BRIDGE REMOVAL ......................................................................................................... 50
STRUCTURAL METALWORK .......................................................................................................... 51
Steel (minor)......................................................................................................................... 51
Steel (major) ......................................................................................................................... 51
Welding Items ...................................................................................................................... 51
Bolted Connections .............................................................................................................. 51
Galvanized Steel .................................................................................................................. 51
Charpy V-notch Testing ........................................................................................................ 52
Fracture Critical Members (FCM) .......................................................................................... 52
Erection................................................................................................................................ 52

OLD DESIGN STANDARDS ........................................................................................................ 53

OLD DESIGN STANDARDS FOR FREEWAYS .................................................................................... 54
OLD DESIGN STANDARDS FOR ARTERIAL ROADS AND STREETS....................................................... 55
OLD DESIGN STANDARDS FOR COLLECTOR ROADS AND STREETS ................................................... 56
OLD DESIGN STANDARDS FOR LOCAL ROADS AND STREETS .......................................................... 57

3 (iii)
 HIGHWAY DESIGN STANDARDS

The Louisiana Department of Transportation and Development has adopted certain design
standards for highways and roads. The following four (4) broad classifications have been
established to classify our highways.

1. FREEWAYS

2. ARTERIAL ROADS AND STREETS

3. COLLECTOR ROADS AND STREETS

4. LOCAL ROADS AND STREETS

The classification applicable to any given segment of road has been established by the
Traffic and Planning Section, and is available from maps and other publications such as the
"Highway Needs Summary". The "Local" standards are generally applicable to off-system
roads.

Within each classification, three (3) to six (6) sub-categories have been established. The
designer may exercise some discretion and/or the pre-design committee in selecting the
appropriate sub-category to be used for design based on factors such as:

1. TRAFFIC

2. TERRAIN

3. EXISTING ROADSIDE DEVELOPMENT

4. DESIGN CONTINUITY

5. OTHER PERTINENT FACTORS DESIGN STANDARDS FOR FREEWAYS

3 (1)
3(2)
3 (3) Rev. 05/03/2004
3 (4) Rev. 05/03/2004
3 (5) Rev. 05/03/2004
3 (6) Rev. 05/03/2004
3 (7) Rev. 05/03/2004
3 (8) Rev. 05/03/2004
3 (9) Rev. 05/03/2004
3 (10) Rev. 05/03/2004
3 (11) Rev. 05/03/2004
3 (12) Rev. 05/03/2004
3 (13) Rev. 05/03/2004
3 (14) Rev. 05/03/2004
3 (15) Rev. 05/03/2004
3 (16) Rev. 05/03/2004
STRUCTURE NO._________________________

CHECK LIST FOR DISTRICT WHILE REVIEWING PROPOSED

CONSTRUCTION SITES.

1. Are there debris or obvious scour problems?

2. Does the site get inundated? If so, do other areas of the roadway within five (5)
miles get inundated?

3. Would it be possible to close the road during the construction period?

4. Where are the utilities located relative to the existing structure?

5. If a detour is to be required, which side of the existing structure would you

recommend?

6. Are there any obstructions other than utilities within 500 ft. of the existing structure?

7. If alternate routes are available for detour purposes, is there any construction scheduled
for these routes?

8. Are there any churches, schools, parks, or recreational facilities in the vicinity of the
proposed project ?

9. Are there any existing conditions which would prevent the replacement of the bridge
with a pipe ?

10. Are there any wetlands, hazardous waste sites, above ground storage tanks, water
wells, cemeteries, or historical sites in the area of the project ?

11. What is the posted speed at the bridge ?

12. Do site requirements support the need for a sidewalk ?

3 (17)
 LIST OF PUBLICATIONS USED IN THE DESIGN OF BRIDGE
STRUCTURES
PUBLICATION ORGANIZATION Address

1 Standard Specifications For Highway Bridges AASHTO 444 N. Capitol St., NW Suite 249,
Washington, DC 20001
2 LRFD Bridge Design Specifications AASHTO “
“
3 A Policy on Geometric Design of Highway and Streets AASHTO “
“
4 Guide For Selecting, Locating and Designing Traffic AASHTO “
Barriers “
5 Guide Specifications For Bridge Railing AASHTO “
“
6 Bridge Welding Code AASHTO, AWS, ANSI “
“
“
7 Roadside Design Guide AASHTO “
“
“
8 Structural Welding Code AWS 550 NW Lejeuene Rd.
(American Welding Society) PO Box 351040
Miami, FL 33135
9 Guide Specification For Seismic Design of Highway AASHTO 444 N. Capitol St., NW Suite 249
Bridges Washington, DC 20001
10 Guide Specifications For Fracture Critical Nonredundant AASHTO “
Steel Bridge Members
11 Guide Specifications For Horizontally Curved Highway AASHTO “
Bridges
12 Standard Specifications For Movable Highway Bridges AASHTO “

13 Guide Specifications And Commentary For Vessel AASHTO “

Collision Design Of Highway Bridges
14 Guide Specifications for Strength Design of Truss Bridges AASHTO “
15 Standard Specifications For Structural Supports, Highway AASHTO 444 N. Capitol St., NW Suite 249
Signs, Luminaries and Traffic Signals Washington, DC 20001

16 A Guide To Standardized Highway Lighting Pole AASHTO, ARTBA, AGC 525 School St. SW
Hardware(Task Force 13) Washington, DC 20402
17 MUTCD (Manual on Uniform Traffic Control Devices) FHWA (Superintendents of U.S.G.P.O.
Documents) Washington, DC 20402
18 Bridge Design Manual LADOTD General Files PO Box 94245
Baton Rouge, LA 70804
19 All Bridges Design Revisions Subsequent To This Manual LADOTD “
20 Hydraulics Manual LADOTD “

21 Roadway Plan Preparation Manual LADOTD “

LIST OF CONSTRUCTION SPECIFICATIONS MANUALS

1 Louisiana Standard Specifications For Roads and Bridges LADOTD General Files PO Box 94245
Baton Rouge, LA 70804

2 Manual For Quality Control For Plants & Products Of PCI 20 North Wacker Drive
Precast-Prestressed Concrete Products Prestressed Concrete Institute Chicago, IL 60601
IT IS THE RESPONSIBILITY OF THE ENGINEER TO UTILIZE THE MOST UP -TO-DATE COPIES OF ALL APPLICABLE
SPECIFICATIONS LISTED HEREIN.

3 (18)
 LIST OF PUBLICATIONS USED AS GUIDES IN THE DESIGN OF BRIDGE
STRUCTURES
PUBLICATION ORGANIZATION Address

1 Highway Curves Authors: Ives,Kissam

Publisher: John Wiley & Son, Inc.
2 Moments, Shears and Reactions For Continuous Highway AISC PO Box 806276
and Bridges (American Institute of Steel Chicago, IL 60680
Construction)
3 Manual of Steel Construction AISC “
Ninth Edition (American Institute of Steel
Construction)
4 ACI Code ACI PO Box 19150 Redford Station
American Concrete Institute Detroit, MI 48219

5 ACI Manual of Concrete Practice ACI “

6 Notes on Load Factor Design For Reinforced Concrete PCA Old Orchard Road
Bridge Structures With Design Applications Portland Cement Association Skokie, IL 60076

7 PCI Design Handbook Precast and Prestressed Concrete PCI 20 North Wacker Drive
Prestressed Concrete Institute Chicago, IL 60601
8 CRSI Handbook CRSI (Concrete 180 North LaSalle Street
Reinforcing Steel Institute) Chicago, IL 60601
9 Manual Of Standard Practice (Rebar) CRSI (Concrete “
Reinforcing Steel Institute)
10 Manual of Standard Practice (Welded Wire Fabric) WRI (Wire Reinforcing 7900 Westpark Drive
Institute, Inc.) Mclean, VA 22102
11 Manual Of Steel Construction Allowable Stress Design and AISC PO Box 806276
Load and Resistance Factor Design American Institute of Steel Chicago, IL 60680
Construction
12 Highway Structures Design Handbook USS (AISC Marketing Inc.) Suite 750 650 Smithfield St.
Pittsburgh, PA 15222
13 Steel Sheet Piling Design Manual USS “

14 Steel Sheet Piling Handbook USS “

LIST OF MATERIALS SPECIFICATIONS MANUALS

1 ASTM Standards ASTM 100 Barr Harbor Ave.
W. Conshochocker, PA
19428-2959
2 AASHTO Materials AASHTO Box 19150, Redford Station Suite 225
Detroit, MI 48219
3 Qualified Products List LADOTD Materials Section PO Box 94245
Baton Rouge, LA 70804-9425

LIST OF BRIDGE RATING AND BRIDGE INSPECTION MANUALS

1 Manual For Condition Evaluation Of Bridges AASHTO Box 19150, Redford Station Suite 225
Detroit, MI 48219
FOR A COMPLETE LISTING OF AASHTO PUBLICATIONS FOR HIGHWAY DESIGN, CONTACT AASHTO.
IT IS THE RESPONSIBILITY OF THE ENGINEER TO UTILIZE THE MOST UP -TO-DATE COPIES OF ALL APPLICABLE
SPECIFICATIONS LISTED HEREIN.

3 (19)
 BRIDGE SPECIFIC DESIGN CRITERIA

LOADING

All bridges on freeways, arterials or collectors shall be designed to carry HST-18 loading as
well as HS20-44 loading. See section on "Special Loading Considerations".

BRIDGE WIDTH

Shoulder widths on the inside of horizontal curves may need to be increased from the
values shown herein in order to meet horizontal stopping sight distance requirements. See
section on "Stopping Sight Distance for Barrier Rail Clearance". A minimum clear roadway
width of 30 ft. shall be used for bridges on collector roads. For temporary travel lanes, it is
desirable to meet the lane widths as indicated for typical detour details, (types, A, B, C, &D).
For instances when constraints may warrant a narrower condition, such as during phased
construction, the engineer may utilize a narrower width without a design exception. The
width shall be acceptable to all parties at the plan-in-hand meeting and shall take into account
local conditions such as farm equipment crossing the structure.

BRIDGE FINISH GRADE ELEVATION

In general, finish grades of bridges should be set with the following criteria as a guide:

Hydraulic Criteria
1. If debris is a consideration, the finish grade should be set to provide 2 ft. of
freeboard between the bottom chord and the design year flood. The bottom chord
should clear the 100 year flood elevation by 1 ft.

2. If debris is not a consideration, the finish grade should be set to provide 1 ft. of
freeboard between the bottom chord and the design year flood. The bottom chord
should clear the 100 year flood elevation.

3. On minor bridge replacement jobs, with the approval of the bridge design engineer,
criteria 1 and 2 may be relaxed under the following conditions:

a) Applying criteria 1 and 2 would result in a substantial raise to the approaching

roadway grade.

b) The bridge replacement is a spot replacement with no future plans to raise the
approaching roadway.

Overpasses
See normal highway clearances in this chapter.

3 (20)
 TYPICAL ORDER FOR BRIDGE PLAN SHEETS

Plan sheets shall be organized to facilitate construction. Shown below is an example for a
moderate size project.

1. General Notes, Summary of Quantities and Bridge Index

2. General Plan

3. Superelevation Transition Detail

4. Detour Layout

5. Foundation Layout

6. Pile Data Sheet

7. End Bent Details

8. Intermediate Bent Details

9. Bent Elevations and Layout Sheets

10. Column Details

11. Framing Plan

12. Girder Details

13. Span Details1

14. Miscellaneous Span and Girder Details

15. Approach Slab Details

16. Joint Details

17. Optional Span Details

18. Standard Pile Details

19. Bridge End Drain Details

20. Core Borings & Test Piles

1
Steel Span Details can be grouped together and include; typical sections, pouring sequence, framing plans,
camber diagrams, girder details showing all connections, splices and bearing details.

3 (21)
 PROCEDURES FOR REVISIONS AND PLAN CHANGES

DEFINITIONS

Revisions
Any change made to the plans after they have been signed by the Chief Engineer and prior
to the letting is classified as a revision.

Plan Change
Any change made to the plans after the project has been let to contract is classified as a
plan change.

REVISION PROCEDURES

In the event that a revision is required, a written request for the plans must be submitted to
the General Files Section along with an approval of the Contracts Engineer in order to
receive the plans from General Files. This request must specify the nature of the intended
revision, the anticipated amount of time required, and the name of the person in charge of
the revision. A speed letter will suffice for this request.

When a revision is made, a circle with a number inside is used to "bug" the change and to
reference it to the revision block. All sheets involved in the revision will have the same
numerical bug and date. All sheet numbers are to be recorded on the title sheet revision
block including the title sheet numbers.

Once the revision is completed, the cost estimate should be revised as required, and the
plans and estimate sent to the Contracts and Specifications Section for review. Once
accepted by the Contracts and Specification Section, the person in charge and Chief
Engineer shall sign the title sheet and the plans returned to General Files.

PLAN CHANGE PROCEDURES

For a plan change, the plans may be verbally requested from the General Files Section. A
triangle with a number inside should be used to "bug" the change and reference it to the
revision block. Plan changes are not recorded on the title sheet revision block. No erasures
are allowed for a plan change. For minor changes, the changes are superimposed on the
existing sheet. In the case of major changes, new sheets may be created and added to the
plans. If a new sheet is created to replace an existing sheet, the old sheet is stamped "VOID”.
The replacement sheet will have an “A” added to the sheet number. Once the plan change is
finalized, a letter must be sent to the Construction Section transmitting 18 sets of prints of all
affected sheets explaining the plan change. A set of prints will be transmitted to the Project
Engineer by copy of the letter. If consultants are involved, a separate set of plans should be
transmitted to the consultant by copy of the letter sent to the Construction Section. If Real

3 (22)
Estate and Utilities are involved, full-sized sets are to be transmitted, 10 sets to Real Estate and
1 set to Utilities, by copy of the letter. (See example)

3 (23)
 1. IF MINOR REVISIONS ARE NEEDED, MAKE CHANGES ON THE ORIGINAL SHEET.
ERASURES ARE ALLOWED. FOR EXAMPLE:

ORIGINAL SHEET CORRECTED SHEET

SHEET SHEET

NUMBER 150 NUMBER 150

DPR-BRO-0113(002)

DPR-BRO-0113(002)
239-01-0077

239-01-0077
ST. MARY

ST. MARY
FEDERAL

FEDERAL
PROJECT

PROJECT

PROJECT

PROJECT
PARISH

PARISH
STATE

STATE
18’-6" 3’-3" 1 18’-9" 1 3’-6"

CORRECTED SHEET

1 8/24/99 DIMENSION CHANGE XXX

NO. DATE REVISION DESCRIPTION BY

2. IF MAJOR REVISIONS ARE NEEDED, DESTROY THE ORIGINAL SHEET AND MAKE CHANGES ON
THE NEW SHEET FOR EXAMPLE:

ORIGINAL SHEET CORRECTED SHEET

SHEET
SHEET
NUMBER 151 151
DPR-BRO-0113(002)

NUMBER

DPR-BRO-0113(002)
239-01-0077

239-01-0077
ST. MARY

ST. MARY
FEDERAL

PROJECT

PROJECT

FEDERAL

PROJECT

PROJECT
PARISH

PARISH
STATE

STATE

19’-6" 4’-3" 34’-9"

CORRECTED SHEET

1 8/24/99 GENERAL REVISIONS XXX

NO. DATE REVISION DESCRIPTION BY

3. SHOW REVISION NUMBER ( 1 ) FOR ALL REVISED SHEET NUMBERS (INCLUDING TITLE SHEET

NUMBER) IN THE TITLE SHEET REVISION BLOCK.

4. IF QUANTITIES ARE INVOLVED, REVISE COST ESTIMATE.

5. THE TITLE SHEET REVISION BLOCK MUST BE SIGNED BY THE CHIEF ENGINEER.

6. TRANSMIT A SET OF PRINTS AND A COPY OF ESTIMATE TO CONTRACTS AND SPECIFICATIONS SECTION.

7. RETURN THE REVISED PLANS TO GENERAL FILES.

REVISION PROCEDURE

Rev. 05/03/2004

3 (24)
 1. IF A MINOR PLAN CHANGE IS REQUIRED, MAKE THE CORRECTIONS ON THE ORIGINAL SHEET. (NO ERASURES!)
NOTE THE CORRECTIONS WITH A"BUG" (⁄) AND

SHEET

NUMBER 150

DPR-BRO-0113(002)

239-01-0077
R
D/O

ST. MARY
AN
N GE E NT
A M
CH EE
AN GR
PL I A L A
EC
SP
1 18’-3" 1 3’-9"

FEDERAL

PROJECT

PROJECT
PARISH

STATE
18’-9" 3’-6"
1 8/24/99 DIMENSION CHANGE XXX
NO. DATE REVISION DESCRIPTION BY

2. IF MAJOR PLAN CHANGE, MAKE CORRECTIONS ON NEW SHEET, ADD "A" TO SHEET NUMBER,
AND STAMP "VOID" ON ORIGINAL SHEET. FOR EXAMPLE:

ORIGINAL SHEET
NEW SHEET

SHEET SHEET

NUMBER 150 NUMBER 150A

DPR-BRO-0113(002)

DPR-BRO-0113(002)
239-01-0077

239-01-0077
ST. MARY

ST. MARY
ID
VO:
BY :
E
D AT
FEDERAL

FEDERAL
PROJECT

PROJECT

PROJECT

PROJECT
PARISH

PARISH
STATE

STATE
18’-9" 3’-6" 36’-10"

NEW SHEET

/OR
ND
G E A E NT
N M
C HA R EE
AN AG
PL IAL
EC
SP

1 8/24/99 REPLACES SHT. NO. 150 XXX

NO. DATE REVISION DESCRIPTION BY

3. DON’T SHOW ANYTHING ON THE TITLE SHEET.

4. IF THE CHANGES ARE SIGNIFICANT, SHOW QUANTITY CHANGES ON BRIDGE SUMMARY SHEET.

5. TRANSMIT 18 SETS OF PRINTS OF AFFECTED SHEETS, WITH A MEMORANDUM TO THE CHIEF

CONSTRUCTION ENGINEER. TRANSMIT ONE SET OF HALF-SIZED PRINTS TO THE PROJECT
ENGINEER, BY COPY OF THE MEMORANDUM. IF CONSULTANTS ARE INVOLVED, SEND THEM A
HALF-SIZED SET BY COPY OF THE SAME MEMORANDUM. IF REAL ESTATE AND UTILITIES ARE
INVOLVED, FULL-SIZED SETS ARE TO BE TRANSMITTED, 10 TO REAL ESTATE AND 1 TO UTILITIES,
BY COPY OF MEMORANDUM.

6. RETURN PLANS TO GENERAL FILES.

PLAN CHANGE PROCEDURES

Rev. 05/03/2004

3 (25)
 STOPPING SIGHT DISTANCE

GENERAL

The effects of stopping sight distance (SSD) bring a challenging aspect to the design of bridge
geometrics. The SSD will impact bridge economics, right-of-way, and environmental
considerations. The designer should take all factors into consideration during the early stages
of plan development when selecting the design criteria for horizontal and vertical alignments.

Sight distance, the ability to see ahead adequately, is of extreme importance in a properly
designed structure. SSD is the sum of the brake reaction distance and the braking distance
required to stop on a wet surface for the speed in question and is a function of many
variables. For each specific design speed, AASHTO has computed a range of distances
required to stop when traveling at that particular speed. The upper value (desirable value)
utilizes the design speed to compute the required stopping distance. The minimum values
utilize the average running speed associated with the design speed.

In selecting proper horizontal and vertical geometry, the designer should first consider
minimum values of SSD. Circumstances do occur where increasing the SSD above the
minimum value is required. Such cases should be evaluated on a case by case basis.

VERTICAL ALIGNMENT

When a bridge is in a vertical curve, the actual roadway surface can be a detriment to sight
distance. The designer should begin the vertical curve length selection by providing a
minimum value of SSD. If conditions exist where increased value of SSD is desirable, it will
be acceptable for the designer to use vertical curves providing SSD greater than the minimum.
In cases where neither minimum nor desirable values produce a practical layout,
consideration should be given to lowering the design speed to something less than what the
design standards have dictated. (The lowering of the design speed will require a design
exception approved by the Chief Engineer.)

HORIZONTAL ALIGNMENT

When a bridge is in a horizontal curve, the barrier rail can become a sight obstruction on the
inside of the curve if the shoulder does not have adequate width. For this reason, the shoulder
widths specified by the design standards must be checked to verify if the minimum SSD
criteria are being provided. "A Policy on Geometric Design of Highways and Streets" shows
the geometry involved in determining the SSD and a table of minimum shoulder width values
for various conditions is being provided herein for use in making this determination. It should
be noted that the SSD requirements become more critical when a downgrade is being
encountered.

After the roadway classification has been determined, the minimum shoulder width is
obtained utilizing the design standards. The sketch for determining SSD and/or the table of

3 (26)
shoulder widths (See this Section) can be used to verify if the requirements of SSD are met. If
only a short section of the bridge falls within the horizontal curve, sight distance may not be a
problem and can be determined by a graphical representation. If the shoulder width obtained
from the design standard does not provide minimum SSD; the designer should;

1. First consider widening the inside shoulder (shoulder widths should not exceed 12 ft.).
For collector and local roads and streets, see the design standards for instructions for
lowering the design speed for certain roadway classifications that will not require a
design exception.

2. If the required shoulder to meet adequate SSD exceeds 12 ft., the engineer should
consider realigning the project to increase the horizontal curve radius.

3. If realignment is not a feasible alternative, the designer should consider reducing the
design speed from that dictated by the design standards. This will require a design
exception approved by the Chief Engineer. (If the project is a complete improvement
to a section of roadway or if it has a high probability of being improved by a future
project, or the route has a high ADT, a reduction in the design speed should be
considered only as a last resort.)

3 (27)
BRIDGE RAILING EFFECTS ON HORIZONTAL SIGHT DISTANCE

Tangent
Curve

Shoulder width critical

Bridge shoulders
past this point

Centerline of lane
Bridge length

Line of sight

PLAN VIEW

Centerline of
Middle ordinate ( M ) inside lane

Shoulder ( S ) Inside lane ( L )

½L

ELEVATION VIEW

M = Minimum distance to meet stopping sight distance requirements. (See Table)

L = Width of travel lane.
S = Shoulder Width required for SSD = M - ½ L > Minimum Design Standard
< 12 ft. (in no case shall shoulder width exceed 12 ft)

3 (28)
 Table Of “M” Values
Velocity: 20 mph 25 mph 30 mph 35 mph 40 mph 45 mph
Grade 0.0 -3.0 -6.0 0.0 -3.0 -6.0 0.0 -3.0 -6.0 0.0 -3.0 -6.0 0.0 -3.0 -6.0 0.0 -3.0 -6.0
(%):
SSD (ft) 106.7 110.1 114.9 146.5 153.2 159.6 195.7 205.7 215.7 248.4 262.9 277.4 313.3 333.3 353.3 382.7 407.4 436.8
Deg. Rad. (ft):
1.250 4584
1.375 4167 5.72
1.500 3820 5.43 6.24
1.625 3526 5.88 6.76
1.750 3274 5.59 6.33 7.28
1.875 3056 5.99 6.79 7.80
2.000 2865 5.44 6.39 7.24 8.32
2.125 2696 5.78 6.79 7.69 8.84
2.250 2547 5.45 6.12 7.19 8.14 9.36
2.325 2464 5.63 6.33 7.42 8.41 9.67
2.500 2292 5.35 6.06 6.80 7.98 9.05 10.40
2.625 2183 5.62 6.36 7.14 8.38 9.50 10.92
2.750 2084 5.89 6.66 7.48 8.78 9.95 11.44
2.875 1993 6.15 6.96 7.82 9.18 10.40 11.95
3.000 1910 5.03 6.42 7.27 8.16 9.58 10.85 12.47
3.125 1834 5.24 6.69 7.57 8.50 9.98 11.30 12.99
3.250 1763 5.45 6.95 7.87 8.84 10.37 11.75 13.51
3.375 1698 5.09 5.66 7.22 8.17 9.18 10.77 12.21 14.03
3.500 1637 5.27 5.87 7.49 8.47 9.52 11.17 12.66 14.55
3.625 1581 5.46 6.08 7.76 8.78 9.86 11.57 13.11 15.06
3.750 1528 5.05 5.65 6.29 8.02 9.08 10.20 11.97 13.56 15.58
3.875 1479 5.21 5.84 6.50 8.29 9.38 10.54 12.36 14.01 16.10
4.000 1432 5.38 6.03 6.71 8.56 9.68 10.88 12.76 14.46 16.62
4.125 1389 5.55 6.22 6.92 8.82 9.98 11.22 13.16 14.91 17.13
4.250 1348 5.72 6.40 7.13 9.09 10.29 11.56 13.56 15.36 17.65
4.375 1310 5.88 6.59 7.34 9.36 10.59 11.90 13.95 15.81
4.500 1273 6.05 6.78 7.55 9.62 10.89 12.23 14.35 16.26
4.625 1239 6.22 6.97 7.76 9.89 11.19 12.57 14.75 16.71
4.750 1206 6.39 7.16 7.97 10.16 11.49 12.91 15.15 17.16
4.875 1175 6.56 7.34 8.17 10.42 11.79 13.25 15.54
5.000 1146 5.07 6.72 7.53 8.38 10.69 12.10 13.59 15.94
5.250 1091 5.32 7.06 7.91 8.80 11.22 12.70 14.26 16.73
5.500 1042 5.07 5.58 7.39 8.28 9.22 11.76 13.30 14.94
5.750 996 5.30 5.83 7.73 8.66 9.64 12.29 13.90 15.62
6.000 955 5.01 5.53 6.08 8.07 9.03 10.05 12.82 14.50 16.29
6.500 882 5.43 5.99 6.59 8.74 9.78 10.89 13.88 15.71 17.64
7.000 819 5.84 6.45 7.09 9.40 10.53 11.72 14.94 16.91
7.500 764 6.26 6.91 7.60 10.07 11.28 12.56 16.00
8.000 716 6.67 7.37 8.10 10.74 12.03 13.39
9.000 637 4.60 4.99 7.50 8.29 9.11 12.08 13.52 15.05
10.000 573 4.68 5.11 5.55 8.33 9.21 10.12 13.41 15.01 16.71
12.500 458 5.84 6.39 6.93 10.40 11.49 12.63 16.72 18.72
15.000 382 4.31 7.00 7.65 8.31 12.46 13.76 15.12
17.500 327 4.62 5.03 8.16 8.92 9.68 14.51 16.02 17.60
20.000 286 4.95 5.27 5.74 9.31 10.18 11.04 16.55 18.26
25.000 229 6.18 6.58 7.16 11.61 12.68 13.75
45.000 127 11.01 11.72 12.74 20.50 22.35 24.20

3 (29)
 Table Of “M” Values
Velocity: 50 mph 5 mph 60 mph 65 mph 70 mph 75 mph
Grade 0.0 -3.0 -6.0 0.0 -3.0 -6.0 0.0 -3.0 -6.0 0.0 -3.0 -6.0 0.0 -3.0 -6.0 0.0 -3.0 -6.0
(%):
SSD (ft) 461.1 491.1 531.1 537.8 576.7 625.6 633.8 683.8 743.8 724.0 784.0 854.0 840.0 910.0 1000.0 957.6 1037.4 1140.0
Deg. Rad. (ft):
0.500 11460 5.72 6.70 7.95 7.70 9.03 10.91 10.00 11.74 14.17
0.625 9168 5.34 5.48 6.37 7.54 7.15 8.38 9.94 9.62 11.29 13.63 12.50 14.67 17.71
0.750 7640 5.44 6.40 6.57 7.65 9.05 8.57 10.05 11.93 11.54 13.55 16.36 15.00 17.60
0.875 6548 5.52 6.35 7.47 7.67 8.92 10.56 10.00 11.73 13.92 13.46 15.80 19.08 17.50
1.000 5730 6.15 6.31 7.25 8.54 8.76 10.20 12.07 11.43 13.40 15.90 15.39 18.06
1.125 5093 5.92 6.92 7.10 8.16 9.60 9.86 11.47 13.57 12.86 15.08 17.89 17.31
1.250 4584 5.80 6.58 7.69 7.88 9.07 10.67 10.95 12.74 15.08 14.29 16.75
1.375 4167 6.38 7.23 8.46 8.67 9.97 11.73 12.04 14.02 16.58 15.71
1.500 3820 6.96 7.89 9.23 9.46 10.88 12.80 13.14 15.29 18.09 17.14
1.625 3526 7.53 8.55 9.99 10.25 11.78 13.87 14.23 16.56
1.750 3274 8.11 9.20 10.76 11.04 12.69 14.93 15.32 17.84
1.875 3056 8.69 9.86 11.53 11.82 13.59 16.00 16.42
2.000 2865 9.27 10.52 12.30 12.61 14.50 17.06 17.51
2.125 2696 9.85 11.17 13.07 13.40 15.40 18.12
2.250 2547 10.43 11.83 13.83 14.18 16.31
2.325 2464 10.78 12.22 14.29 14.66 16.85
2.500 2292 11.59 13.14 15.37 15.76 18.12
2.625 2183 12.16 13.80 16.13 16.54
2.750 2084 12.74 14.45 16.90 17.33
2.875 1993 13.32 15.11 17.67
3.000 1910 13.90 15.76
3.125 1834 14.48 16.42
3.250 1763 15.05 17.07
3.375 1698 15.63
3.500 1637 16.21
3.625 1581 16.78
3.750 1528 17.36
3.875 1479
4.000 1432
4.125 1389
4.250 1348
4.375 1310
4.500 1273
4.625 1239
4.750 1206
4.875 1175
5.000 1146
5.250 1091
5.500 1042
5.750 996
6.000 955
6.500 882
7.000 819
7.500 764
* TABLE OF M VALUES BASED ON MINIMUM VALUES OF STOPPING SIGHT DISTANCE IN WET CONDITIONS.
RADIUS = THE RADIUS TO CENTERLINE OF INSIDE LANE.

3 (30)
 NORMAL HIGHWAY CLEARANCES

STRUCTURES

Vertical Clearance

Freeways and Arterials 16.5 ft. ( min.)2

Truss Portals 17.5 ft. (min.)2

Pedestrian Bridge 20.0 ft. ( Desirable )2

18.0 ft. (min.)2

All other roads and streets 15.5 ft. (min.)2

Horizontal Clearance

All roadways3

OVERHEAD SIGNS4

Vertical Clearance

From high point of pavement

. to bottom of sign face 18.0 ft. (min.)2

From high point of pavement

to bottom of lighting or
other appurtenances 17.0 ft. (min.)2

Horizontal Clearance

From edge of roadway (with flat shoulders)3

From edge of curbed roadways 2.0 ft. (min) behind the curb

2
Includes 6 in. for future overlays
3
See G.R.-200 Standard Plans to determine clear zones. In general, guardrail or crash protection shall BE
provided where horizontal clearances are less than the minimum.
4
For additional information see AASHTO "Roadside Design Guide", the current MUTCD, and the "Louisiana
Manual on Uniform Traffic Control Devices".

3 (31)
SHOULDER MOUNTED SIGNS4

Vertical Clearance (Freeways)

(above the pavement edge)

Guide signs 7.0 ft. (min.)

Guide signs with secondary

signs mounted below 8.0 ft. (min.)

Route markers, warning 6.0 ft. (min.)

Regulatory signs 5.0 ft. (min.), rural

7.0 ft. (min.), urban

Horizontal Clearance

Freeway from roadway edge3

All other roadways:

from edge of roadway 10.0 ft. (min.)5

from edge of curb 2.0 ft. (min.)5
LIGHT STANDARDS

Vertical

Above pavement 30.0 ft. (min.)

Horizontal Clearance

From edge of traveled roadway 15.0 ft. (min.)5

From edge of ramps 10.0 ft. (min.) 5

5
Breakway design assumed

3 (32)
 RIGHT-OF-WAY FOR BRIDGES

The following general guidelines should be considered when setting right-of-way for
bridges:

The right-of-way clearance shown in the design standards shall be generally applicable for
the bridges, as well as the roadways, with the additional restrictions noted herein.

1. The required right-of-way line should clear the toe of the embankment slope a
minimum of 5 ft. to 10 ft.

2. A minimum dimension of 25 ft. should generally be provided from the outside face of
the structure to the required right-of-way line.

3. Construction servitude must be provided for detour bridges.

4. It should be recognized that while it is desirable to follow the above guidelines, there
are certain situations which demand exceptions. For example, in congested urban
areas, the right-of-way costs are often prohibitive and required right-of-way should be
kept to a minimum.

For additional information and the Department's right-of-way policy, see the "Engineering
and Directives Manual", EDSM No. .1.1.1 .

3 (33)
 BRIDGE AESTHETICS

The purpose of this article is to suggest design guidelines concerning bridge details which
affect the aesthetic appearance of bridge structures.

There are numerous conventional considerations, such as cost estimates and geometric
requirements, necessary in arriving at an economical and efficient design for any particular
bridge structure in a given location. However, there is another requirement that should be
considered. Specifically it is the appearance of the completed structure. Generally, structural
efficiency does not include the good appearance of the individual structural element, but
attention to the details as to how the overall structure fits together is also an important aspect
to a completed structure in order to be visually pleasing.

BRIDGE DETAILS

1. The centerline of exterior girders shall be aligned with exterior girders in adjacent
spans.

2. Short bridges used for grade separation will have flanking spans, adjacent to the fill, of
a length not less than one half the length of the main interior span(s). The exterior
girders should be the same depths throughout, if possible.

3. In areas where spans can be observed by passing motorists, businesses and/or

residences on adjacent properties, attention should be paid to surface finishes on the
exposed concrete surfaces of substructures and superstructures.

4. Gutter drains should be omitted from overpasses where staining presents a problem.

5. The number of columns used in column bents should be kept to a minimum.

6. The exterior columns of column bents and the exterior piles of pile bents shall be
aligned with the column/piles of adjacent bents where practical.

7. In urban areas, consideration should be given to placing cover walls at ends of bent
caps to hide joint openings, anchor bolts and risers normally seen in the elevation
view.

8. When weathering steel is to be used, special considerations should be given to keep

runoff from staining the substructure.

3 (34)
 CONSTRUCTION SIGNING AND PHASING

The maintenance of traffic during construction of a project is an important aspect of design.

It is incumbent on the designer to take all precautions necessary to provide for the most
efficient flow of traffic. This is normally accomplished in one of four ways:

1. Detours

2. Lane Closure

3. Road closure

4. Split-Slab Construction

Detours are the most common means of maintaining traffic. Lane closures are often
associated with repair projects. A road closure may be used if the route primarily serves
local traffic, or if an alternate state route can be used as a detour. A pre-design
questionnaire that is to be submitted to the district will normally provide adequate
information to determine how traffic will be maintained. Split-slab construction is often
used for bridge widening projects, where traffic is alternately maintained between sections
of the new and existing bridge.

In some instances, specifications must be written to provide for traffic and construction
needs. Under certain conditions, it may be necessary to require the contractor to work 24
hours shifts or to place an incentive clause in the contract to minimize disruption to traffic.
Flagmen may be required and/or provisions to halt the traffic at certain periods during
construction may be specified by the contract. Temporary precast barriers may be required
to divert traffic for repair or widening projects. In many instances, these barrier sections
are stored in the various districts, and specifications for hauling, erecting and returning the
temporary barriers may be required as part of the contract. These conditions are only a few
that may require written specifications.

The plan-in-hand affords a good opportunity for discussing traffic provisions, as district
personnel are often better informed of traffic patterns under their jurisdiction. During the
final plan phase of a project, the Traffic and Planning Section should be consulted to
discuss strategies and requirements for the construction-signing layout.

For routine projects, the construction signing/phasing layout may involve only a line
diagram. In the case of widening or repair projects, a more extensive layout along with
explanatory notes for each traffic phase are normally included. This is especially true in the
case of complicated interchanges where different ramps must be alternately closed and
opened to traffic. Sometimes the construction-signing layout is superimposed on an aerial
photograph. Once the "blank" layout is completed, it is then sent to the Traffic and
Planning Section who adds the construction signing.

3 (35)
EXAMPLE OF TRAFFIC SIGNAL CALCULATIONS

Calculations to determine if phased (split-slab) construction using traffic signals is a possible option
for traffic control.

Demand:
ADT = 3500 (site specific)
Peak Hourly Volume = assume 15 % of ADT
= 3500 × 0.15
= 525 VPH
ADT is generally given as averaged two-way traffic, so adjust for maximum one-way traffic.
Directional split = assume 80 / 20 split during commute hours
Peak one way traffic = 525 VPH × 0.80
= 420 VPH one-way
Maximum traffic signal cycle length is about 100 seconds
Arrivals: 80% split = 420 VPH one-way × 1 hour ÷ 3600 sec × 100 sec/cycle
≈12 vehicles per cycle
Arrivals: 20% split = 3500× 0.15 × 0.20 × 1 × 100 ÷ 3600
≈ 3 vehicles per cycle
Capacity:
Operating Speed VOS = assume 30 MP/h = 44 ft/sec (site specific)
Minimum safe vehicle spacing at VOS =[(1.5 sec)VOS+ vehicle length] ÷ VOS
=[(1.5) 44+20’]÷ 44
≈ 2 seconds per vehicle
Length closed between signals = bridge length + [approach slabs + taper for barriers]
= 650’+ [40’ + 60’] × 2
= 850’
Time to travel closed length = 850’÷ 44 ft/sec
≈ 20 seconds
Assume 100 second cycle with a 60 / 40 phase split, determine available vehicle travel time

60% phase 40% phase

green time 100 x 0.60 = 60.0 sec 100 x 0.40 = 40.0 sec
lost time (start-up) = -3.5 sec = -3.5 sec
effective green 56.5 sec 36.5 sec
time to travel closed length -20.0 sec -20.0 sec
available vehicle travel time 36.5 sec 16.5 sec

VPC60 = vehicles per cycle [60%]

=36.5 sec per cycle ÷ 2 sec per vehicle
=18.25 vehicles per cycle
≈ 18 (capacity) ≥ 12 (demand)
VPC40 = vehicles per cycle [40%]
=16.5 sec per cycle ÷ 2 sec per vehicle
= 8.25 vehicles per cycle
≈ 8 (capacity) ≥ 3 (demand)

3 (36)
 DETOUR BRIDGES AND ROADWAYS

Detour bridge details shall be in accordance with the standard bridge detour details

BRIDGE DETOUR TYPE OPTIONS

At the contractors option, the detour bridge may be one of the following:

1. LA DOTD detour bridge standard details.

2. Other approved alternatives: The contractor will be required to submit drawings and
calculations for this alternate to the bridge design engineer for approval. These
drawings and calculations shall be stamped by a civil engineer registered in the State of
Louisiana. The alternate shall be designed according to the latest AASHTO standard
specifications for highway bridges. Design live load shall be HS20-44. All drawings
shall be submitted according to section 801 of the Louisiana Standard Specifications
For Roads And Bridges to be approved by the bridge design engineer.

3. Acrow prefabricated steel panel bridge: The use of this bridge type must be approved
for use by the bridge design engineer. If approved, the department will provide the
contractor with the superstructure and substructure details for the bridge(s).

SUBSTRUCTURE OPTIONS

1. Bent caps will be precast concrete. Piles may be timber or steel.

2. Pile lengths: The contractor shall be responsible for determining the pile lengths. A
factor of safety of 2.0 will be used in determining the pile lengths. Calculations
stamped by a civil engineer registered in the state of Louisiana to justify the pile
lengths will be sent to the bridge design engineer for approval

3 (37)
GUARDRAILS

Guardrails shall be installed at all four (4) corners of detour bridges with a minimum length
of 75 ft. for bridges having flexible rail, concrete or barrier types. All guardrails for detour
bridges shall be included in the price for "Temporary Detour Bridging". For details, see
DOTD Bridge Detour Standard Details.

LOCATION OF DETOUR, PLAN AND PROFILE DETAILS, AND FINISH GRADE

The determination of the detour location should be made on the plan-in-hand inspection or
at the subsequent office review. The detour details shall include a plan and profile of the
bridge indicating the finish grade, span types and lengths, natural ground line, substructure
types, and any geometric information needed.

The length and finish grade of the detour bridge shall be determined using a flood
frequency equal to the detour service life multiplied by the drainage design factor (DDF).

Flood Frequency = Service Life x DDF (Service Life > 1 year)

DDF = 3 (ADT < 750)

= 5 (ADT > 750)

= 7 (4-lane crossover)
A discharge and high water elevation is then computed for the detour flood frequency.
The finish grade of the detour bridge should be set approximately 3 ft. above the detour
high water, and the length should be set as required to pass the detour discharge, Q. In
many instances (particularly in North Louisiana) the requirements of spanning bank to bank
will govern over the hydraulics. Bulkheads will be used as per our detail shown in our
detour bridge standard detail. A profile of the natural ground should be drawn as an aid in
establishing the detour profile. The profile can then be superimposed on the ground line
in order that the fill/cut areas may be balanced as much as possible. Profile grades should
not exceed 5%. Slope stability of the embankments must be a consideration when
determining the length of the detour bridge. The Geotechnical Gang should review the
detour embankments when deemed necessary and provide comments concerning slope
stability.

When placing a detour over deep ravines, pile slenderness ratios (L/D) must be considered.

3 (38)
DETOUR LAYOUT SHEET

Detour layout will be set up in accordance with the following guidelines:

1. Detour stations will be relative to the survey centerline and shown at the beginning
and the end of detour. Other stations along the detour shall be shown as projected
stations off the centerline.

2. The profile shown shall represent the true profile along the detour alignment. Since
the lengths shown along the profile will not add up to the difference in stations at
the beginning and the end of detour, the following note should be added for
clarification:

NOTE: LENGTHS ARE MEASURED ALONG DETOUR CENTERLINE AND STATIONS ARE PROJECT
CENTERLINE STATIONS.

3 (39)
 ¶ R
=
D =
’
6^30
=

55’-0"

(MIN.)

6^30
¶ R
BEGIN DETOUR

D =
END DETOUR
› PR

¶ R =
30’

D = 6^
100
’-0" ’-0"
MIN 100
T
D = 6^

. TA
N 24’ NGEN
GEN . TA
T
(MIN.) MIN

30’
¶ R =

VAR IES
IES VAR
10 DETOUR * 10

BEGIN PAY LENGTH (MIN.) BRIDGE (MIN.) END PAY LENGTH

(LENGTH VARIES)

PLAN
· WHERE APPROAC
THAN THE BRIDGE, ROADWAY WILL BE
TRANSITIONED IN THIS AREA TO MATCH
G 2
VC BRIDGE WIDTH.
VC

G 1
* SEE DETOUR STANDARD DETAILS.

LIMITS: K = 70
„ 24’-0" CLEAR
Gæ or G

A = G ¶ R = 716.20’ AL
VC (min.) = KA = 70 (0 + 0.07) 100 = 490’ D = 8^

NOTE:
DETAILS SHOWN INDICATE THE MINIMUM DETOUR
SURFACING REQUIREMENTS. SUBJECT TO THE
APPROVAL OF THE PROJECT ENGINEER, THE
CONTRACTOR MAY USE OTHER SURFACING AND
BASE MATERIAL EQUAL TO OR SUPERIOR TO
THOSE SHOWN IN THE PROJECT PLANS.

DIMENSIONS ARE IN FEET UNLESS

OTHERWISE NOTED.

32’-0" CROWN

4’-0" 24’-0" 4’-0"

SHOULDER SHOULDER

1
EDGE STRIPING

1:
2 2
1:
2

TYPICAL ROADWAY SECTION

1 3" ASHALTIC CONCRETE
(TYPE 9 WEARING COURSE)

2 8/" CL

2.5% SLOPE (NOTE: FOR CURVES ADJACENT TO

DETOUR STRUCTURE, THE PROJECT ENGINEER
MAY SUPERELEVATE TO A MAXIMUM RATE OF 4%)

TYPE "1" DETOUR

OVER 750 ADT

(40 mph)

Rev. 05/03/2004 NOT TO SCALE

3 (40)
 ’
.37

R =
30’

D =
458
12^

458
12^
45’-0"

(MIN.)
BEGIN DETOUR
END DETOUR

R =
D =

.3 7
30’
› PR

’
’

R = 572.
2.96

D = 10^
D = 10^
R = 57

22’-0"

(MIN.)

’96
VA S
RIE

*
RIE VA
S
10 DETOUR 10

(MIN.) BRIDGE (MIN.)

(LENGTH VARIES)
END PAY LENGTH
BEGIN PAY LENGTH

PLAN

G 2
VC · WHERE APPROAC
VC
THAN THE BRIDGE, ROADWAY WILL BE
G 1 TRANSITIONED IN THIS AREA TO MATCH
BRIDGE WIDTH.
LIMITS: K = 40

Gæ or G * SEE DETOUR STANDARD DETAILS.

A = G

VC (min.) = KA = 40 (0 + 0.07) 100 = 280’ „ 24’-0" CLEAR

NOTE:

DETAILS SHOWN INDICATE THE MINIMUM DETOUR.

SURFACING REQUIREMENTS ARE SUBJECT
TO THE APPROVAL OF THE PROJECT ENGINEER.
THE CONTRACTOR MAY USE OTHER SURFACING
AND BASE MATERIAL EQUAL TO OR SUPERIOR
TO THOSE SHOWN IN THE PROJECT PLANS.

28’-0" CROWN

3’-0" 22’-0" 3’-0"

SHOULDER SHOULDER

2 1:
1: 2

3 2

TYPICAL ROADWAY SECTION

1 2" ASHALTIC CONCRETE

(TYPE 9 WEARING COURSE)

2 8/" CL

3 4" AGGREGATE SURFACE COURSE

2.5% SLOPE (NOTE: FOR CURVES ADJACENT TO

DETOUR STRUCTURE, THE PROJECT ENGINEER
MAY SUPERELEVATE TO A MAXIMUM RATE OF 2.5%)

… 5%

AGGREGATE SURFACING MAY

BE USED AT THE DISCRETION
OF THE PLAN-IN-HAND PARTY. TYPE "2" DETOUR
IN NO CASE SHALL A HARD
SURFACED DETOUR BE USED
FOR MAINTAINING TRAFFIC ON
UNDER 750 ADT
AN EXISTING AGGREGATE
SURFACED ROAD.
(30 mph)

Rev. 05/03/2004 NOT TO SCALE

3 (41)
 .92’

R = 11
D = 5^
145
” TEMP DRAI

D = 5^
PIPE SIZE & LOCATION

45.92’
R = 1
TO BE DETERMINED IN FIELD
’
5.92

R =
100 ’
’ 100
114

(MIN VARIES .)
.) 100’ 100’ VARIES (MIN

114
5^

BEGIN PAY LENGTH (MIN.) (MIN.) END PAY LENGTH

R =
D =

D =

5
DETOUR BRIDGE

.92’
(LENGTH VARIES)

5^
PLAN

G 2
VC NOTE:
VC

DETAILS SHOWN INDICATE THE MINIMUM DETOUR

G 1
SURFACING REQUIREMENTS. SUBJECT TO THE
APPROVAL OF THE PROJECT ENGINEER, THE

LIMITS: K = 90 CONTRACTOR MAY USE OTHER SURFACING AND

BASE MATERIAL EQUAL TO OR SUPERIOR TO
Gæ or G
THOSE SHOWN IN THE PROJECT PLANS.
A = G

VC (min.) = KA = 90 (0 + 0.07) 100 = 630’

4’-0" 16’-0" 4’-0"

SHOULDER (MIN.) SHOULDER

GRADE TO MATCH 1
EXISTING ROADWAY

1:4
1:4

2 3

TYPICAL ROADWAY SECTION

DEPRESSED MEDIAN

16’-0"
GRADE TO MATCH
(MIN.)
EXISTING ROADWAY

TOP OF MEDIAN
1
1:4
1:4

TYPICAL ROADWAY SECTION

RAISED MEDIAN

1 4" ASHALTIC CONCRETE

(2" WEARING COURSE)(2" BINDER COURSE)
(TYPE 9)

2 8/" TYP

3 4" AGGREGATE SURFACE COURSE

TYPE "3" DETOUR

TYPICAL CROSSOVER DETOUR

FOUR-LANE HIGHWAY (45 mph)

Rev. 05/03/2004 NOT TO SCALE

3 (42)
 SPECIAL LOADING CONSIDERATIONS

DEAD LOAD

The dead loads shall be distributed as specified in the AASHTO Specifications except as
follows: railings, parapets, and sidewalks shall normally be assumed to be carried by the
exterior girder only. If in the judgment of the design engineer, the dead load of the sidewalk
parapet is cantilevered "excessively" out from the exterior girder, he may sum moments due to
dead load components supported by the exterior girder about the first interior girder. A load
of 12 psf shall be applied to the deck to account for future wearing surface.

EARTHQUAKE LOADING

Earthquake loading shall be investigated in accordance with the "AASHTO Guide

Specifications for Seismic Design of Highway Bridges". (See Chapter 6)

LIVE LOAD

Stresses
Live load stresses shall be determined as specified in the AASHTO Specifications except as
follows: for moments, shears and reactions, the design load shall be AASHTO HS20-44
truck or lane load, or Louisiana HST-18 truck load, whichever governs, except that for local
(farm-to-market) roads HST-18 loading shall generally not be used. When lane loading is
used, it shall be distributed as equivalent concentrated wheel loads.

Serviceability
For fatigue serviceability requirements and deflection considerations, HST-18 loading shall
not be used for steel members designed by load factor methods. Live load deflection shall
be computed in accordance with the AASHTO Specifications except that the number of
loaded lanes shall equal to the number of actual travel lanes.

Military Loading
Alternate military loading shall be applied on the interstate system for the design of main
bridge members. Transversely reinforced concrete slabs which are supported by main
longitudinal members are not considered as main load carrying members. Military loading
shall be as specified in the AASHTO Specifications with the following modifications:
The standard HS20-44 loading has been supplemented by the addition of a tandem axle
modified loading consisting of 24 kip on each of two (2) axles, spaced 4 ft. apart as shown
herein. Military loading is only required on interstate bridges.

3 (43)
 Impact
Impact shall be applied as specified in the AASHTO Specifications except as follows:
impact shall be applied to caps of pile bents and to all portions of column bents except
piles.

Summary Of Live Loads

TRUCK TYPE WHERE USED SPECIAL CONSIDERATIONS

HS20-44 All bridges Truck or lane6, whichever

governs

HST-18 All bridges except on local Not used for serviceability

(farm to market) roads requirements, fatigue or camber
calculations

MILITARY Interstate bridges only Generally governs only for

spans<30 ft.

Longitudinal View of Loading

Axle Load shown, wheel load=½ axle load

HS20-44TRUCK
HS20-44 LANE

varies* 14 ft.
w=640 lbs/ft

32 kip 32 kip 8 kip 18 kip, moment

26 kip, shear
*14 ft. to 30 ft.

HST-18 TRUCK

varies* 8 ft. varies* 8 ft.

24 kip 24 kip 24 kip 24 kip 12 kip

6
Additional concentrated load requirements for continuous spans, see AASHTO Specifications

3 (44)
Military Loading

4 ft.

24 kip 24 kip

Transverse View of Loading

2 ft. 6 ft. 2 ft.

varies
12 ft.
1 lane width

Sound Wall Load:

Bridges which require installation of Sound Walls shall be designed to accommodate the
appropriate dead, live and wind loads for the required wall height. Dead loads of the wall
shall be a minimum of 100 plf for wall heights up to 10 feet and 200 plf for walls greater
than 10 feet.

3 (45)
 SUMMARY OF GENERAL NOTES COMMONLY USED IN BRIDGE PLANS

GENERAL ITEMS

1. Design Specifications: Structural design is in accordance with AASTHO Standard

Specifications for Highway Bridges, 1996, and interim specifications. Geometric
Design is in accordance with " A Policy on Geometric Design of Highway and
Streets, 1990".

2. Design Criteria: The bridge is designed for a future wearing surface equal to
12 psf.

3. Live Loading: HS20-44 truck or lane load, or HST-18 truck load, whichever governs.
HST-18 shall not be used for fatigue criteria or for service load requirements for steel
members designed by the load factor method. (Add military loading for interstate
routes.)

HST-18 TRUCK

varies* 8 ft. varies* 8 ft.

24 kip 24 kip 24 kip 24 kip 12 kip

14 ft. to 30 ft.

4. Design speed: mph

5. Construction Specifications: Construction shall be in accordance with the Louisiana

Department of Transportation and Development Standard Specifications for Roads
and Bridges, 2000, except as supplemented or amended by the plans, Supplemental
Specifications and/or Special Provisions

6. Elevations: All elevations are based on N.A.V.D.- 887

7. Dimensions: All dimensions are given at normal temperature of 68 degrees

Fahrenheit.

7
In most cases, the survey datum is based on N.A.V.D.-88, however the Engineer is responsible to check the
level books for datum reference used prior to placing this sentence in the plans.

3 (46)
8. Year Plate: Date of construction is required at right wingwalls of structures for
oncoming traffic lanes. (See standard detail YP-01)

9. All areas of disturbed embankment slopes not having revetment are to receive
seeding and fertilizing (no direct pay).

CONCRETE ITEMS

All superstructure concrete is to be Class "AA" concrete, all substructure concrete is to be

Class "A", all precast prestressed concrete members are to be Class "P" or "P(M)" concrete
unless otherwise specified in the plans. Chamfer all exposed edges of concrete ¾” except
all corners of bents which shall be chamfered 1½” unless otherwise noted. No deductions
are to be made in concrete quantities for chamfers 1½” or less. Concrete and steel in
concrete railing to be paid for per linear foot of concrete railing including #4 bars that
project into railing.

Concrete Construction Joint Notes

A. Construction Joints: Where construction joints are used, not less than seven (7) days
shall have elapsed between adjacent pours. The vertical surfaces of the
construction joints between adjacent pours shall be coated prior to each succeeding
pour with a type II epoxy resin system in accordance with subsection 805.06(B)(2)
of the Standard Specifications. Epoxy is to be applied in accordance with the
manufacturer's instructions. No direct payment for this work.

B. Concrete Bonding: Where new concrete is to be bonded to existing concrete

surfaces, the contractor shall coat the existing concrete surface with a type II epoxy
resin system in accordance with subsection 805.06(B)(2) of the Standard
Specifications prior to placing of new concrete, (no direct payment). After pouring
the entire deck, a minimum of three (3) days must elapse (or concrete shall attain a
minimum compressive strength of 1600 psi before placement of reinforcing steel
and forms for barrier railing. The slab shall attain a minimum compressive strength
of 3200 psi before pouring the barrier railing.

Concrete Repair Notes

A. Concrete Removal: Existing concrete to be removed shall be designated in the

plans. Where concrete is designated to be removed, a 1 in. deep saw cut shall be
made along the face of the concrete around the perimeter of the removal area. All
existing concrete removed from the bridge shall become the property of the
contractor and shall be disposed of outside the limits of the right-of -way.

3 (47)
B. Epoxy Application: An approved epoxy resin system in accordance with QPL-32,
shall be used to bond the new concrete to the existing concrete. Epoxy shall be
applied in accordance with the manufacturer's instructions.

C. Reinforcing Steel Repairs: Existing reinforcing steel to remain shall project from the
concrete surface the minimum distance shown in the plans. This steel shall be
straightened and cleaned of old concrete and foreign material before the new
concrete is poured. Care shall be taken to insure that the existing reinforcing steel is
not broken during concrete removal, straightening or cleaning. In the event that any
projecting steel is broken, it must be repaired either by welding an equivalent sized
bar in accordance with AWS D 1.4-92 or by using an approved mechanical splice
in accordance with QPL-44.

D. Deck Patching: This item consists of removing and replacing areas of existing
bridge deck where delaminations have occurred in accordance with the standard
specifications and the following requirements:

Areas requiring patching shall be determined by sounding the deck with hammers
or chains as directed by the engineer. Unsound concrete shall be removed to a
minimum depth of 2½” below the surface. All reinforcing bars and exposed
surfaces of concrete shall be thoroughly cleaned by sandblasting prior to placement
of patching material. Feather edges shall be eliminated by saw cutting sound
concrete to a vertical surface ¾” deep around the patch. Care shall be taken to
prevent damaging any exposed reinforcing steel.

Patching shall be made with a rapid setting patching material from the Qualified
Products List No. 24. Surface preparation, mixing, equipment, and application shall
be in accordance with the manufacturer's recommendations, except as amended
herein. A four-hour minimum set retard time will be required for the patching
material.

E. Finish of Concrete: Surfaces shall be finished in accordance with Article 805.13

“Concrete Surfaces Finishes” of the Louisiana Standard Specifications for Roads and
Bridges.

REINFORCING STEEL

Dimensions relating to reinforcing steel fabrication are out to out of bar unless otherwise
noted. Dimensions relating to reinforcing steel spacing are center to center of bar. The
minimum covering from the surface of the concrete to the face of any deformed reinforcing
bar shall not be less than the following:

Top of slab = 2 in.

Bottom of slab = 1 in. 8*

8
Use 2 in. in areas where brackish or salt water is encountered.

3 (48)
All other reinforcing steel cover shall be 2 in. unless otherwise noted in the plans. See
standard plan SWBS-100 for bar supports for reinforcing steel.

When epoxy coated reinforcing is specified, all bar supports and tie wire in contact with
the epoxy coated rebar shall be non corrosive and non conductive. See Standard Plan
SWBS-100 for bar supports for reinforcing steel. All reinforcing steel shall be grade 60.

PILES

The pile notes are dependent on several factors particular to each project. See chapter 6 for
detailed notes and information.
.

DRILLED SHAFTS

Drilled shafts size, type, length, and maximum design load shall be described in the plans
and project specifications. All excavation or fill shall be complete prior to the installation
of drilled shafts affected.

PRESTRESSED GIRDERS

For general notes on precast-prestressed concrete girders, see Miscellaneous Span and
Girder Details. For spans without intermediate diaphragms, the contractor will be required
to provide bracing between girders to ensure stability and proper alignment during erection
and pouring sequence.

OPTIONAL DECK FORMING SYSTEMS

Optional Span Details: The contractor may use precast-prestressed optional span details.
See the plans and the Standard Specifications.

Galvanized Stay-In-Place Metal Forms: The contractor will be allowed to use galvanized
stay-in-place metal forms provided the use of the forms does not add weight or thickness to
the concrete deck. The stay-in-place forms must conform to ASTM A 653 (table 1)
designation G165.

3 (49)
EXISTING BRIDGE REMOVAL

The existing bridge to be removed under item 202-02-A-01, per each, includes the
following structure:

Structure Number:

The contractor is to remove all parts of the existing bridge in their entirety as stipulated in
the Construction Specifications. Salvageable existing guardrails shall be hauled and
unloaded by the contractor to the maintenance unit, (at no direct pay). All
other materials shall become property of the contractor and disposed of by the contractor
outside the limits of the right-of-way.

3 (50)
STRUCTURAL METALWORK

Steel (minor)
Structural Steel: All steel shall be structural carbon steel conforming to ASTM
A 709 (GR36) unless otherwise shown in the plans. Any necessary substitution
must have prior approval of the Bridge Design Engineer. Anchor bolts, nuts and
washers shall be hot dipped galvanized. Payment for structural steel is made under
item 807-06, Structural Metalwork, per lump sum.

Steel (major)
Structural Metalwork: Unless indicated in the plans, all structural steel shall be
structural carbon steel in accordance with ASTM A 709, (GR36). High strength low-
alloy steel shall be in accordance with ASTM A 709, (GR50) or A 709, (GR50W). .
All steel shall be positioned in the members or splice plates so as to place the
direction of finish rolling parallel to the direction of primary stress. For continuous
spans, detailed erection drawings outlining complete procedures along with the
equipment to be used for erection shall be submitted to the Bridge Design Engineer
for approval.

Welding Items
Welding: Welding of all structural steel and steel pipes shall conform to Section
815 welding of the Louisiana Standard Specifications for Roads and Bridges.

Bolted Connections
All field connections shall be made with high strength bolts conforming to ASTM
A 325. Bolt spacing shall be in accordance with design drawings, shop drawings, and the
requirements of design specifications. Unless otherwise shown, bolted connections shall
be made with 7/8” diameter high strength bolts. Direct Tension Indicator (DTI) washers are
used in high strength connections for tension verification. One washer will be required
beneath the turning element. Bolted connections are designed as friction type.

Galvanized Steel
All miscellaneous hardware which is specified to be galvanized shall be coated in
accordance with ASTM A 153. All structural steel shapes which are specified to be
galvanized shall be coated in conformance with ASTM A 123 after fabrication. Damaged
galvanized coats that are not to be embedded in more than 3 in. of concrete shall be
repaired with cold applied, zinc rich, organic paint, from the approved Qualified Products
List or any other approved method of repair.

3 (51)
Charpy V-notch Testing
All structural members described below are designed as primary members and shall meet
the longitudinal charpy V-notch test described in subsection 1013.01 of the Standard
Specifications:

1. Tension flanges, webs and splice plates.

2. Stringers and stringer splice plates.

3. Specific members noted elsewhere in the plans.

4. Longitudinal stiffeners in tension areas.

Fracture Critical Members (FCM)

Members noted as "FCM" in the plans shall meet the requirements that are provided in the
project specifications. Heat numbers shall be shown on the shop drawings for all FCM
noted members.

Erection
Detailed erection drawings outlining the procedure and equipment to be used shall be
submitted to the Bridge Design Engineer for approval.

3 (52)
OLD DESIGN STANDARDS

3 (53)
 5
CHAPTER

TABLE OF CONTENTS

DESCRIPTION OF SUPERSTRUCTURE TYPES ............................................................................... 1

BRIDGE RAILING.......................................................................................................................... 3
HISTORY ..................................................................................................................................... 3
THE 1989 GUIDE SPECIFICATION ................................................................................................... 3
AASHTO LRFD BRIDGE SPECIFICATIONS........................................................................................ 4
LOUISIANA PRACTICE .................................................................................................................... 4
SELECTION AND DESIGN CRITERIA .................................................................................................. 4
Miscellaneous Details............................................................................................................. 5
Bridges in Urban Areas........................................................................................................... 6
F-Shape, (PL-2) ....................................................................................................................... 7
F-Shape, (PL-3) ....................................................................................................................... 8
Median Barrier (Bridge), (F-Shape- PL-2).................................................................................. 9
Median Barrier (Bridge), (F-Shape- PL-3)................................................................................ 10
Median Barrier (Bridge), (Vertical Wall- PL-2)........................................................................ 11
Median Barrier (Bridge), (Vertical Wall- PL-3)........................................................................ 12
Median Barrier, (F-Shape) (Steel) ........................................................................................... 13
New Jersey Shape PL-2 ......................................................................................................... 15
Railing/Sidewalk, (PL-2) ........................................................................................................ 18
Side Mounted Rails, (PL-2).................................................................................................... 21
Vertical Wall, (PL-2) ............................................................................................................. 24
Vertical Wall, (PL-3) ............................................................................................................. 25
TEMPORARY CONCRETE BARRIERS.................................................................................................. 27
Purpose and Scope ............................................................................................................... 27
Policy................................................................................................................................... 27

BRIDGE DECKS ........................................................................................................................... 28

ROADWAY CROWNS .................................................................................................................. 29
SUPERELEVATION ........................................................................................................................ 30
Reasons for Superelevation of Curves ................................................................................... 30

5 (i)
Rev. 02/28/2003
 Definition of Terms .............................................................................................................. 30
Design Considerations.......................................................................................................... 33
Examples.............................................................................................................................. 35
Superelevation Development Options (Sample Plan Sheets)................................................. 39
BRIDGE DECK DRAINAGE ............................................................................................................ 41
BRIDGE DECK TRAFFIC MARKERS .................................................................................................. 41
PAVEMENT MARKERS ALONG BRIDGE SHOULDERS ......................................................................... 42
DESIGN CRITERIA FOR CONCRETE SLAB SPANS ............................................................................... 43
DESIGN CRITERIA FOR CONCRETE BRIDGE DECKS ........................................................................... 43
Analysis................................................................................................................................ 43
Deck Design Details.............................................................................................................. 44
Deck Design Typical Sections............................................................................................... 47
Deck Design Tables.............................................................................................................. 48
DESIGN CRITERIA FOR DECKS OF MOVABLE BRIDGES ..................................................................... 51
Vertical Lift Spans................................................................................................................. 51
Swing Spans ......................................................................................................................... 51
STEEL GRID FLOORS.................................................................................................................... 51
Commentary ........................................................................................................................ 51
Analysis................................................................................................................................ 51
Design Details...................................................................................................................... 52
DECK JOINT ............................................................................................................................... 52
Design Criteria for Strip Seals ............................................................................................... 53
Design Example: Prestressed Concrete Girder Spans ............................................................ 54
Design Example: Steel Girder Spans ..................................................................................... 55

PRESTRESSED GIRDERS .............................................................................................................. 55

Introduction ......................................................................................................................... 56
Scope ................................................................................................................................... 56
Commentary ........................................................................................................................ 56
Analysis................................................................................................................................ 57
Design Details...................................................................................................................... 60
Applicable Standard Drawings.............................................................................................. 61
PRESTRESSED GIRDERS WITH DEBONDED STRANDS............................................................ 62
Introduction ......................................................................................................................... 62
Commentary ........................................................................................................................ 62
Analysis................................................................................................................................ 63
Design Details...................................................................................................................... 64

5 (ii)
Rev. 02/28/2003
 Chart of Span Range Limits for Prestressed Girders ............................................................... 65
Dimensions and Properties of Prestressed Girders................................................................. 66
Strand Pattern Templates Details........................................................................................... 68
Strand Properties Table......................................................................................................... 69
Diaphragm Details (Type I-IV End & Intermediate Diaphragms) ............................................ 70
Diaphragm Details (Type BT End and Intermediate Diaphragms) ......................................... 71
Diaphragm Details (Type I through IV Continuity Diaphragms) ............................................ 72
Diaphragm Details (Type BT Continuity Diaphragms) .......................................................... 73
Diaphragm Details (Type I through BT Reinforcing Steel Details) .......................................... 74
Diaphragm Details (Connection Details at Continuity Diaphragm) ........................................ 75
Diaphragm Details (Type I-BT, End &Intermediate Diaphragm Concrete Computations)........ 76
Diaphragm Details (Type I-BT, Continuity Diaphragm Concrete Computations) .................... 77

GENERAL GUIDELINES FOR STEEL SPANS ................................................................................. 78

ANALYSIS .................................................................................................................................. 78
DETAILING................................................................................................................................. 79
Treatment of Slab and Haunch on Steel Girder Structures ..................................................... 84
Stiffeners (Elevation –Transverse Stiffeners) ........................................................................... 85
Stiffeners (Typical Sections Through Girder).......................................................................... 86
Stiffeners (Lateral Connection Plate at Transverse Stiffeners) .................................................. 87
Stiffeners (Elevation - Longitudinal Stiffeners) ........................................................................ 88
Inspection Handrail for Steel Girders .................................................................................... 89
Cross Frames Diaphragms .................................................................................................... 90
DIAPHRAGM CONFIGURATIONS ................................................................................................... 91
Cross Frames (Typical Details) .............................................................................................. 92
Cross Frames (Typical Skewed Diaphragm Connections)....................................................... 93
STEEL GIRDER OPTIMIZATION ...................................................................................................... 94
FATIGUE DESIGN OF STEEL STRUCTURES ....................................................................................... 95
Introduction ......................................................................................................................... 95
Commentary ........................................................................................................................ 95
Analysis and Details ............................................................................................................. 95
FRACTURE CRITICAL MEMBERS ..................................................................................................... 97
Introduction ......................................................................................................................... 97
Commentary ........................................................................................................................ 97
Identification ........................................................................................................................ 97
Two-Girder Systems ............................................................................................................. 97
Box Girder Bridges, Single Box Design ................................................................................. 97

5 (iii)
Rev. 02/28/2003
 Steel Caps ............................................................................................................................ 98
Truss Bridges ........................................................................................................................ 98
Suspended Span Bridges, Two-Girder Systems ...................................................................... 98
Analysis................................................................................................................................ 98
Details.................................................................................................................................. 98
GUIDELINES FOR WEATHERING STEEL DESIGN ............................................................................. 100
CORROSION PROTECTION METHODS ................................................................................... 103
GENERAL ................................................................................................................................. 103
Fly ash................................................................................................................................ 103
Microsilica ......................................................................................................................... 104
Calcium Nitrite................................................................................................................... 104

5 (iv) Rev. 02/28/2003

 DESCRIPTION OF SUPERSTRUCTURE TYPES

The following is a list of superstructure types that are most commonly used:

1. Concrete slab spans (precast or cast-in-place)

a) Solid

b) Voided

2. Precast-prestressed concrete girder spans

3. Steel

a) Rolled Beam Span

b) Welded Plate Girder Span

1) Multi-Girder Frame

2) Girder, Floorbeam, Stringer Frame

4. Steel horizontally curved girder span (plate or box girder)

5. Precast-prestressed concrete box girder span

6. Movable bridges

Slab span bridges are the most common bridge type and are generally used at stream
crossings where span requirements are not critical and aesthetics are not a major concern.
This is generally the most economical bridge type for bridges up to 400 ft. in total length
and even longer depending on pile lengths. Cast-in-place slab spans have been the norm
for on-system bridges while precast slab spans are generally used on parish off-system
bridges.

Voided slabs or Quad beam spans are used where 40 ft. spans are required with depth
limitations. Please note that a method to drain and vent each void to prevent water and
methane gas accumulation is required.

The next most common bridge type is the concrete precast prestressed AASHTO concrete
girder span, which is used for stream crossings with span requirements exceeding slab span
capability, for grade separation structures, and approaches to high level structures.

5 (1)
Rolled beams are used primarily in rehabilitation projects. For new construction, rolled
beam spans are seldom used, except for spans where depth limitations are insufficient or
inefficient for prestressed girder spans.

Steel plate girder spans are used for longer spans such as river crossings or grade separation
structures that require span lengths in excess of 130 ft. Steel box girders are occasionally
used in urban areas for aesthetics. The box girder's effectiveness in resisting torsion makes
it suitable for horizontally curved girders with long or tightly curved spans. However, I-
girders are preferable unless box girders are necessary.

In urban areas where an elevated roadway is required, the precast concrete box girder may
be considered in special cases where aesthetics and right-of-way restrictions are critical.

Movable bridge types are discussed in Chapter 12.

5 (2)
 BRIDGE RAILING
HISTORY

Since 1928 AASHTO has provided various specifications to address the design and details
of bridge railings.

Understanding the evolution of these specifications over the many years is instrumental to
the comprehension of the specifications in AASHTO as they appear today.

The reason for a dramatic change in bridge railing specifications has been the need to
adapt to the changes in the auto-industry and the wide variety of vehicles, which are
present on our highways. In the sixties, AASHTO defined the primary purpose of bridge
railing as the ability to contain the average vehicle. The application of the 10 kip load was
established for the design of such railing and it remained the primary criteria in AASHTO
through the eighties.

Multiple fatality truck and school bus accidents involving bridge railing, throughout the
nation, focused the bridge engineer's attention on whether the 10 kip load closely
represented the real life impact loads. The load indicator walls in the crash test sites
suggested that the actual loads are in the range of 30 to 200 kips.

In August 1986, FHWA required the full scale crash testing of all bridge rails that are to be
used on the federal aid projects. At the same time AASHTO requested the FHWA to assist
them in the development of a new bridge rail specification.

THE 1989 GUIDE SPECIFICATION

In 1989 AASHTO adopted a Guide Specification for Bridge Railing. This specification is
intended to be a basis for the design of prototype bridge railings that are to be crash tested,
and for the design of one-of-a-kind bridge railing where the cost of crash test program may
not be justified. The Guide Specification is based on a multiple performance levels'
theory, which basically requires a different rail for a different situation. There exist five (5)
primary performance levels in this publication. These performance levels are as follows:

PL1 PL2 PL3 PL4 PL4T

Cars & Pick-up Single unit trucks Tractor trailers 18 Wheeler Tanker trucks
trucks
5,400 lbs. & less 18,000 lbs. 50,000 lbs. 80,000 lbs. 80,000+ lbs.

The Guide Specification contains criteria based on which appropriate performance level is
selected. In addition, this publication specifies the various design loads and their strategic
locations on the railing for when an analysis is required.

5 (3)
AASHTO LRFD BRIDGE SPECIFICATIONS

In 1994 AASHTO published its first series of LRFD Specifications, both in English and
metric units. There exists great similarity between the LRFD railing specification and the
Guide Specification. In fact the performance levels and the design loads have been
extracted from the Guide Specification and placed in the LRFD Specifications, with the
exception that the LRFD offers step by step design criteria and analysis procedures for
various bridge railings.

LOUISIANA PRACTICE

Louisiana's primary bridge rail in recent history has been the New Jersey safety shape
made of reinforced concrete and in special cases, steel plates. This particular shape has
been successfully crash tested for performance level (PL-2). The most recently developed
safety shape is referred to as the F-shape. This shape, although not much different than the
Jersey shape, has proven to gain a slight advantage over the Jersey shape in redirecting the
18000 lb. vehicle. For this reason Louisiana has opted to gradually eliminate the use of the
New Jersey shape and adopt the F-shape for use on new projects. Another advantage in
the adoption of the F-shape is the fact that it is the only safety shape that has been crash
tested for PL-3 at 3’-6” height.

SELECTION AND DESIGN CRITERIA

Selection of the performance level for all new projects or major rehabilitation projects such
as redecking of an existing bridge shall be in accordance with the 1989 AASHTO Guide
Specifications and the latest LRFD Specifications. All bridge rails shall be an approved
crash tested rail for the specific performance level. All plan details and designs shall also
be in accordance with these specifications. The 2’-8” barrier (F-shape PL-2) is currently the
standard rail being used on nearly all bridges. When a PL-3 bridge rail is warranted by the
AASHTO Guide Specifications, a 3’-6” F-shape is the preferred rail unless the designer
deems necessary to use a different rail. When detailing the slab and its reinforcing steel
supporting the bridge rail, the minimum slab thickness shown on the crash tested detail
shall apply. If thicker slabs are utilized for other design reasons, the reinforcing steel
shown in the crash tested detail may be reduced to that amount which provides the same
or a greater ultimate moment capacity as the crash tested detail. Additional reinforcing
steel may also be required for reasons other than the crash tested quantity, i.e., when using
a wider sidewalk than what is shown on the detail. Under the majority of situations, the
"F" shape is the bridge rail of choice, however, there are several other crash tested rails
which may be applicable. A side mounted open rail system and a solid concrete vertical
wall rail is shown here for a PL-2 application. Open rail systems are particularly useful
where sight distance, bridge drainage and aesthetics may be of concern. Although open
rail systems are usually more expensive, they can significantly improve visibility and
drainage.

5 (4)
Steel plate barriers formed to an F-shape are used on movable bridges with steel grid floor.

Additionally, crash tested combination traffic-pedestrian railing is shown here for both PL-1
and PL-2. In majority of cases a combination railing is applied in design speeds of 60 mph
or less, and unless the percentage of truck traffic is high, a PL-1 rail is suitable. However,
just as bridge traffic railing, AASHTO Guide Specification shall be used to arrive at the
proper performance level for the combination railing. The PL-1 and PL-2 combination
railing shown here have been crash tested with an 8 in. curb and a 5 ft. wide sidewalk.
The more desired sidewalk width is 6 ft., and the expert's opinion is that the wider
sidewalk will practically enhance the rail performance, as long as the curb height is not
increased. The reinforcing steel shown in these details is adequate to resist the crash loads.
However, if the sidewalk width or other configuration change, the reinforcing steel and
members supporting the sidewalk shall be designed accordingly.

For information on bridge railing end treatments, impact attenuators, roadway barriers, and
temporary barriers see Chapter 11, "Barrier and End Treatment Systems".

Miscellaneous Details
A 0.50“open joint is provided in the concrete barrier every 20 ft. to 35 ft. for expansion
and contraction. This joint need not be sealed where open deck drainage is not allowed (it
is expected to dam itself with debris). For unusual conditions, the engineer could require 6
in. PVC waterstops.

The gap between adjacent barriers at expansion joints shall not exceed 6 in. maximum
unless a sliding armored plate is employed to close off the opening.

Rail transition is an important aspect of design involving engineering judgement. The ends
of the bridge rail must be protected with some type of transition such as guardrail or other
end treatment. Guardrail should be in accordance with latest Standard Plans GR-200, GR-
201, and GR-202. In cases where new construction ties to existing construction there must
be adequate transition between sections of F-shape barrier and Brush Curb Rail used on
earlier bridges.

Impact attenuators with back up blocks must be designed for gore areas with oncoming
traffic or where typical guardrail can not be used. See the section for crash cushions
(impact attenuators) for design.

5 (5)
Bridges in Urban Areas
For bridges with curbed roadway approaches and without sidewalks, F-shape barrier will
generally be used with a 4 ft. offset from the edge of travel lane. The roadway curbs will
be flared out and discontinued at the guardrail ends. However, in some instances it may
be necessary to extend the flared curb behind the guardrail to provide for drainage. This is
particularly true when bridge end drains are required.

For bridges with curbed roadway approaches and sidewalks or bikeways, the curb and
sidewalk (or bikeway) shall be carried through the bridge. A vertical face parapet with pipe
rail is generally used on the outside of the sidewalk, and must meet the requirements for
"Combination Rail" mentioned in the AASHTO Bridge Specifications. The guardrail
standard will apply and the guardrail shall be placed on the outside of the sidewalk. For
higher design speeds, a barrier rail shall be required to separate the sidewalk from the
travel lane, and a pedestrian or bicycle rail shall be used on the outside of the sidewalk.
The guardrail standard shall apply and the sidewalk will be flared out behind the guardrail.

For bridges with design speeds of 60 mph or less, for barrier end treatment, and sidewalk
and curb placement, see EDSM II.3.1.4.

5 (6) Rev. 05/23/2005

 AREA =
WEIGHT = 283.5 LBS./FT.

1’-3"

1’

4 6"

CLR.
1
4"
7"
1’-10"

7"

NO. 5 BARS @
2’-8"

8" CTRS.

8 NO. 4 BARS
R 10"
PLACED AS SHOWN
OPTIONAL
7"

NO. 5 BARS 1

CLR.
7"

4 - NO. 5 BARS (MIN.)

1
CLR.

MIN.
2"

3"

8" MIN.
1" CLR. MIN.

1" CLR.

MIN.
VARIES

4 - NO. 5 BARS (MIN.)

NO. 4 BARS
@ 9"

END OF SUPPORT

NOTE:

1) THE ABOVE DETAILS ARE FROM FHWA-RD-93-058 (JUNE 1997) AND HAVE BEEN MODIFIED.
SEE PAGE 5(4) FOR DESIGN REQUIREMENTS.

2) CONCRETE TO BE CLASS AA, AND EXPOSED FACES TO RECEIVE CLASS 2A SPECIAL SURFACE
FINISH IN ACCORDANCE WITH SECTION 805.13(b) OF THE LOUISIANA STANDARD SPECIFICATIONS,
2000 EDITION.

3) REINFORCING STEEL TO BE GRADE 60.

4) THE REINFORCEMENT USED IN 8" MIN. DECK IS BASED ON CRASH TEST CRITERIA USING 40 ksi
REINF. STEEL. SEE NOTE 16, PAGE 5 (46).

5) FOR ADDITIONAL INFORMATION, SEE STANDARD DETAILS BR-01 OR BR-02.

6) DETAILS SHOWN ARE FOR GIRDER SPAN BRIDGES.

F-SHAPE

(PL-2)

Rev. 05/23/2005 SCALE: 1"=1’

5 (7)
 1’-8"

AREA =
WEIGHT = 520.5 LBS./FT. 1’

4 3 9"

CLR.
1
7"
NO. 5 BARS @
8" CTRS.

10"
2’-8"

8 NO. 8 BARS
3’-6"

PLACED AS SHOWN

10"
1
R 10"
CLR.
OPTIONAL

NO. 5 BARS
7"

11"

2
CLR.

MIN.
2"

3"

MIN.
10"

4 - NO. 5 BARS (MIN.)

1" CLR. MIN.

1" CLR.
VARIES

MIN.

NO. 4 BARS @
9"

END OF SUPPORT 3’-3" TEST INSTALLATION OVERHANG

NOTES:

1) THE ABOVE DETAILS ARE FROM FHWA-RD-93-058 (JUNE 1997) AND HAVE BEEN MODIFIED.
SEE PAGE 5(4) FOR DESIGN REQUIREMENTS.

2) CONCRETE TO BE CLASS AA, AND EXPOSED FACES TO RECEIVE CLASS 2A SPECIAL SURFACE
FINISH IN ACCORDANCE WITH SECTION 805.13(b) OF THE LOUISIANA STANDARD SPECIFICATIONS,
2000 EDITION.

3) REINFORCING STEEL TO BE GRADE 60.

4) THE REINFORCEMENT USED IN 10" MIN. DECK IS BASED ON CRASH TEST CRITERIA USING 40 ksi
REINF. STEEL. SEE NOTE 16, PAGE 5 (46).

5) DETAILS SHOWN ARE FOR GIRDER SPAN BRIDGES.

F-SHAPE

(PL-3)

Rev. 05/23/2005 SCALE: 1"=1’

5 (8)
 STRUCT.
TUBING
4x
| " ‘
ROUND HEAD BOLT

2"
0"
WELDED CAP

STRUCT. TUBING

8"
4x4
6’-6" CTRS. MAX.

10"

8"
" ‘ x 1
A 325 ANCHOR
BOLTS (EMBEDDED

3’-6"
10" IN CONCRETE)

6 NO. 5 BARS
SIDEWALK SLOPES 2%
PLACED

2’-0"
AS SHOWN
1" 5’-11"
1
NO. 5 BARS @ CLR.
4" 2" NO. 4 BARS @

CLR.
2"
7 NO. 4 BARS CLR. 6" CTRS.
R 1" (TOP)

MIN.
8"
1" CLR.

MIN.
6 NO. 4 BARS
1’-6"
(BOT.)

NO. 5 BARS @
9"
2’-5"

NOTES:
1) CONCRETE TO BE CLASS AA, AND EXPOSED SURFACES
PARAPET TO RECEIVE CLASS 2A SPECIAL SURFACE FINISH
IN ACCORDANCE WITH SECTION 805.13(b) OF THE LOUISIANA
STANDARD SPECIFICATIONS, 2000 EDITION.
2) REINFORCING STEEL TO BE GRADE 60, AND TO MATCH
CORROSION PROTECTION OF DECK STEEL.
3) ALL STRUCTURAL TUBING TO BE ASTM A 500, GRADE B
MATERIAL.
4) STRUCTURAL STEEL TO BE ASTM A 709.
5) ALL STRUCTURAL STEEL AND HARDWARE SHALL BE HOT
DIPPED GALVANIZED AFTER FABRICATION.
6) THE LENGTH OF THE RAIL SEGMENT SHALL NOT EXCEED
100 FEET.
7) RAIL SPLICES ARE TYPICALLY AT 19’-8" WITH CENTER OF
SPLICES 1’-8" FROM NEAREST POST. NO SPLICES ARE
ALLOWED WITHIN 16’-0" FROM OPEN JOINT.
8) JOINTS ARE REQUIRED AT 100’ CENTERS (MAX.).
9) IF CONDITIONS EXIST WHERE 6’-0" WIDTH CANNOT
BE PROVIDED, A MINIMUM WIDTH OF 5’-1" MAY BE USED.
10) THE REINFORCEMENT USED IN 8" MIN. DECK ID BASED
ON CRASH TEST CRITERIA USING 40 ksi REINF. STEEL.

RAILING / SIDEWALK

(PL-2)

REV. 05/03/2004 1 OF 3 SCALE

5 (18)
 RAIL ELEMENT " AT RA

2" 4" 4" 4" 4" 2"

| " x 1"
IN RAIL ELEM
HOLES IN

1’-8"

BOTTOM PLATE INTERNAL SPLICE

PL &x1

TOP & BOTTOM

TYP.
1’-8"
| "‘
TYP.
IN TUBE AND
BOTTOM PL
3

PL &x3
EACH SIDE

&"‘ x 1"
WITH HEX NUT, FLAT
2 WASHER, AND LOCK NUT

FINISHED DIMENSIONS TYPICAL SECTION

OF INNER SLEEVE AT SPLICE

RAILING / SIDEWALK

(PL-2)
2 OF 3 SCALE: 3"=1’
REV. 05/03/2004

5 (19)
 8

2" 4 2"

1
1"‘ HOLE

9
R

1
" x 1" SL
FOR ALIGNMENT

BASE PLATE DETAIL

0" SEAL

STRUCTURAL TUBING
4x4x 0 @ 6’-6
2"

|
HOLE
1’-4"

"
PLATE

PARAPET

10"

NOTES:

INTERMEDIATE RAIL SPLICES ARE AT EVERY

19’-8" WITH CENTER OF CONNECTION AT
SPAN QUARTER POINTS. RAIL SPLICES WILL
NOT BE ALLOWED ON THE LAST TWO SPANS
RAILING / SIDEWALK
AT THE END OF THE SEGMENTS.

(PL-2)
3 OF 3 SCALE:
REV. 05/03/2004

5 (20)
 RAIL ELEMENT
" AT RA

2" 4" 4" 4" 4" 2"

1’-8"

| " x 1"
BOTTOM PLATE INTERNAL SPLICE IN RAIL ELEM

HOLES IN
2" 2"
3

| "
IN TUBE AND
BOTTOM PL

PL &x6 !
EACH SIDE

7
TYP.

PL &x2
" ‘ x 1
TOP & BOTTOM
WITH FLAT WASHER

AND LOCKNUT
FINISHED DIMENSIONS
OF INNER SLEEVE
TYPICAL SECTION
AT SPLICE
TOP RAIL

2" 2"
3

| "
PL &x4 !
IN TUBE AND
EACH SIDE
BOTTOM PL
5

TYP.

TYP.
1’-8"

PL &x2
TOP & BOTTOM
" ‘ x 1

WITH FLAT WASHER

FINISHED DIMENSIONS
AND LOCKNUT
OF INNER SLEEVE
TYPICAL SECTION
AT SPLICE BOTTOM RAIL

SIDE MOUNTED RAIL

(PL-2)
REV. 05/03/2004 3 OF 3 SCALE: 3"=1’

5 (23)
BLANK PAGE

5 (26)
 Temporary Concrete Barriers

Purpose and Scope

The following sets forth the DOTD's policy with regard to the installation of temporary
concrete barriers on highway construction projects. The policy is applicable to all state
and federal projects involving the temporary operation of two-way traffic on one side of a
multi-lane highway or bridge.

Policy
Temporary concrete barriers generally shall be required to separate opposing traffic flow
on interstate construction projects where shoulders exist on both sides of the lanes on
which detour traffic will be directed. Length of detour will be limited to approximately 5
miles or less. Temporary barriers are also used to provide a positive barrier between
workers and traffic.

Temporary barriers in other situations will be considered on a case by case basis and may
be used upon written approval of the Chief Engineer.

Temporary barriers normally will not be used on non-control access highways. Barrier
placement on multi-lane bridges shall be decided on a project by project basis after
evaluation of suitable construction alternatives.

If temporary barriers are used for a bridge application, the Engineer should consider a more
rigid anchorage of the temporary barrier to the bridge deck when deemed necessary.

5 (27)
 BRIDGE DECKS

There are currently three types of bridge riding surfaces being used by the Department:

1. Full Depth Cast-in-Place (slab span1 or girder deck2)

2. Stay-in-Place Forms with cast-in-place concrete topping

a) Slabs - always utilize concrete panels

b) Decks

1) Precast Concrete Panels

2) Stay-in-Place Steel Forms

3) Grid Floor

The following standard plans or standard details relating to bridge decks should be
included in the bridge plans where applicable:

1. Slab Spans (various roadway widths and skew angles)

2. Miscellaneous Span and Girder Details

3. Optional Span Details

4. Grid Floor

5. Strip Seal Joint Details

1
Slab defined as structural riding surface between substructure members.
2
Deck defined as structural riding surface between superstructure members.

5 (28)
ROADWAY CROWNS

1. One-way traffic bridges shall have a single tangent slope of 2.5%.

2. Two-way traffic bridges shall have two-way tangent slopes of 2.5% connected by a
4 ft. parabolic crown section.

3. Bridge deck crowns shall match connecting roadway parabolic crowns except for
special cases.

5 (29)
SUPERELEVATION

Reasons for Superelevation of Curves

Centrifugal force causes a vehicle moving in a circular path to slide away from the center
of the curve. This tendency can be reduced to acceptable levels by increasing the cross
slope of the roadway surface away from the curve center sufficiently so that the vehicle
weight component parallel to the roadway surface approximates the centrifugal force
component parallel to the roadway surface.

The design of superelevation for highway curves will be in accordance with the latest
edition of A Policy on Geometric Design of Highways and Streets, AASHTO, Washington
D.C.

Definition of Terms
D stands for degree of curvature. It is a measurement of the angle that a 100 ft. length of a
curve subtends at the center of that curve.

emax is the symbol for the maximum superelevation rate of the roadway cross section.
Louisiana normally limits this value to 10.0% for rural and 4.0% for urban roadway.

e is the symbol for rate of superelevation for the roadway cross slope and is a function of
emax, design speed, and radius of curve. Values are generally selected from Tables III-7 to
11 in AASHTO.

MRG is the acronym for maximum relative gradient between the profile edge of two-lane
travel way and the centerline. Its value is a function of design speed. The fractional value,
given as a ratio, is MRS, or Maximum Relative Slope. MRS values are generally selected
from Table III-13 in AASHTO.

NC is the abbreviation for normal crown section. In tables it designates curves that are so
flat that elimination of adverse cross slope or use of superelevation is not necessary.
AASHTO tables are based on 1.50% cross slope. The designer should be aware that larger
curve radii than that shown with NC designation may be required when using cross slopes
of 2.50%.

R stands for the radius of a horizontal curve.

RC is the abbreviation for removing the adverse crown and super elevate at normal crown
slope. It is where the outside ravel lane is rotated to the 0.00% cross slope and the inside
travel lane remains at the normal crown cross slope. AASHTO tables are based on 1.50%
cross slope. The designer should be aware that smaller curve radii than that with a RC
designation may be satisfactory when using a cross slope of 2.50%.

5 (30)
Superelevation runoff is the general term denoting the length of highway needed to
accomplish the change in cross slope from a section with adverse crown cross slope
removed to a fully superelevated section, or vice versa.

Tangent runout is the general term denoting the length of highway needed to accomplish
the change in cross slope from a normal crowned cross section to a section with the
adverse crown cross slope removed, or vice versa.

V is the assumed design speed.

Superelevation Rotation: In order to transition from a normal crown section to a fully

superelevated section, a superelevation transition detail must be provided. The two
primary methods used in LADOTD Bridge Design for attaining superelevation for curves
are: 1) traveled way revolved about the centerline, and 2) traveled way revolved about the
low gutter [in bridges with superelevation, it is common practice to profile the gutterline
rather than the travel lane profile].

The method of rotating the traveled way about the centerline is widely used in design
because the required change in elevation of the gutterlines is made with less distortion and
it produces a balance with right-of-way taking. However, with one-half of the required
elevation change made at each gutterline, vertical clearance reduction, drainage problems
(if low gutter drops below natural ground), and driver apprehension of a dip in the roadway
due to lowering of the low gutter of the roadway must be considered.

The method of rotating the traveled way about the low gutter is frequently used and the
required change in cross section is accomplished by raising the outside gutter profile. This
method is preferable when the low gutter line profile is a major control, as for drainage or
vertical clearance above waterways. This method produces the greatest distortion of the
high gutterline profile and could result in additional right of way taking due to the increase
in fill height associated with the increase in elevation of the high gutter line.

Regardless of which method is used to superelevate the roadway surface for horizontal
curves on projects, close coordination should be maintained between the Road and Bridge
Design Sections, since the superelevation transitions usually affect both bridge and
roadway designs.

5 (31)
Design Considerations
1. As a general rule, 60% to 80% of the superelevation runoff should be achieved on
the tangent prior to the PC or after the PT of the curve (70% is normal, 50% is
allowed for back to back curves).

2. For traveled ways wider than two lanes, adjustments should be made for lane
widths as per AASHTO. In Bridge Design, the width of shoulders is included in the
overall traveled way widths for adjustment purposes.

3. Angular breaks in the profile control lines should be rounded in final design by
insertion of short vertical curves with minimum lengths (feet) approximately equal
to V, with the design speed in miles per hour. These short vertical curves should be
located so that their PVC and/or PVT are located at bent centerlines, when practical.
This may require an elongation of the superelevation diagram.

4. A review by graphical plots of edgelines and centerline should be made to ensure

smooth lines and to identify any flat areas. Kinks can be avoided by lengthening
curves. Inadequate roadway slope creates potential drainage hazards (one such area
is the point of adverse crown removed on a 0.00% grade bridge) that can be
reduced by minimizing the superelevation transition lengths or providing additional
drains in the area.

5. Bridge length, profile grade line, and superelevation rotation should all be
referenced to a common baseline when possible.

6. All plan sheets should be detailed consistent with the examples shown in this
manual when possible. It should be noted that the superelevation examples on the
following pages are given as a guide; they are but one interpretation of AASHTO.
For all projects, but especially the more complex, the engineer is encouraged to
apply information contained in A Policy on Geometric Design of Highways and
Streets, AASHTO, Washington D.C. to develop suitable superelevation transition
diagrams.

5 (33)
 Lane Factor Maximum Relative Slope

(adjustment for pavement width ←) (between longitudinal edges of 12

ft. lane ↑)

Length (L) LF Design Speed MRS

(distance from rotation line to edge of
rotated surface) V(mph)
(ft)

12 1.0 20 1:135

18 1.2 30 1:152

24 1.5 40 1:172

36 2.0 50 1:200

42 2.25 60 1:222

>42 extrapolate 65 1:233

70 1:250

←From page 172, A Policy on Geometric Design of ↑ Exhibit 3-27, A Policy on

Highways and Streets, 2001 AASHTO. Geometric Design of Highways
and Streets, 2001 AASHTO

5 (34) Rev. 05/03/2004

Examples

Given: V = 60 mph
R = 1910 ft.
D = 3 degrees 0 min.
nc = 0.025 (standard cross-slope)
emax = 10% (DOTD rural standard)
e =. 077 (from AASHTO Table III-11)
MRS = 1 / 222 (from AASHTO Table III-13)
≤ rise / minimum run (Value based on 2 second min. runoff length, p.176.
≤ (lane width*e)/minimum table runoff Obtain 2-lane minimum runoff value from
≤ (12 * 0.077) / 210 = 1:227 Table III-10 and incorporate if geometry permits.)

Rotate about centerline

A) two 12 ft. lanes

no shoulders
L = 12 ft. (distance from rotation line to edge of rotated surface)
LF = 1.0 (function of L and page 180, AASHTO)

run = rise / slope

AB = [lane * nc / MRS] * LF = 12(0.025) 222 (1.0) = 0.30(222) ≅ 67 (runout)
BD = [lane * e / MRS] * LF = 12(0.077) 222 (1.0) = 0.92(222) ≅ 210 ft. (matches Table III-11)
AD = superelevation transition length 277 ft.
g = rise / run = (nc + e) * L / AD = (.025+.077)12 / 277 = 0.00442 ft./ft.

Remainder of the superelevation diagram geometry can be determined from the control values.

^ length of tangent runout is not directly affected by lane width.

B) four 12 ft. lanes

no shoulders

L = 12 * 2 = 24 ft. (distance from rotation line to edge of rotated surface)

LF = 1.5 (function of L and page 178, AASHTO)

AB = 12 (0.025) 222 (1.5) ≅ 100 ft.

BD = 12(0.077) 222 (1.5) ≅ 320 ft. (matches Table III-11)
AD = 420 ft.
g = (0.025+0.077) 24 / 420 = 0.00583 ft./ft.

5 (35) Rev. 02/28/2003

C) two 12 ft. lanes
two 10 ft. shoulders

L = 12 + 10 = 22 ft.
LF = 1.4

AB = 12 (0.025) 222 (1.4) @ 94 ft.

BD = 12(0.077) 222 = (1.4) @ 288 ft.
AD = 382 ft.
g = (0.025+0.077) 22 / 382 = 0.00587 ft./ft.

Rotate about low gutter

[Page 186 of A Policy on Geometric Design of Highways and Streets, 1990 AASHTO, indicates that
when rotation is about roadway edge, runoff lengths are similar to those for a centerline rotation
with the same roadway width. This is consistent with page 176 where the MRG between profiles of
edges of two-lane traveled ways is allowed to double. One way to account for this is by using a lane
factor (LF) based on an adjusted length (L’ = ½ L) when calculating the required runoff length.]

D) two 12 ft. lanes

no shoulders

L = lanes + shoulders = 2 * 12 = 24 ft. (dist. from rotation line to edge of rotated surface)
L’ = ½*L = ½* 24 = 12 ft. (corrected width for determining LF for low gutter rotation)
LF = 1.0 (function of L’ and page 180, AASHTO)
BC = [lane * nc / MRS] * LF = 12 (0.025) 222 (1.0) =0.3(222) @ 69 ft.
CD = [lane * (e-nc) / MRS] * LF = 12 (0.077-0.025) 222 (1.0) @ 141 ft.
BD = [lane*e / MRS]*LF = 12 (0.077) 222 (1.0)= 210 ft. (matches Table III-11)
g = [(runout width)*nc + L(e-nc)] / BD
= [(12*0.025)+24*(0.077-0.025)] / 210 = (0.3 +1.248) / 210=1.548 / 210 = .00737 ft./ft.

[Note that runoff length (BD) is independent of initial crown cross slope (we would obtained 210 ft. in the
above example if nc had been 0.000 or 0.015 in lieu of 0.025). Also note the “g” calculated is the gradient
associated with the allowed runoff from Table III-11 but is dependent on initial crown. When an initial
crown exists, the preliminary gradient of BC is one half the value of the preliminary gradient for CD (this
is due to the shift in the reference rotation line from centerline to low gutter beyond point C, and the
corresponding rise of the initial reference line beyond point C).

5 (36)
Thus “g” (as calculated above) is an average value. Page 183 of AASHTO states that a uniform edge
slope is desirable. When the desired relative slopes are not possible, the runout length should be at
least equal to those required for a curve with maximum superelevation where the same relative slope
for the tangent runoff and runout are retained. With this as a guideline, we can conservatively use
the average “g” as calculated above for both runout and runoff. This insures that in all occurrences,
a single gradient is used, that the runout is longer than policy minimum, and “g” is less than the
maximum.]
In our case:

runoff = [e*lane / MRS]*LF

= [0.077*12*222] * 1.0 = 210 ft.
gmax = (e*L) / runoff
= 0.077*24 / 210 = 0.0088 > g (=0.007606 ft./ft.)

If we use a flatter gradient than gmax to determine runout length, our runout length should always
be longer than minimum required. To confirm this assumption, calculate and compare the two
lengths one time.

runoutmin = (nc*runout width)/gmax

= 0.025*12 / 0.0088 = 34 ft.
AB = (nc*runout width) / g
= (.025*12) / 0.007606 = 39.4 ft. > runoutmin

The remainder of the superelevation diagram geometry can be determined from the control
values.
With our assumptions confirmed, we can reduce the steps necessary to find control values in
subsequent problems.

5 (37)
E) two 12 ft. lanes
two 10 ft. shoulders
L = lanes + shoulders = 2 * (12 + 10) = 44 ft.
L’ = ½*L = ½* 44 = 22 ft. (corrected width for determining LF for low gutter rotation)
LF = 1.4 (function of L’ and page 179, AASHTO)

BD = [e*lane / MRS]*LF = 0.077(12) 222(1.4) = 288 ft.

g = [(runout width)*nc + L(e-nc)] / BD
= [(12+10)*0.025 + 44*(0.077-0.025)] / 288
= (0.55 + 2.288) / 288 = 2.838 / 288 = 0.00985 ft./ft.
£ e*L/BD = (0.077*44) / 288 = .01176 okay
AB=BC=[(nc* runout width) / g] = [0.025*(12+10) /0.00985] =0.55 /0.00985 = 55.84 ft.

5 (38)
BRIDGE DECK DRAINAGE

1. On concrete slab span and precast-prestressed concrete girder span bridges, 6 in.
diameter deck drains are typically provided along low gutter lines on 10 ft. centers.
Spans directly over railroads, roadways, or unprotected embankments do not have
these drains. On steel bridges, the need for drains is investigated, and when
required, drains should extend their outlet to below the low steel. Design of drains
such as scuppers may be found in the Bridge Deck Drainage References, November
1989, DOTD Hydraulics Section and the Hydraulic Engineering Circular No. 21,
May 1993, Publication No. FHWA-SA-92-010.

2. Structures with significant vertical curves or which incorporate higher embankments

(≥10 ft. above natural ground elevation) and have large deck drainage areas (≥2700
sq.ft.) are susceptible to embankment erosion and should incorporate bridge end
drains where needed.

BRIDGE DECK TRAFFIC MARKERS

The bridge designer should make sure that all markings and striping for the bridge have
been accounted for on the roadway plans. Special attention should be paid to the non-
reflectorized raised pavement markers.

5 (41) Rev. 05/03/2004

DESIGN CRITERIA FOR CONCRETE SLAB SPANS

1. Live load moment shall be based on AASHTO 3.24.3.2 for "E". Both truck and
approximate moment shall be calculated. The concrete slab shall be designed for
whichever moment is greater.

2. All concrete slab spans with the clear roadway width ³ 40 ft. shall be designed for
military live load.

3. Load Factor design shall be used in determining the reinforcing steel in the slab to
resist the barrier rail design load only when a crash tested model can not be used.

4. Wearing surface, 19 psf.

5. Tangent deck can be used in long radius curve if difference between qdoes not
exceed 3”.

DESIGN CRITERIA FOR CONCRETE BRIDGE DECKS

For the vast majority of girder bridges, the decks are designed and built as reinforced
concrete. An alternate, incorporating the use of precast stay-in-place concrete panels,
which become composite with a cast-in-place portion of deck, is allowed under some
circumstances. Steel stay-in-place forms may be allowed. Loads and stress analysis are as
specified by AASHTO and as modified herein.

Analysis

1. The deck is designed as a continuous span over the girders.

2. The Department has chosen to satisfy both working stress and load factor
requirements. For working stress design the slab will be designed as doubly
reinforced concrete slab with the main reinforcement perpendicular to traffic.

3. The ultimate 28 day compressive strength for the deck concrete (Class AA) shall be
3200 psi minimum. An allowable stress of 1200 psi shall be used for the working
stress method.

4. All reinforcing steel shall be grade 60 bars.

5. Since the primary stress in the deck is due to live load+impact, the creep factor
applied to compression reinforcement shall be neglected.

6. A 12 psf dead load will be assumed for future wearing surface.

7. Modular Ratio: n = 9 will be used for the design.

5 (43) Rev. 02/28/2003

8. Reinforcement shall meet the development requirements as stated in AASHTO.

9. The distribution reinforcement indicated in the charts shall be placed in the bottom
of the deck.

10. Design section shall equal slab thickness less 0.50“ for section loss due to tire wear.

5 (44) Rev. 02/28/2003

Deck Design Details

1. Deck thickness shall vary from a minimum of 7“ to a maximum of 9.5” in 0.50”

increments. Optional deck panels will not be allowed as an alternate for
7” decks. Lift spans generally have 6.5” decks with 1.5” cover top and bottom.

2. A suggested pouring sequence for continuous spans is to be provided for spans over
80 ft. in length, giving the minimum rate of pour in cubic feet per hour. The
necessary information should be added to the "Miscellaneous Span and Girder
Details" sheet 1 of 4. The pouring sequence is based on a 4 hour set time and
attempts to minimize cracks in the top of the deck. Try to break the deck into
segments at contraflexure points and pour positive moment areas first unless a
continuous pour across the support is possible. See Louisiana Standard
Specifications article 805.03(d) and limit rate to 60 cu.yd. per hour.

3. Reinforcing steel shall have 2 in. cover at the top of the slab, and 1in. cover at the
bottom of the slab.

4. Main reinforcing bars shall be #5, or #6 and be placed as near perpendicular to the
girders as possible.

5. Longitudinal reinforcing bars shall be #4, unless a larger size is needed for
continuity over the bents. The top plane of longitudinal steel shall have a maximum
spacing of 12 in. center to center.

6. All bars greater than #4 will have a detailed maximum length of 60 ft. unless
spliced. #4 bars shall be limited to 40 ft. in length for handling purposes.

7. Main reinforcing steel shall have a minimum spacing of 5 in. and not greater than
the gross deck thickness plus 0.25 “.

8. Interpolation of reinforcing steel in deck design table will be allowed only between
two sets of identical bar size.

9. 6 in. diameter drains should not be used directly above lower travel lanes, R.R.
tracks or abutment slopes, even if revetment is present.

10. Optional deck panels are restricted from use in areas with severely skewed joints
(see optional deck panel sheets for geometric limits). On bridges in curves the
contractor may be allowed to use panels if he provides an independent check of his
design and review of all shop drawings at no additional cost.

11. When the use of stay-in-place concrete panels will be allowed, the standard detail
sheets will be incorporated into the plans and the general note sheet shall include
the item "Optional Deck Details: Precast-prestressed concrete panels conforming to
the optional deck detail sheets may be used at the contractor's option."

5 (45) Rev. 02/28/2003

12. Stay-in-place steel forms will be allowed as an option to the contractor. The steel
panels shall be galvanized in accordance to ASTM A 653, G165 (165 oz/ft² coverage
each face) and not increase the dead load from the deck concrete.

13. For certain primary routes in Districts 04 and 05 (listed below), epoxy coated
reinforcing steel shall be required in the top and bottom mat of steel to combat the
corrosive effects of salting. In addition, the engineer should contact District 04 or 05
to verify if deicing is practiced on a particular structure in an unlisted control section.
Epoxy coated reinforcement is used in the barrier rails but not in approach slabs when
required in the deck.

Control Sections in Districts 04 and 05 requiring epoxy coated concrete reinforcing

steel:

1-01 to 1-09 37-01 to 37-04 83-01 to 83-06

2-01 to 2-06 38-03 & 38-04 & 38-30 85-07
10-02 to 10-03 43-01 to 43-06 86-01 & 86-02
10-05, 10-06 & 10-33 44-01 to 44-03 87-02
11-01 to 11-04 45-01 & 45-03 & 45-30 98-02
15-08 & 15-31 48-01 124-03
16-01 to 16-05 49-01 156-01 to 156-03
20-06 to 20-09 51-04 to 51-08 420-01
21-01 to 21-05 & 21-30 53-06 to 53-09 427-01
23-06 & 23-09 to 23-11 67-07 to 67-09 451-01 to 451-08
25-05 to 25-08 69-02 to 69-04 451-30 & 451-31
26-08 to 26-10 70-01 to 70-07 455-07 & 455-08
27-01 to 27-06 72-01 to 72-02 809-08

The term control section refers to a section of highway and is designated by the first
two digit groupings of a construction project number, for example:

Project No. 156-02-0053 -----------------------Control Section 156-02

14. Tension development length modification factors for epoxy reinforcing steel must be
used. See AASHTO 8.25.2.3

15. When epoxy reinforcing steel is specified, separate quantities will be computed for
the epoxy and non-epoxy reinforcing steel, and a separate bid item shall be included
in the plans for the epoxy coated reinforcing steel.

16. The F-Shape PL-2 barrier is crash tested based on the reinforcing steel and deck
thickness shown on page 5 (7). When designing deck reinforcement, the designer
should verify that the deck provide at least the moment capacity at the barrier as the
crash tested bridge deck.

5 (46)
 Deck Design Tables
Straight reinforcing steel (60 ksi), AA concrete (3500 psi)
Slab thickness Maximum Main Reinforcement No of #4 Longit. Cost
(in) Design Span Bar Bar spacing Bars in bottom $/ sq. ft.
(ft) No. (in) mid half of span
8.2983 6 6.0 13 16.98
7.9307 6 6.5 11 16.50
7.6054 6 7.0 10 16.15
7” 7.8463 5 5.0 10 16.01
7.3193 5 5.5 9 15.64
6.6939 5 6.0 7 15.22
6.1516 5 6.5 6 14.92
5.6764 5 7.0 6 14.78
10.5325 6 5.5 18 18.27
10.0436 6 6.0 15 17.70
9.6153 6 6.5 14 17.32
9.0798 6 7.0 12 16.93
7.5” 8.5007 6 7.5 11 16.65
8.9629 5 5.0 12 16.83
8.1719 5 5.5 10 16.40
7.4937 5 6.0 8 16.00
6.9052 5 6.5 7 15.72
6.3890 5 7.0 6 15.46
5.9322 5 7.5 5 15.21
12.9533 6 5.0 21 19.48
12.3156 6 5.5 19 18.93
11.4603 6 6.0 17 18.47
10.6665 6 6.5 15 18.07
9.9679 6 7.0 13 17.69
9.3476 6 7.5 12 17.42
8”
8.7927 6 8.0 10 17.09
9.8364 5 5.0 13 17.60
8.9903 5 5.5 11 17.18
8.2642 5 6.0 9 16.80
7.6332 5 6.5 8 16.53
7.0794 5 7.0 7 16.28
6.5889 5 7.5 6 16.04
6.1511 5 8.0 5 15.81

5 (48) Rev. 05/23/2005

 Deck Design Table
Straight reinforcing steel (60 ksi), AA concrete (3500 psi)
Slab thickness Maximum Main Reinforcement No.of #4 Longit. Cost
(in) Design Span Bar Bar spacing Bars in bottom $ / sq. ft.
(ft) No. (in) mid half of span
14.4746 6 5.0 23 20.22
13.3569 6 5.5 20 19.66
12.3938 6 6.0 18 19.22
11.5540 6 6.5 16 18.82
10.8142 6 7.0 14 18.46
10.1569 6 7.5 13 18.19
9.5683 6 8.0 11 17.86
8.5”
9.0379 6 8.5 10 17.63
10.6679 5 5.0 14 18.36
9.7721 5 5.5 11 17.88
9.0022 5 6.0 10 17.58
8.3327 5 6.5 8 17.23
7.7444 5 7.0 7 16.98
7.2229 5 7.5 6 16.75
6.7571 5 8.0 6 16.64
6.3382 5 8.5 5 16.42
15.4557 6 5.0 23 20.92
14.2855 6 5.5 21 20.41
13.2761 6 6.0 18 19.92
12.3950 6 6.5 16 19.52
11.6181 6 7.0 15 19.22
10.9272 6 7.5 13 18.89
10.3082 6 8.0 12 18.65
9.0” 9.7499 6 8.5 11 18.42
9.2434 6 9.0 10 18.21
11.4571 5 5.0 14 19.06
10.5163 5 5.5 12 18.66
9.7069 5 6.0 10 18.29
9.0023 5 6.5 9 18.03
8.3825 5 7.0 8 17.79
7.8326 5 7.5 7 17.57
7.3409 5 8.0 6 17.35
6.8985 5 8.5 6 17.25
6.4980 5 9.0 5 17.06

5 (49) Rev. 05/23/2005

 Deck Design Table
Straight reinforcing steel (60 ksi), AA concrete (3500 psi)
Slab thickness Maximum Main Reinforcing No of #4 Longit. Cost
(in) Design Span Bar Bar spacing Bars in bottom $ / sq. ft.
(ft) No. (in) mid half of span
16.3765 6 5.0 24 21.67
15.1593 6 5.5 21 21.12
14.1084 6 6.0 19 20.68
13.1903 6 6.5 17 20.29
12.3801 6 7.0 15 19.93
11.6589 6 7.5 14 19.67
11.0123 6 8.0 13 19.43
10.4287 6 8.5 11 19.13
9.8989 6 9.0 10 18.92
9.5” 9.4155 6 9.5 9 18.73
12.2048 5 5.0 15 19.84
11.2234 5 5.5 13 19.44
10.3782 5 6.0 11 19.09
9.6416 5 6.5 10 18.83
8.9931 5 7.0 8 18.51
8.4172 5 7.5 7 18.29
7.9020 5 8.0 7 18.17
7.4379 5 8.5 6 17.98
7.0174 5 9.0 5 17.78
6.6346 5 9.5 5 17.70

1. Slab thickness shown above includes 0.50“of wearing surface (see page 5 (44))
2. Bar spacing is measured center to center
3. Minimum main bar spacing shall be 5“.
4. Design Load includes a future wearing surface of 12 psf.
5. Longitudinal bars in the bottom outer fourth of span=bars in mid half/4.
6. Longitudinal bars in the top shall be at 12” max. centers.
7. Cost based on $500 /cu. yd. Class AA Concrete & $0.75 / lb. Reinforcing Steel

5 (50) Rev. 05/23/2005

DESIGN CRITERIA FOR DECKS OF MOVABLE BRIDGES

Vertical Lift Spans

1. Span £ 100 ft : Use 6.50 in. concrete deck

2. Span > 100 ft: An economic determination shall be made between a grid floor half
filled and a 6.50 in. solid concrete deck. This study shall include the additional
machinery and hardware requirements necessary to lift the bridge.

3. Spans, in which ADT requires an extra heavy grid floor, the economic investigation
shall be made with a regular steel grid half filled with concrete above.

Swing Spans
1. In general an open steel grid floor shall be used, however, half filled with concrete
and a larger counterweight must be investigated.

2. Pivot castings shall be standardized for short, medium, and long spans such that the
molds can be reused.

STEEL GRID FLOORS

Steel grid floors are made up of steel plates (bars) or special rolled shapes welded together
to form an open grid. The plates subject to main flexural stresses are referred to as bearing
bars. The plates perpendicular to the bearing bars provide lateral support and distribution
of the load to the bearing bars and the shallower bars between and parallel to the bearing
bars provide more uniform surface respectively. Loads and stress analysis are as specified
by AASHTO.

Commentary
Steel grid floors are generally used in movable bridges to minimize the weight of the
movable span's deck. This in turn reduces the load requirements on the machinery
required to perform the movement operations.

Commercial types of open grid flooring are fabricated from plates or special rolled shapes,
and should conform to Standard Plan GF-1 or GF-2. One of these open grid standards shall
be used on all grid-flooring applications.

Analysis
1. Grid flooring shall be designed as continuous over stringers or girders parallel to the
centerline of the roadway.

2. Use heavy-duty grid floor when ADT is high (ADT>7000).

5 (51)
3. Use half-filled grid floor in the first bay on the long cantilever of swing span bridges
to protect machinery below if weight is critical.

4. Grid floors are available in A-36 and A-588 steels. The design span will determine
the type used.

Design Details

1. The merits of alternate open grid floor systems should be investigated in terms of the
basic AASHTO Specifications.

2. Bearing bars shall be perpendicular to the stringers or girders and welded to the top
flange of the same at each juncture.

3. If two or more coats of paint are required on the grid floor, the cost to galvanize is
more economical and should specified.

4. For 6½” concrete decks, incorporate 1½” clear cover for reinforcing steel, top and
bottom

DECK JOINT

The discussion herein will pertain to deck joints for girder span bridges, as slab span joints
are in accordance with the standard plans for slab span bridges.

For prestressed girder spans there are two types of joints currently being used; open joints
and strip seal joints. Open joints are used at intermediate bents in rural areas and for
stream crossings in urban areas where aesthetics is not as critical. For urban overpasses
and interchanges exposed to the public view, strip seal joints are used to prevent unsightly
staining and debris accumulation from drainage effluent. Strip seals are used at all end
bents to prevent erosion. Both strip seal and open joints are capable of handling the
expansion of up to 275 ft. of prestressed girder span (3 in. maximum opening). For a single
continuous span unit in which all of the expansion occurs at the abutments, the distance
between joints could theoretically be doubled, however, bent restraint must be taken into
account at continuity bents with span fixity.

All steel girder spans will have sealed joints. Strip seal joints are capable of handling the
expansion of up to 200 ft. of steel girder span. (A 400 ft. continuous unit can be handled if
abutments are at each end with the unit fixed at mid-point.) For longer spans, finger joints
will generally be employed with a trough (at 8% minimum slope) provided to divert the
drainage away from the steel superstructure. Generally thick finger plates without stiffeners
are more desirable than thinner plates with stiffeners, as the thick plates add more inertia to
the joint as well as provide a better detail for fatigue resistance. For finger joints on curved
girder spans, the designer is advised to refer to the AASHTO’s "Tentative Design
Specifications for Horizontally Curved Highway Bridges" regarding the orientation of the
fingers and the bearings. Joints shall be furnished in one piece without butt welds unless it

5 (52) Rev.02/28/2003
is impractical due to plate length availability, in which case only one shop butt weld will
be permitted.

The Bridge Design Engineer must approve the use of prefabricated or modular expansion
joints in lieu of finger joints.

The use of steel reinforced elastomeric joint seals is prohibited.

In gore areas of new construction or in severely skewed spans, portions of the joint may
have severe kinks and the designer is advised to confer with the joint manufacturer to
insure a proper fit of the strip seal.

Open joints shall be in accordance with the "Miscellaneous Span and Girder Details", and
strip seals shall be in accordance with the "Strip Seal Joint Details". The design of the gap
setting of open joints is similar to strip seals.

Assume the normal installation temperature for finger joints is 68°F. The project engineer
should adjust the opening when the temperature in the structure differs from normal by more
than 15°F. The design should use a factor of safety of 2 for overlap and for opening.
Design Criteria for Strip Seals

1. Span length "L" equals the expansion distance. In some instances it will equal the
length of the particular continuous span unit in question. In other cases it will equal
the distance between the assumed points of fixity of two consecutive continuous
span units.

2. TEMPERATURE RANGE (°F) RISE FALL

Concrete Girders 30° 40°
Steel Girders 52° 68°

COEFFICIENT OF THERMAL EXPANSION (°F)

CONCRETE = 0.000006
STEEL = 0.0000065

3. SHRINKAGE AND PRESTRESS CREEP

1 in. per 325 ft. for PRESTRESSED GIRDERS
0.50 in. per 325 ft. for STEEL GIRDERS

JOINT OPENING MINIMUM OPENING MAXIMUM OPENING

MAX. TEMPERATURE 1 in.

MIN. TEMPERATURE 3 in.
(The 3 in. criteria may be violated if long term shrinkage and creep are considered.)

4. Generally, only 4 inch strip seal glands will be used in all strip seal joints, regardless
of the actual movement. Therefore, strip seal design will simply be a matter of
setting the joint opening at installation temperature, using the criteria listed above.

5 (53) Rev. 02/28/2003

Design Example: Prestressed Concrete Girder Spans

A series of 4-span continuous units, with 65 ft. spans

1. L = 260 ft

2. Thermal movement
⇒ 30°F rise (expansion)
= 30 × (0.000006) × L
= 0.00018 × 260
= 0.0468 ft.

⇒ 40° F fall (contraction)

= 40 × (0.000006) × L
= 0.00024 x 260
= 0.0624 ft.

3. Installation dimension
⇒ 0.0833 ft. (min.) + thermal expansion
= 0.0833 + 0.0468 ft.
= 0.1301 ft.

4. Creep and shrinkage

= (0.0833 ft ÷325 ft.) x L
= 0.000256 × 260
= 0.0666 ft.

5. Max. opening < 0.25 ft.

= installed dimension + [creep and shrinkage + thermal contraction]
= 0.1301 ft + 0.0667 ft. + 0.0624 ft.
= 0.259 ft ≈ 0.25 ft.
∴ O.k.

EQUATION FOR CHECKING THE MAXIMUM JOINT OPENING

∆(max) = (0.00018×L) + [(0.00024 × L) + (0.000256 × L)] < [3 in - 1 in]

= 0.000676 × L < 2 in
L < 260 ft. concrete

Design Example: Steel Girder Spans

A series of 165 ft. simple spans

1. L = 165 ft.

2. Thermal movement
⇒ 52°F rise (expansion)
= 52 x (0.0000065) × L
= 0.000338 × L
= 0.0558 ft.
⇒ 68°F fall (contraction)

5 (54) Rev. 02/28/2003

 = 68 x (0.0000065) x L
= 0.000442 x L
= 0.0729 ft.

3. Installation dimension
⇒ 0.0833 ft. (min.) +thermal expansion
= 0.0833 ft. + 0.0558 ft.
= 0.1391 ft.

4. Deck shrinkage
= (0.0417 ft ÷325 ft) × L
= 0.000128 × L
= 0.02117 ft.

5. Max opening ≤ 0.25 ft.

= installed dimension + [deck shrinkage + thermal contraction]
= 0.1391ft. + 0.0212 ft. + 0.0729 ft.
= 0.2332 ft. < 0.25 ft.
∴ O.k.

EQUATION FOR CHECKING THE MAXIMUM JOINT OPENING

∆(max) = 0.000338 × L +[(0.000442 × L) + (0.000128 × L)] < [0.25 ft – 0.0833 ft]
= 0.000908 × L < 0.1667 ft.
L < 165 ft.
-------------------------------------------------------------------------------------------------------
Criteria for sizing Finger Joints:

a > ∆ L + TEMP * 2 > ∆ L + TEMP + 1”

b > ∆ L - TEMP * 2 + ∆ L SHRINK and CREEP

5 (55) Rev. 02/28/2003

 PRESTRESSED GIRDERS

Introduction
The precast, pretensioned girders covered herein are used in unshored, composite action
with the concrete deck. They are most commonly used in the 40 ft. to 130 ft. span ranges.
The prestressed girders in present use are the standard AASHTO Types I, II, III, IV, IV
modified, and the bulb tee (72” BT).

Scope
This article is to supplement and amend the design presented in the AASHTO
Specifications to conform to the design policy of the Department.

Commentary
The deck used is constructed exclusively of normal weight aggregate with normal strength
structural concrete. The girder concrete is an early high strength concrete.

The girders are precast and pretensioned in manufacturing plants usually away from the
job site. The girders are mass produced elements that are subject to a variety of different
methods of fabrication depending on the individual manufacturers.

It is desirable to minimize the number of strand patterns in a project. Frequently, girders of

similar length or loads can be grouped into a particular strand pattern.

Prestressed girders shall be made continuous for the maximum practical length, to
eliminate expansion joints. The prestress girders shall be designed as simple span girders
for positive moment, without regard to live load continuity. The prestress girders shall be
designed to account for live load continuity for shear and negative moment design. The
girders are assumed to be continuous because they are embedded into the continuity
diaphragm that is poured in-place with the deck slab. Additional reinforcing steel shall be
placed in the cast-in-place deck slab to resist the continuous live load negative moments
developed as a result of the continuity.

5 (56)
Analysis
1. In the design analysis the initial camber (deflection at release due to prestress and
self-weight) can be assumed to be the final camber (deflection after all dead loads
and applied prestress). For construction purposes the initial camber and expected
dead load deflection are calculated and given.

2. To relieve the stress at the ends of the girders, prestress girders will be designed
utilizing either the debond or draped strand design. The preferred debond design
must follow AASHTO LRFD limits on total percent debonded and percent
debonded per row. If the debond design results in a more costly design (four or
more additional strands per girder, additional girder line, etc.), then a draped
pattern should be utilized.

3. The sidewalk and traffic railing dead and live load shall be assumed to be carried by
the exterior girder. If in the judgement of the designer, the sidewalk and the parapet
places an excessive load on the exterior girder, he may distribute a percentage of
the load to the adjacent interior girder(s) as directed by the Bridge Design Engineer.
Exterior girders shall not have less capacity than interior girders and will almost
always be designed to carry the full weight of the barrier rail.

4. For design purposes, the haunch shall be taken as 0.50 in. less than the actual
haunch dimension used at the centerline bearing to account for loss of structural
depth due to camber.

5. It is desirable that the temporary tension stress in the top fiber near the ends of
prestressed girders be reduced as much as possible by debonding (see #2 above and
LRFD 5.11.4.2). If the tensile stress still exceeds the allowable after maximum
debond, bonded non-prestressed reinforcing steel shall be supplied in an amount to
resist the total tension force developed in the uncracked girder section at a working
stress of 0.4 Fy. (See example, page 4-21 PCI Handbook, 4th edition).

6. A future wearing surface of 12 psf in dead load shall be added to the clear roadway
width. However, no section loss or gain is assumed due to the wearing surface in
the composite section.

7. Raised medians shall have required construction joints between the raised portion
and the regular roadway slab. Girders affected by raised medians shall be designed
to carry full live load & impact and dead load, exclusive of the weight at the raised
portion, at 100% of the allowable stress. These girders affected shall also be
checked with the previous loads plus the raised median superimposed for 150% of
the Group I stress.

8. The design shall be made with 0.50 in. diameter Grade 270 low relaxation
(lo-lax) strands in accordance with ASTM A 416.

5 (57)
9. The actual camber (D) due to prestressing forces plus girder dead load may vary by
± 0.375 in. from the predicted value, but the actual minimum camber should not
be less than the predicted deflection due to composite and non-composite
superimposed dead load (excluding future wearing surface). If the final deflection is
negative, (i.e. sagging) then adding more strands or reducing the dead load to
reduce the undesirable deflection will be required.

Let c = camber due to prestress force and girder weight

D = deflection due to diaphragms, deck, haunch, and barrier rail

Then at release: cmax = c + 0.375 in.

cmin ³ (c – 0.375 in.) ³ D

Exterior Girder Interior Girder

Dead Load Reaction Ä Ä
Deflection
Allowable Camber Min. Max. Min. Max.

Ä Includes 12 psf future wearing surface

5 (58)
10. Release and final strengths of concrete shall be 4000 psi and 5000 psi for Class P,
and 4500 psi and 6000 psi for Class P(M), respectively. Class P(M) concrete is to be
used only with permission of the Bridge Design Section. The actual required design
strength to the nearest 145 psi, shall be the one shown on the plans.

11. Spans continuous for live load shall have additional reinforcing steel placed in the
cast-in-place slab to carry the negative moment caused by live load plus impact at the
continuous supports. Shrinkage and distribution reinforcing steel is to be included in
the computation for determining the total amount of negative moment reinforcing
required.

12. The shear requirements for prestressed girders shall be in accordance with the current
AASHTO Specifications.

13. Girders subject to corrosion (road salt, gulf spray, etc.) shall incorporate means to
reduce the potential of steel corrosion, such as calcium nitrite, microsilica, and fly
ash.

14. Development length for fully bonded strands = 1.6 ´ [AASHTO Equation 9-32]
Development length for debonded strands = 2 ´ [AASHTO Equation 9-32]

15. Prestressed girders that have a deck placed on them within a month or two of
manufacture do not experience much camber or deflection growth. Therefore, a
camber/deflection multiplier = 1.0 should be used on all standard projects.

16. Prior to final release of a project with prestressed girders, a final set of shop drawings
(showing the strand type and pattern actually used in the bridge) shall be requested
from the fabricator and transmitted to general files for microfilming.

17. Where PPCG are being used in an inefficient location (such as under a trapezoidal
deck in a skewed span), it may be difficult to meet the Mcr requirement near the end
(1/10 span point and outward) of the girder. Engineering judgment should be
exercised in evaluating the specifications versus possible conditions.

5 (59)
Design Details

1. Girder spacing shall be equal where practical.

2. The number of girders to be anchored is usually governed by seismic load criteria.

Spans subject to collision over navigable channels or subject to possible inundation
by flooding shall be anchored at each girder.

Typical anchorage requirements:

Girder Type Clear Deck Expansion End No. Fixed End No. of
Span Limit Width of Girders Anchored Dowels per Girder

Type II W < 80’ 2 1

(any length) 80’ < W 4 1

Type III W < 40’ 2 1

(L < 70’) 40’ < W < 80’ 4 1
80’ < W 6 1

Type IV W < 40’ 3 2

(L < 90’) 40’ < W < 80’ 5 2
80’ < W 7 2

Type IV-mod All All 2

(any length)

Type BT All All 2

(any length)

3. The minimum haunch above the centerline bearing of the girder shall be 1½” for
Type I, II and III girders and 2” for Type IV, Type IV(mod), and 3” for Type BT
girders. For cases with high superelevation or a sag vertical curve, these may need
to be increased so that there is no encroachment by the top girder flanges into the
deck.

4. Girders with draped strands shall have tie-down points located symmetrically about
the centerline of the span. The distance between the tie-down points shall be
approximately 1/5 to ¼ of the design span.

5. Diaphragm Policy:

Spans £ 50 ft. requires no intermediate diaphragm.

5 (60) Rev. 02/28/2003

 50 ft. spans £ 100 ft. require one (1) intermediate diaphragm
Spans > 100 ft. require two (2) intermediate diaphragms
When no intermediate diaphragms are used, a note shall be placed in the plans
requiring the contractor to provide temporary bracing during the deck pour.
Intermediate diaphragms for skewed spans are usually constructed perpendicular to
the girder webs by use of partial span width or stepping the diaphragms. For flared
or skewed spans less than about 20°, diaphragms may be constructed at a skew to
the web.

6. See details for standard end block for each girder type.

7. Neoprene bearing pads shall be in accordance with the Miscellaneous Span and
Girder details.

8. Precast-prestressed girder details shall be in accordance with the Miscellaneous

Span and Girder Details sheets.

9. The maximum spacing of tie reinforcement shall meet AASHTO 9.20.4.5 as given
in the table below.

AASHTO MAXIMUM TIE

I
TYPE SPACING(in) S £ A ´ FY ¸ 0.345 ´ bv
PPCG
#4 #5
II 24 24
III 22 24
IV 18 24
BT 8 24

10. For prestressed girder projects in which the contractor elects to fabricate all the
girders at the same time but girder placement will extend more than 4 months after
casting (such as for phased construction or very large projects), the contractor will
be required to account for camber growth. Camber for each girder shall be
measured prior to erection and project engineer acceptable adjustments (such as
lowering riser elevations) shall be made such that the top girder flange does not
enter the bottom of the deck (maintain a positive haunch).

Applicable Standard Drawings

1. Miscellaneous Span and Girder Details (4 sheets).

5 (61) Rev. 02/28/2003

PRESTRESSED GIRDERS WITH DEBONDED STRANDS

Introduction
The prestressed girders with debonded strands covered herein are intended to be used in
lieu of girders with draped strands. This article is intended as a guide to the design of
prestressed girders with debonded strands, and reflects current bridge design policy.

Commentary
Strands that are placed in a straight configuration near the bottom of a prestressed girder
tend to cause overstress near the end of the girder at detensioning when the flexural
capacity of the girder at midspan is efficiently utilized. To avoid this overstress, several
strands centered in the web area are usually deflected or draped upward near each end to
reduce the eccentricity of the force they cause about the centroid of the girder causing the
overstress. The fabrication effort required getting the draped strands stressed and in
position is time consuming, labor intensive, difficult and dangerous. It also requires the
use of heavy equipment. This procedure contributes significantly to the fabrication cost of
prestressed girders.

A less costly procedure is to place and stress the strands required for flexure at midspan in a
straight configuration over the full length of the girder. The overstress near the ends of the
girder at detensioning is avoided by debonding several strands from the ends of the girder
towards midspan over a length which would otherwise be overstressed. This eliminates the
eccentric forces the debonded strands would otherwise cause about the centroid of the girder
and thus reduces the stresses.

The debonding of a strand is accomplished with a plastic tube shielding the strand from
contact with the concrete mortar that bonds the strands to the concrete mass. This tube may
be split with overlapping sides to facilitate installation along the strand as required and yet
remain mortar tight. It must also have a thick and rigid enough wall to prevent collapsing on
the strands. The end of the tube terminating in the concrete is taped closed to avoid concrete
mortar seeping through. When the tube is successfully installed, none of the pretensioned
force from the strand is transferred to the girder from its end to the point where the tube is
terminated within the girder.

Since the unbonded prestressing steel and shielding material will remain in the girder, it is
appropriate to minimize the use of debonding material and simultaneously attain the
required flexural capacity of the girder to minimize cost. The strategy is to debond the strand
from the ends only enough to eliminate overstress at detensioning and then check for
adequate development lengths of the strands required to resist the factored moments at
critical points.

5 (62)
The strands shall generally be debonded in a sequence beginning in the row nearest the
bottom flange and progressing upward as required to satisfy design conditions.

Analysis
1. Determine the number of strands required at the midspan of the girder based on
conventional procedures for service load and load factor analysis. Stresses and
moments shall be determined at increments of 1/10 of the design span length or
less.

2. Determine the number and location of the strands required to be debonded to avoid
overstress at the ends of the girder at detensioning (initial conditions). The allowable
tension shall be 3f'ci ½ and the allowable compression shall be 0.6f'ci. For
calculation purposes, the strands are assumed to introduce prestress force to the
girder as follows:

a) Transfer length for service load (initial and final conditions): Linearly from no
contribution at the debond point to full effect over a distance of fifty times the
strand diameter3.

b) Development length for ultimate strength: Linearly from no contribution at the

debond point to full effect over a distance of two times the development length
specified in the AASHTO Specifications subsection 9.28.1.

3. Establish the number and sequence of each set of strands to be debonded at

intermediate points along the girder based on stresses at detensioning. Preferably, a
6.50 ft. distance between debond lengths will be utilized. Limit debond to 25% of
total, 40% of any row (LRFD 5.11.4.2).

4. Exterior strands in each horizontal row should be fully bonded.

5. Locate the point that the strand pattern required at midspan will produce the
maximum allowable stress in the girder at detensioning. Debond the first set of
strands from this point to the end of the girder.

6. Locate the point that the remaining strand pattern will produce the maximum
allowable stress in the girder at detensioning. Debond the second set of strands
from this point to the end of the girder. Repeat this step for the third and additional
sets of strands to be debonded at intermediate points along the girder.

7. Check stresses at final conditions at the centerline of the girder, at debond points
and along the transfer lengths.

8. To satisfy the ultimate strength requirements, check that the strands bonded to the
end of the girder are capable of resisting the factored moment at one development
3
Standard Specifications For Highway Bridges, Sixteenth Edition-1996, subsection 9.20.2.4

5 (63)
 length from the ends of the girder. Then, check the capacity at all critical points,
debond points and midspan, to insure that the ultimate moment capacity is greater
than the factored moment. The ultimate moment capacity shall be the sum of the
capacities of all fully developed strands plus the capacity of partially developed
strands. At two development lengths from debond points, strands are fully
developed. At points less than two development lengths from the debond point, the
partial capacity of debonded strands shall be calculated based on a linear
proportion from zero at the debond point to full capacity at two development
lengths.

9. In the event that the number of strands required for the factored moment at a critical
point cannot be bonded for two development lengths, determine the service load
stress in the bottom fibers for Group I loads. If no tension stress occurs along the
beam, one development length can be used in lieu of two development lengths.

Design Details

1. The use of debonding material and the number of debonding termination points
should be minimized.

5 (64)
 Strand Properties Table

ASTM DESIGNATION A 416 UNCOATED 7-WIRE

STRANDS FOR PRESTRESSED GIRDERS
Initial Tension Initial Tension
Initial Load @
Strand Breaking Nominal Weight (70% (75%
Strand Load 1%
Size Strength Area (lb/ 1000 Breaking Breaking
Grade (kips) Extension
(Dia) (kips) (in2) ft) Strength) Strength)
⊙ (kips)
(kips) (kips)
250 20.00 0.080 272 2.00 17.00 14.00 -----
0.375 in. 270 S.R. 23.00 0.085 290 2.30 19.55 16.10 -----
270 L.R. 23.00 0.085 290 2.30 20.70 ----- 17.21
250 27.00 0.108 367 2.70 23.00 18.90 -----
0.438 in. 270 S.R. 31.00 0.115 390 3.10 26.35 21.70 -----
270 L.R. 31.00 0.115 390 3.10 27.90 ----- 23.29
250 36.00 0.144 490 3.60 30.60 25.20 -----
0.500 in. 270 S.R. 41.30 0.153 520 4.13 35.10 28.91 -----
270 L.R. 41.30 0.153 520 4.13 37.17 ----- 30.98
250 54.00 0.216 737 5.40 45.90 37.80 -----
0.600 in. 270 S.R. 58.60 0.217 740 5.86 49.80 41.02
270 L.R. 58.60 0.217 740 5.86 52.74 ----- 43.95

S.R. DENOTES STRESS-RELIEVED.

L.R. DENOTES LOW-RELAXATION.

⊙ INITIAL TENSION PRIOR TO RELEASE OF STRANDS.

5 (69)
Rev. 02/28/2003
 PL

8"
L 6x4x
"‘ x

1"‘ END 501 401

DAM BOLT

801* 702

CLR.
1

2"
1 801*
| 801 OR ALL
CLR. CLR.
THREAD ROD 402

701 702

CLR.
2"
| JOINT

1’-2" 10" 8"

SECTION SECTION SECTION

AT GIRDERS BETWEEN GIRDERS BETWEEN GIRDERS

END DIAPHRAGM INTERMEDIATE DIAPHRAGM

501
4"

4"
3 EQ. SPS.

2 EQ. SPS.

COIL INSERT
(EXTERIOR GIRDERS)

801

1"‘ ALL
701 801
THREAD ROD
TYPE

6" ALL GIRDERS

TY 10"
· TY

TY 11" 401 @ 1’-0" 402 @ 1’-0"

MAX. CNTRS. MAX. CNTRS.

TY 1’-1"

·TY 1’-3"

END DIAPHRAGM INTERMEDIATE DIAPHRAGM

NOTES:

TYPE “

SPANS > 50’ REQUIRE ONE INTERMEDIATE

DIAPHRAGM.
SPANS > 100’ REQUIRE TWO INTERMEDIATE
DIAPHRAGMS.

„ 3"‘ VENT HOLE IN

WHERE INUNDATION BY FLOOD IS POSSIBLE.

· INCLUDES

TYPE ¤-« (END & INTE

* USE 1"‘ ALL THREAD ROD 3’-2" LONG ON
ON EXTERIOR GIRDERS.

DIAPHRAGM DETAILS

1 OF 8 SCALE
Rev. 05/03/2004

5 (70)
 GENERAL GUIDELINES FOR STEEL SPANS

ANALYSIS

1. It is the policy of the LADOTD to utilize the plastic strength in the design steel
structures when allowed by the AASHTO code. Those members that meet compact
requirements will not be limited to non-compact stress limits as was the practice in
the past.

2. Load factor design shall generally be used except when horizontally curved girders
are involved.

3. Horizontally curved girders will be designed in accordance with the latest edition
and interim of the "AASHTO Guide Specifications for Horizontally Curved Highway
Bridges". Where diaphragms are connected to the bottom flange, they shall be
bolted only. Cross frames will be primary members. A note shall be placed in the
plans referencing the additional camber requirements for heat curving as noted in
the supplemental specifications.

4. When less than three (3) longitudinal girders (plate or box girders) are used in a
structure, the members shall be designated as fracture critical. The portions of the
girder to be designated as fracture critical are the top and bottom flanges in tension
and webs. Also, the longitudinal stiffeners, gusset plates and all connections
welded longitudinally to the web in the tension area of the web are considered
fracture critical. The limits of all fracture critical plates shall be designated on the
plans.

5. In general, simple and continuous steel spans shall be designed for composite
action. The exception would be in a main girder-floor beam-stringer system when
the stringers are non-composite because of incompatibility with the main girder.

6. Continuous girders designed as composite will generally be assumed

non-composite in the negative moment regions, i.e., the reinforcing steel will not be
assumed to act composite with the girder. No shear connectors will be placed in
these regions; however, the 1% minimum longitudinal reinforcing requirements of
the 1996 LFD AASHTO Specifications sub sections 10.38.4.3 and 10.50.2.3 are still
applicable.

7. A 12 psf dead load will be assumed for a future wearing course to be placed on the
composite section.

8. Although different classes of steel have been used in steel girders (a typical hybrid
would use higher strength steel in the flanges than in the web) for economy in the
past, we have been moving away from this practice due to steel pricing and design
considerations. Hybrid girders should be used only with the approval of the Bridge
Design Engineer.

5 (78)
9. For projects that are designed for HST truck loading, it shall not be used for fatigue
computations.

10. The curb and railing dead load will be placed on the composite section of the exterior
girder only.

11. The steel section of exterior girders shall have at least the same structural capacity as
the interior girders for future widening purposes.

12. For the design of friction type connections surface condition "A", (clean mill scale)
will be assumed.

13. Structural steel may be A 709 Grades 36, 50 or 50W. Gusset plates, stiffeners,
bracing and other secondary members are generally designed using Grade 36.

14. Use weathering steel.

DETAILING

1. The haunch shall be set so there is no encroachment by cover splice plates and their
connectors into the deck.

2. Cantilevered deck slabs shall have their bottom surface aligned with the bottom of
the girder flange.

3. The flange widths shall preferably be specified in multiples of 2 in. Flange

thickness will be specified in multiples of 0.25 in. for t < 2.50 in. and 0.375 in.
multiples for t ³ 2.50 in.

4. The web plate heights shall be specified in multiples of 2 in. Web thickness will be
designed as follows:

0.375 in. £ t £ 0.875 in. 0.0625 in. increments from 0.375 in.
t > 0.875 in. 0.25 in. increments from 1 in.

5. The location of "permissible welded shop splices" in girder web and flange plates
shall be shown on the girder sheets. Generally, the limit of plate lengths without
splices is 50 ft.

6. Full penetration groove welded connections at transitions in thickness or in width

shall have slopes no steeper than 1 to 5.

7. When applicable, the following note shall be added to the plans:

THE CONTRACTOR MAY PROPOSE ALTERNATE SPLICE LOCATIONS FROM THOSE SHOWN IN
THE PLANS, OR BOLTED FIELD SPLICES IN LIEU OF WELDED SPLICES, ALL AT NO ADDITIONAL
COST TO THE DEPARTMENT AND SUBJECT TO THE APPROVAL OF THE ENGINEER PRIOR TO
INCLUSION IN THE SHOP DRAWINGS.

5 (79)
8. Field splice locations are generally in low moment areas or where a section change
is planned. Member lengths £ 115 ft. or weigh £ 100 kips are two approximate
maximums for pieces that can be handled efficiently either in the shop or at the site.
When the girder is erected over a road open to traffic, consider locating the field
splice outside of the traveled lane to minimize disruption of traffic.

9. A minimum plate thickness of 0.375 in. shall govern for both primary and
secondary structural members. Unstiffened webs are generally more economical
for webs approximately 4 ft. deep or less; above that, consider a partially stiffened
web.

10. When required, transverse stiffeners shall generally be placed on one (1) side of the
web except at cross-frames, and shall be preferably on the inside of exterior girders
normal to flanges.

11. The longitudinal stiffener shall normally be placed on the opposite side of the web
from transverse stiffeners, and cut 4tw to 6tw (2 in.) short of any transverse stiffeners
it would intersect with.

12. Special attention must be paid to welding details to avoid critical fatigue condition.
For longitudinal stiffeners, fillet weld in the compression zone, but bolting may be
required in the transition compression-tension zone.

13. Transverse stiffeners shall be cut 4tw to 6tw short of the tension flange, and seal
welded to the compression flange. In areas where both flanges are subject to
tension stress, welding to both flanges will generally be acceptable if the
appropriate fatigue category is used in the design of the flange. Stiffeners at
cross-frames and floorbeams shall be full depth and fillet welded to both the top and
bottom flange, and the proper fatigue category shall be used.

14. Bearing stiffeners shall be groove welded or milled to bear and fillet welded, and
shall be seal welded on the top. They shall be set vertical over the bearing device.

15. For structural steel welding, the minimum weld sizes shall be in accordance with
the AWS Specifications. All items relating to welding shall be in accordance with
the latest ANSI/AASHTO/AWS Bridge Welding Code.

5 (80)
16. The following information shall be included for steel spans:

a) Moments, shears, and reactions values should be provided at critical points for
each loading stage.

b) The vertical curve ordinates, dead load deflections for the various load stages,
and cambers should be shown either on a diagram or in tabular form.

c) Cambers for composite girders shall take into account creep by calculating long
term deflection based on 3n section properties.

d) The above deflection information shall be shown at the span 1/10 points for
continuous spans and ¼ points for simple spans.

17. In general, bolted connections shall be made with ASTM A 325 bolts. ASTM A 490
bolts will not be used.

18. Shear connectors shall normally include an alternate for both 0.75 in. and 0.875 in.
diameter studs, and the height shall be such that there is a minimum of 2 in.
penetration in the slab.

19. On long girders, deflections cause excessive longitudinal movements at the bottom
of the girder ends. The designer must account for these movements when designing
the girder bearings.

20. Seismic loading must be accounted for. Since Louisiana has an acceleration
coefficient of 4.0% and both importance classification result in a seismic
performance category equal to "A", minimum analysis is required. Structures must
meet minimum seat width and the connection requirements between the
superstructure and substructure.

21. Inspection Details: All projects involving steel spans with more than 30 ft. of
vertical clearance above the ground shall provide details for inspection access. For
grade separation structures with web depths ³ 6 ft. this will normally consist of a
Class A galvanized wire rope 0.50 in. in diameter (1 x 7 with breaking strength ³25
kip) run through holes in the transverse stiffeners or clip angles and fastened at each
span end. Wire ropes shall be located on both sides of the interior girders webs and
the inside of the exterior girders. The rope should be placed about 4 ft. from the
bottom flange. On major river crossings, inspection cables will be required on both
sides of all girders on the main spans. More elaborate details will be required and
will be handled on an individual basis. Minimum items to provide would include
an enclosed access ladder at every pier and a walkway along the face of the cap.

22. Shop Assembly of Structural Steel: All construction plans for bridges involving
structural steel shall have a general note as follows: "Shop assembly shall be by the
Progressive Truss or Girder Assembly Method in accordance with Subsection
807.18 except that for structures less than 160 ft. long or less than four contiguous
panels, assembly shall be by the Full Truss or Girder Assembly Method.

5 (81) Rev. 02/28/2003

23. Tack welds, which are not remelted, by welding required on design drawings, will
not be allowed.

24. Stress relieving may be necessary for those applications where weldments must
retain dimensional stability during machining (such as bearings). Contract drawings
or specifications shall indicate welded assemblies to be stress-relieved by heat-
treating. Finish machining shall be done after stress relieving4.

25. All main load carrying steel members require Charpy V-Notch Impact Test (CVN),
as per 1013.01 of the Standard Specifications. In order to comply with this
requirement, the plans are to show the location and length of those members or
portions of members subject to tension and which require CVN testing. Fracture
critical members are a more critical subset of load carrying members. See the FCM
section later in this chapter.

26. Use lateral bracing only if required.

27. The end of the girder and the bearing stiffeners shall be vertical under full dead
load. Intermediate transverse web stiffeners may be either all normal to flange or all
vertical.

28. A pouring sequence will be shown dividing the deck into segments which
minimizes deck cracking by allowing construction joints near contraflexure points
and by loading positive moment areas first. Each pour must be completed in 4
hours with a maximum rate of 60 cu. yd. per hour. (Unless a higher rate is
approved by the Bridge Design Engineer for special cases.)

29. The camber diagram shall include a note, which states: Cambers shown are for
pouring sequence shown. If the contractor wishes to use a different sequence
which meets the requirements of minimizing deck cracking and 4 hour set times, he
shall submit his sequence with its associated camber diagram to the bridge design
engineer for approval prior to the first shop drawing submittal.

30. Unless otherwise specified, an approved three-coat waterborne paint system shall
be used for coating all new metal surfaces requiring painting. See special
provisions, such as E-85 (9/94 p. 494) from the contracts section and QPL 68 for
further information.

31. Swing Spans are not considered to be fracture critical by the bridge design section.
Load case II for swing spans shall use temperature difference between top and
bottom chords of 60°F and a short span uplift equal to 1 in. Dead load plus impact
shall be added to case II worst wedge reaction for total case II design loads.

32. All bolting for structural steel bridge members shall utilize Direct Tension Indicator
(DTI) washers during installation. When DTI s are used, the bolts are tightened until
the bolt tension collapses the washer protrusions to the specified 5 mils gap. This

4
see 1988 AWS D 1.5, section 4.4

5 (82) Rev. 02/28/2003

will ensure proper bolt tension. Inspection is accomplished by means of a 5 mils
Feeler gage inserted to the washer gap.

The DTIs will always be galvanized with the additional requirement that for use on
unpainted weathering steel, DTI shall be epoxy coated to prevent accelerated
sacrificial galvanized coating loss.

5 (83) Rev. 02/28/2003

...\Chapter 5\5(84)new.dgn 05/02/03 07:18:09 AM
 Cross Frames Diaphragms
1. Cross frames have a high price per pound but are given less attention by the
designer than primary members.

2. Cross frame spacing is based on stability requirements during erection, lateral

torsional buckling of compression flange and 1996 AASHTO LFD 10.20.1.
However, 1996 AASHTO LRFD 6.7.4 allows the engineer to determine the need for
permanent cross frame based on engineering analysis rather than arbitrary specified
requirements. It may be economical to increase dimensions of the flange and
reduce the number of cross frames to be fabricated to achieve a cost-effective
design. The Bridge Design Engineer must approve the spacing greater than 25 ft.

3. Unless required due to horizontal curve, treat elements of a cross frame as

secondary members (AASHTO 10.20.1) to reduce undesirable load paths and
design according to articles 10.7.1, 10.19.1.2 and 10.20 . Once the deck is placed,
cross frames provide little resistance to wind loads but still may be required in
negative moment regions.

W = wind load (pounds) on cross frame

w = 50 psf
s
d = beam depth (feet)
d
W=1.14 wdD D = cross frame spacing
s = girder spacing (feet)
W’ W'= axial load in cross frame member in pounds
= 1.14´ w ´ (d) ´D ´ (s2 + d2)1/2
2s

4. Reduce the cost by not mixing connections within a cross frame. Construction
requires welded joints to be welded all around unless otherwise noted, then painted.
In a bolted joint, faying surfaces receive two coats of paint before assembly. If a
bolted joint is used in the middle, with welded ends, construction requires all surfaces
to be painted before welding, then painted again. Avoid this mix.

5 (90)
DIAPHRAGM CONFIGURATIONS

“X” FRAMES ANGLES OR TEES

I SECTION
OR
CHANNEL

“K” FRAMES ANGLES OR TEES SOLID

STEEL SUBSYSTEM ANGLES OR TEES

5 (91)
STEEL GIRDER OPTIMIZATION

1. Fabrication costs money. Only about 35% of the total fabricated cost is material.
Economy can be realized only when fabrication is minimized. Select fabrication
details that are the least complex and yet will be able to perform the required
function. Practice design duplication, which means that the greater the number of
elements and details on a given job that are replicated, the lower the fabrication
costs, will be.

2. Whenever possible, use standard specifications for both bridge material and
fabrication.

3. Optimum girder design is more sensitive to web thickness and number of stiffeners
than to depth of the web.

4. High strength steels result in shallower optimum depths and more economy than
grade 36 steel.

5. For girder webs up to 6 ft. in depth, economy favors designs that require no
intermediate transverse stiffeners to satisfy shear requirements. It is recommended
that 18 pounds of web material be saved for every pound of transverse stiffener
material added to the structure. Longitudinally stiffened girders do not become
economical until girder depths exceed 8 ft.

6. In general, the greatest economy for multiple girder bridges can be realized by
using the least number of girders consistent with a reasonable deck design.

7. Always specify a component with the simplest details that will serve the intended
function.

8. Approximately 800 lb. (span > 100 ft.) or 600 lb. (span £ 100 ft.) of flange material
must be saved to justify the introduction of a shop flange splice. Normally, the
most economical design results when the flange (tension and compression) size is
carried through the entire positive moment field section. Generally two flange
splices will be justified in each of the flanges in negative moment field sections.

5 (94)
FATIGUE DESIGN OF STEEL STRUCTURES

Introduction
This article covers fatigue design for all types of steel bridges: simple span, continuous
spans, composite and non-composite designs. The mechanics of fatigue design, such as
the number of load cycles, fatigue category and allowable range of stress shall be as
specified by the AASHTO Specifications. This article is to amend and supplement the
AASHTO Specifications in accordance with current Department policy.

Commentary
Bridge fatigue has become a matter of increasing concern in recent years. Details used for
attachments to steel structures have been reviewed and modified in an effort to eliminate
known fatigue problem areas. The designer should select details that allow a higher stress
range. This can be done by using Category "A" through "D" details in lieu of Category "E"
and "F" details; bolting attachments instead of welding; and using redundant members
instead of non-redundant members. Additional background information is available in the
American Institute of Steel Construction "Bridge Fatigue Guide Design and Details" by Dr.
John W. Fisher.

Analysis and Details

1. Cover plates shall generally not be used; however, when there are no other
practical options, the plate termination should be located as close to the girder end
as possible.

2. Generally, Category "E" and "F" details are not permitted.

3. Return welds at the ends of plates shall be avoided.

4. Butt welds in longitudinal stiffeners must be full penetration and radiographically

checked. This is an important connection, because if it fails, it will cause cracking
in the web details that will radiate through the flange.

5. Do not use details that bring triaxial welds together, such as at the juncture of a
gusset plate and a stiffener. Welds should be stopped short of intersections.

6. Welds for transverse stiffeners generally are stopped short of the flange, and are not
returned.

5 (95)
7. Stiffeners at floor beam, cross frame or diaphragm connections, should be welded to
both flanges to prevent out of plane distortion of the girder web.

8. Fatigue shall be checked only for HS20-44 truck or lane loading as applicable.

9. Unless otherwise directed by the Bridge Design Engineer, the two main girders and
the pivot girder on swing span bridges are not designed as FCM.

5 (96)
FRACTURE CRITICAL MEMBERS

Introduction
This article applies to steel structures, which contain fracture critical members. A fracture
critical member is one whose failure would lead to collapse of the entire structure. Current
AASHTO Specifications do not contain information on fracture critical members and are
supplemented herein in accordance with current Department policy and proposed
AASHTO Specifications.

Commentary
Fracture critical members (FCM) are those tension components of a bridge whose failure
would be expected to result in the collapse of the bridge. Tension components of a bridge
consist of pure tension members or flexural members that are subject to tension stress.
Any attachment having a length in the direction of the tension stress greater than 4 in. that
is welded to a tension component of a fracture critical member shall be considered part of
the tension component and, therefore, shall be considered "fracture critical". All welds in
fracture critical members are subject to the welding requirements contained in the fracture
control plan.

Identification
Definition of Fracture Critical Member: These are members that will cause a major collapse
or failure of the structure should they fail. The following descriptions explain how to
identify the critical areas of fracture critical bridges. In general, the critical areas are the
high-tension zones where only a few separate steel elements are available to carry the
load.

Two-Girder Systems
Welded steel bridges with only two main girders have a fracture critical area at the lower
flange in the midspan regions and at the upper flange in the region over each continuous
support. The upper flanges near the end supports do not constitute fracture critical areas.

Box Girder Bridges, Single Box Design

The single box design of a steel box girder bridge is a fracture critical bridge. The bottom
plate is welded to two or sometimes three web plates, each of which has a flange plate
welded to its upper edge. The bottom plate will be the fracture critical area at the midspan
region of each span. The upper flange plates will be fracture critical in the region over
each continuous support except where the plans show a substantial amount of additional
reinforcing steel parallel to the flanges. In this case, the additional reinforcing steel
provides redundancy, guarding against a catastrophic failure.

5 (97)
Steel Caps
Where supports cannot be located directly under the bridge, bridge designers sometimes
use a steel box beam cap to span between widely spaced columns. The superstructure is
then supported in the midspan region of the cap. In these cases, there is one fracture
critical area at the lower flange in the midspan region. If the box beam cantilevers over a
supporting column, the top flange over the column is fracture critical.

Truss Bridges
When a truss bridge has only two main trusses it may contain fracture critical members.
The fracture critical members would be single-element tension members such as an eye
bar or an I-beam tension member. Tension members consisting of multiple separate steel
elements are not FCM. Each fracture critical tension member would count as one fracture
critical area.

Suspended Span Bridges, Two-Girder Systems

The same criteria apply that were discussed for two-girder systems. In addition, the pins
and hangers, which support the two-girder suspended span, are considered fracture critical.

Analysis
When practical, the designer should select a type of structure that eliminates or reduces the
use of fracture critical members. Generally, this may be done by use of redundant
members. The designer shall determine which components are fracture critical and
determine the limits of the members, which are fracture critical.

Details
1. The contract plans shall clearly delineate the components which are fracture critical
members and which components require Charpy V-Notch input testing as per
1013.01 of the Louisiana Standard Specifications. This information may be
designated on the girder elevation view or shown on a separate sketch. The limits
of tension or reversal stress areas must be clearly dimensioned.

2. All welding procedures must be approved prior to the submitting of shop drawings.

3. Shop drawings shall show the location and extent of fracture critical members.
Weld symbols shall indicate the welding procedure to be used.

4. To aid future inspections, fracture critical members shall be identified in tabular

form on the first sheet of the bridge plans such as:

5 (98)
 IDENTITY OF FRACTURE CRITICAL MEMBERS
DESIGN SHEET TYPE OF MEMBER LOCATION WITHIN
NO. MEMBER
115 Main girder Lower flange
123 Cap Top flange and web
126 Cross frames Upper horizontal strut

5 (99)
GUIDELINES FOR WEATHERING STEEL DESIGN

1. Steel (ASTM A 709 GR 345W) will not develop a protective oxide coating if it
remains wet for a long time (greater than 60% of the time) or is contaminated by
salt from any source.

2. The most common cause of corrosion problems is caused by runoff water leaking
through the deck and wetting the diaphragm, the girders, and the bearings in the
vicinities of joints.

3. Weathering steel is resistant only to certain specific types of atmospheric corrosion

in a limited range of environments. Adequate periods of drying are needed without
prolonged periods of wetting. Air must not contain excessive corrosion
contaminants. Corrosion penetration exceeding 0.3 mils/yr./surface will prevent
oxide coating from forming.

4. Approval from the Bridge Design Engineer for use south of US 190 will be required.

5. General considerations in weathering steel design:

a) Prevent water from ponding.

b) Divert deck runoff water from steel superstructure.

c) Prevent debris accumulation that traps moisture.

d) Avoid environments that would cause salt contamination.

e) Make decks continuous where feasible and use drain troughs where continuity
is not feasible.

f) Use integral abutments whenever possible.

g) Welding should be with electrodes matching corrosion resistance of the

weathering steel.

h) Bolts should have corrosion resistance equal to or exceeding the weathering

steel such as ASTM A 325 Type 3; however, galvanized bolts should not be
used.

i) Load indicator washers are not recommended, as they may create crevices.

j) Connections should be designed so as not to entrap water (drain holes in gusset

plates, etc.). If this cannot be avoided, painting must protect contact surfaces
between plies.

k) Near white blast cleaning is recommended for surfaces for public view and
commercial blast cleaning is satisfactory for other surfaces.

5 (100)
 l) Weathering steel bridges are not maintenance free. Periodically removing
debris with compressed air may be needed.

m) Rehabilitation may require repainting of corroded areas. Paint may require

additional specifications in consideration of difficulty of achieving near white
surfaces. Paint coverage (due to pitting and roughness) may be as little as one
fourth that shown on the manufacturer's product data sheet.

n) The girder at the expansion bearings will be painted for a distance of 1.5 times
the girder depth. (Paint color to be Federal color code #30045.)

6. Girders

a) Minimize the number of horizontal surfaces on which water can pond or debris
can accumulate.

b) Minimize the number of re-entrant corners.

c) Use details which are self-cleaning and self-draining.

d) Avoid crevices.

e) For members with thickness less than 1.50 in an additional thickness of 0.0625
in. per exposed surface should be added to compensate for the normal
corrosion.

7. Box members and girders

a) Should be constructed tight if feasible (members or orthotropic deck girders).

b) Where tight construction is not feasible, provide adequate hatches or vents to

provide a draft.

c) Inside surfaces of box girders may be left bare, however, where inaccessible
to inspection, inside should be painted.

d) Inside surfaces of box or tubular members should be painted with an extra

heavy coating around openings.

REFERENCE: National Cooperative Highway Research Program (NCHRP) Report

314

5 (101)
 CORROSION PROTECTION METHODS
GENERAL

Details given in Chapter V provide adequate corrosion protection for the average
application. For those locations where severe corrosion potential exists (exposure to
coastal splash zones, deicing chemicals, areas where there is a history of corrosion
problems), the Bridge Design Engineer will determine the method to protect the concrete
reinforcing steel, including direct treatments (galvanizing or epoxy coatings), corrosion
inhibitors (calcium nitrite), and silica fume or fly ash for reducing concrete permeability.

Fly ash
A pozzolan is a by-product of pulverized coal-fired electric power generation, where it is
the residue from the combustion of powdered coal. It is physically smaller than the
average cement particle and is round.

PROS:
1) Improves workability (pumping and ease of flat-work finishing) of fresh
concrete

2) Reduces peak temperature of mass concrete

3) Long term reaction products help fill in spaces between hydrated cement
particles, thus lowering permeability to water and aggressive chemicals

4) Reduces required water in mix for given slump

5) Increases long-term strength of concrete if moist environment and

moderate temperatures maintained

6) Low cost

7) Allows reduction in cement content

CONS:
1) Reduced early strength, increases setting time (both initial and final)

2) Decreases entrained air

3) Class C can cause corrosion (use Type F)

COSTS:
From 1.5 to 2.0 cents per pound (1995) with maximum rate of 25% of the cement by
weight.

5 (103)
Microsilica
A by-product of the production of silicon and ferrosilicon alloys. It, like fly ash, is a
pozzolan, but with a much higher silicon dioxide content and much smaller, rounder
particle sizes. It is more reactive than fly ash. Use the densified form.

PROS:
1) High early strengths

2) Significantly reduces permeability

CONS:
1) Requires use of high water reducing admixtures to maintain slump

2) Requires use of admixtures to obtain desired entrained air

3) Increased plastic shrinkage, due to less bleed water, requires surface to be

covered to prevent rapid evaporation

4) More expensive than fly ash

COSTS:
60 cents per pound (1995) with maximum rate of about 10% of the cement by weight.

Calcium Nitrite
A corrosion inhibiting liquid added to the concrete mix that reacts with embedded steel to
inhibit chemical action of chlorides on the reinforcing steel. Corrosion initiation is delayed
and corrosion rates are controlled by determining the anticipated chloride ion content of
the concrete over the design life of the structure and adding sufficient quantity to
counteract that value. Recommended rates are from 0.0748 to 0.2245 gallons per ft3.

PROS:
1) Offers built-in protection that can be adjusted for service life required

2) Only proven corrosion inhibitor with enhanced mechanical properties of

concrete

CONS:
1) Price

COSTS:
$7.00 per gallon (1995)

5 (104)
Bridges in Urban Areas
For bridges with curbed roadway approaches and without sidewalks, F-shape barrier will
generally be used with a 4 ft. offset from the edge of travel lane. The roadway curbs will
be flared out and discontinued at the guardrail ends. However, in some instances it may
be necessary to extend the flared curb behind the guardrail to provide for drainage. This is
particularly true when bridge end drains are required.

For bridges with curbed roadway approaches and sidewalks or bikeways, the curb and
sidewalk (or bikeway) shall be carried through the bridge. A vertical face parapet with pipe
rail is generally used on the outside of the sidewalk, and must meet the requirements for
"Combination Rail" mentioned in the AASHTO Bridge Specifications. The guardrail
standard will apply and the guardrail shall be placed on the outside of the sidewalk. For
higher design speeds, a barrier rail shall be required to separate the sidewalk from the
travel lane, and a pedestrian or bicycle rail shall be used on the outside of the sidewalk.
The guardrail standard shall apply and the sidewalk will be flared out behind the guardrail.

For bridges with design speeds of 60 mph or less, for barrier end treatment, and sidewalk
and curb placement, see EDSM II.3.1.4.

5 (6) Rev. 05/23/2005

 AREA =
WEIGHT = 283.5 LBS./FT.

1’-3"

1’

4 6"

CLR.
1
4"
7"
1’-10"

7"

NO. 5 BARS @
2’-8"

8" CTRS.

8 NO. 4 BARS
R 10"
PLACED AS SHOWN
OPTIONAL
7"

NO. 5 BARS 1

CLR.
7"

4 - NO. 5 BARS (MIN.)

1
CLR.

MIN.
2"

3"

8" MIN.
1" CLR. MIN.

1" CLR.

MIN.
VARIES

4 - NO. 5 BARS (MIN.)

NO. 4 BARS
@ 9"

END OF SUPPORT

NOTE:

1) THE ABOVE DETAILS ARE FROM FHWA-RD-93-058 (JUNE 1997) AND HAVE BEEN MODIFIED.
SEE PAGE 5(4) FOR DESIGN REQUIREMENTS.

2) CONCRETE TO BE CLASS AA, AND EXPOSED FACES TO RECEIVE CLASS 2A SPECIAL SURFACE
FINISH IN ACCORDANCE WITH SECTION 805.13(b) OF THE LOUISIANA STANDARD SPECIFICATIONS,
2000 EDITION.

3) REINFORCING STEEL TO BE GRADE 60.

4) THE REINFORCEMENT USED IN 8" MIN. DECK IS BASED ON CRASH TEST CRITERIA USING 40 ksi
REINF. STEEL. SEE NOTE 16, PAGE 5 (46).

5) FOR ADDITIONAL INFORMATION, SEE STANDARD DETAILS BR-01 OR BR-02.

6) DETAILS SHOWN ARE FOR GIRDER SPAN BRIDGES.

F-SHAPE

(PL-2)

Rev. 05/23/2005 SCALE: 1"=1’

5 (7)
 1’-8"

AREA =
WEIGHT = 520.5 LBS./FT. 1’

4 3 9"

CLR.
1
7"
NO. 5 BARS @
8" CTRS.

10"
2’-8"

8 NO. 8 BARS
3’-6"

PLACED AS SHOWN

10"
1
R 10"
CLR.
OPTIONAL

NO. 5 BARS
7"

11"

2
CLR.

MIN.
2"

3"

MIN.
10"

4 - NO. 5 BARS (MIN.)

1" CLR. MIN.

1" CLR.
VARIES

MIN.

NO. 4 BARS @
9"

END OF SUPPORT 3’-3" TEST INSTALLATION OVERHANG

NOTES:

1) THE ABOVE DETAILS ARE FROM FHWA-RD-93-058 (JUNE 1997) AND HAVE BEEN MODIFIED.
SEE PAGE 5(4) FOR DESIGN REQUIREMENTS.

2) CONCRETE TO BE CLASS AA, AND EXPOSED FACES TO RECEIVE CLASS 2A SPECIAL SURFACE
FINISH IN ACCORDANCE WITH SECTION 805.13(b) OF THE LOUISIANA STANDARD SPECIFICATIONS,
2000 EDITION.

3) REINFORCING STEEL TO BE GRADE 60.

4) THE REINFORCEMENT USED IN 10" MIN. DECK IS BASED ON CRASH TEST CRITERIA USING 40 ksi
REINF. STEEL. SEE NOTE 16, PAGE 5 (46).

5) DETAILS SHOWN ARE FOR GIRDER SPAN BRIDGES.

F-SHAPE

(PL-3)

Rev. 05/23/2005 SCALE: 1"=1’

5 (8)
 Deck Design Tables
Straight reinforcing steel (60 ksi), AA concrete (3500 psi)
Slab thickness Maximum Main Reinforcement No of #4 Longit. Cost
(in) Design Span Bar Bar spacing Bars in bottom $/ sq. ft.
(ft) No. (in) mid half of span
8.2983 6 6.0 13 16.98
7.9307 6 6.5 11 16.50
7.6054 6 7.0 10 16.15
7” 7.8463 5 5.0 10 16.01
7.3193 5 5.5 9 15.64
6.6939 5 6.0 7 15.22
6.1516 5 6.5 6 14.92
5.6764 5 7.0 6 14.78
10.5325 6 5.5 18 18.27
10.0436 6 6.0 15 17.70
9.6153 6 6.5 14 17.32
9.0798 6 7.0 12 16.93
7.5” 8.5007 6 7.5 11 16.65
8.9629 5 5.0 12 16.83
8.1719 5 5.5 10 16.40
7.4937 5 6.0 8 16.00
6.9052 5 6.5 7 15.72
6.3890 5 7.0 6 15.46
5.9322 5 7.5 5 15.21
12.9533 6 5.0 21 19.48
12.3156 6 5.5 19 18.93
11.4603 6 6.0 17 18.47
10.6665 6 6.5 15 18.07
9.9679 6 7.0 13 17.69
9.3476 6 7.5 12 17.42
8”
8.7927 6 8.0 10 17.09
9.8364 5 5.0 13 17.60
8.9903 5 5.5 11 17.18
8.2642 5 6.0 9 16.80
7.6332 5 6.5 8 16.53
7.0794 5 7.0 7 16.28
6.5889 5 7.5 6 16.04
6.1511 5 8.0 5 15.81

5 (48) Rev. 05/23/2005

 Deck Design Table
Straight reinforcing steel (60 ksi), AA concrete (3500 psi)
Slab thickness Maximum Main Reinforcement No.of #4 Longit. Cost
(in) Design Span Bar Bar spacing Bars in bottom $ / sq. ft.
(ft) No. (in) mid half of span
14.4746 6 5.0 23 20.22
13.3569 6 5.5 20 19.66
12.3938 6 6.0 18 19.22
11.5540 6 6.5 16 18.82
10.8142 6 7.0 14 18.46
10.1569 6 7.5 13 18.19
9.5683 6 8.0 11 17.86
8.5”
9.0379 6 8.5 10 17.63
10.6679 5 5.0 14 18.36
9.7721 5 5.5 11 17.88
9.0022 5 6.0 10 17.58
8.3327 5 6.5 8 17.23
7.7444 5 7.0 7 16.98
7.2229 5 7.5 6 16.75
6.7571 5 8.0 6 16.64
6.3382 5 8.5 5 16.42
15.4557 6 5.0 23 20.92
14.2855 6 5.5 21 20.41
13.2761 6 6.0 18 19.92
12.3950 6 6.5 16 19.52
11.6181 6 7.0 15 19.22
10.9272 6 7.5 13 18.89
10.3082 6 8.0 12 18.65
9.0” 9.7499 6 8.5 11 18.42
9.2434 6 9.0 10 18.21
11.4571 5 5.0 14 19.06
10.5163 5 5.5 12 18.66
9.7069 5 6.0 10 18.29
9.0023 5 6.5 9 18.03
8.3825 5 7.0 8 17.79
7.8326 5 7.5 7 17.57
7.3409 5 8.0 6 17.35
6.8985 5 8.5 6 17.25
6.4980 5 9.0 5 17.06

5 (49) Rev. 05/23/2005

 Deck Design Table
Straight reinforcing steel (60 ksi), AA concrete (3500 psi)
Slab thickness Maximum Main Reinforcing No of #4 Longit. Cost
(in) Design Span Bar Bar spacing Bars in bottom $ / sq. ft.
(ft) No. (in) mid half of span
16.3765 6 5.0 24 21.67
15.1593 6 5.5 21 21.12
14.1084 6 6.0 19 20.68
13.1903 6 6.5 17 20.29
12.3801 6 7.0 15 19.93
11.6589 6 7.5 14 19.67
11.0123 6 8.0 13 19.43
10.4287 6 8.5 11 19.13
9.8989 6 9.0 10 18.92
9.5” 9.4155 6 9.5 9 18.73
12.2048 5 5.0 15 19.84
11.2234 5 5.5 13 19.44
10.3782 5 6.0 11 19.09
9.6416 5 6.5 10 18.83
8.9931 5 7.0 8 18.51
8.4172 5 7.5 7 18.29
7.9020 5 8.0 7 18.17
7.4379 5 8.5 6 17.98
7.0174 5 9.0 5 17.78
6.6346 5 9.5 5 17.70

1. Slab thickness shown above includes 0.50“of wearing surface (see page 5 (44))
2. Bar spacing is measured center to center
3. Minimum main bar spacing shall be 5“.
4. Design Load includes a future wearing surface of 12 psf.
5. Longitudinal bars in the bottom outer fourth of span=bars in mid half/4.
6. Longitudinal bars in the top shall be at 12” max. centers.
7. Cost based on $500 /cu. yd. Class AA Concrete & $0.75 / lb. Reinforcing Steel

5 (50) Rev. 05/23/2005

 6
CHAPTER

TABLE OF CONTENTS
INTRODUCTION TO SUBSTRUCTURE ........................................................................................ 1
EMBANKMENT AND REVETMENT ..................................................................................................... 1
END BENTS, APPROACH SLABS AND RETAINING WALLS .................................................................... 1
PILE BENTS AND COLUMN BENTS ................................................................................................... 1
RIVER PIERS AND COFFERDAMS ...................................................................................................... 2
PERMANENT OR TEMPORARY SHEET PILE WALLS ............................................................................... 2
DRIVEN PILES ............................................................................................................................... 3
INTRODUCTION ........................................................................................................................... 3
PILE DESIGN ................................................................................................................................ 3
Table, Allowable Axial Pile Load ............................................................................................ 6
PILE DETAILS ................................................................................................................................ 8
FIELD TESTING PROGRAM........................................................................................................... 9
INTRODUCTION ........................................................................................................................... 9
DEFINITION OF TERMS AND PLAN REQUIREMENTS ............................................................................ 10
Test Piles .............................................................................................................................. 10
Cone Penetrometer Test, (CPT) ............................................................................................. 11
Pile Driving Analyzer, (PDA) ................................................................................................ 11
Indicator Piles ...................................................................................................................... 12
Monitor Piles........................................................................................................................ 12
Permanent Piles.................................................................................................................... 13
Jetting................................................................................................................................... 13
Types of Field Monitoring..................................................................................................... 14
Types Of Pile Capacities....................................................................................................... 14
Safety Factors ....................................................................................................................... 15

DRILLED SHAFTS ........................................................................................................................ 17

INTRODUCTION ......................................................................................................................... 17
APPLICATION ............................................................................................................................. 17
DESIGN ..................................................................................................................................... 18
Design Criteria ..................................................................................................................... 19
Construction......................................................................................................................... 20

PILE BENTS.................................................................................................................................. 22

Rev. 02/28/2003
6 (i)
 INTRODUCTION ......................................................................................................................... 22
Commentary ........................................................................................................................ 22
ANALYSIS .................................................................................................................................. 22
DESIGN DETAILS......................................................................................................................... 23
Pile Bent Details (Pile Bent Typical Layout)........................................................................... 25
Pile Bent Details (Single Row) Pile Bent Details (Double Row Considerations) ...................... 26
Pile Bent Details (Double Row Considerations)..................................................................... 27
Pile Bent Details (Riser Details for 90º Crossing) ................................................................... 28
Pile Bent Details (Transition Bents, 90º or Skewed)............................................................... 29
Pile Bent Details (Misc. Riser Details) ................................................................................... 30
Bridge Layout Considerations (Bridges on a Vertical Grade) .................................................. 31
COLUMN BENTS .......................................................................................................... 33
INTRODUCTION ......................................................................................................................... 33
ANALYSIS AND DESIGN DETAILS .................................................................................................. 33
Analysis................................................................................................................................ 33
Column Bent (Elevation Views)............................................................................................. 37

END BENTS AND APPROACH SLABS ......................................................................................... 38

INTRODUCTION ......................................................................................................................... 38
Commentary ........................................................................................................................ 38
ANALYSIS .................................................................................................................................. 38
DESIGN DETAILS......................................................................................................................... 40
Wingwall Details.................................................................................................................. 42
Standard Approach Slab for Slab Span Bridge ....................................................................... 43
Skewed Approach Slab for Slab Span Bridge......................................................................... 44
Standard Approach Slab for Girder Span Bridge .................................................................... 45
Skewed Approach Slab for Girder Span Bridge ..................................................................... 46
100’ Pile Supported Approach Slab ...................................................................................... 47

RETAINING WALLS..................................................................................................................... 48
INTRODUCTION ......................................................................................................................... 48
CAST-IN-PLACE RETAINING WALLS ............................................................................................... 48
Design ................................................................................................................................. 48
Details.................................................................................................................................. 49
Cast-in-Place Retaining Wall (Typical Drainage Details and Reinforcing Steel) ...................... 51
Cast-in-Place Retaining Wall with Barrier (Typical Drainage Details) ..................................... 52
MECHANICALLY STABILIZED EARTH WALLS.......................................................................... 53
Mechanically Stabilized Earth Walls (MSEW Principal Components)..................................... 54

Rev. 02/28/2003

6 (ii)
 Mechanically Stabilized Earth Walls (MSEW Geometry Terminology) ................................... 55

COFFERDAMS ............................................................................................................................. 56
INTRODUCTION ......................................................................................................................... 56
DESIGN CRITERIA........................................................................................................................ 56
EMBANKMENTS AND REVETMENTS .......................................................................................... 58
EMBANKMENT PROTECTION ......................................................................................................... 58
Procedure For Determination Of Toes Of Slope And Computation Of Quantities For
Embankment Surfacing Materials .......................................................................................... 60

SEISMIC REQUIREMENTS ........................................................................................................... 61

GENERAL ................................................................................................................................... 61
ATTACHMENT A ..................................................................................................................... 64

Rev. 02/28/2003
6 (iii)
 INTRODUCTION TO SUBSTRUCTURE

This chapter deals with some of the more common types of substructures used for bridges,
as well as approach slabs, retaining walls and embankment protection.

EMBANKMENT AND REVETMENT

Embankment is most often needed to economically transition the bridge to the roadway.
Settlement and stability analyses are important considerations when determining the fill
heights and the bridge length. Geotechnical information such as consolidation studies and
slope stability analysis should be obtained during preliminary design when fill heights are
a consideration.

When erosion of the embankment is a concern due to stream forces, the exposed
embankment should be protected with flexible revetment or rip-rap. The type of
protection used depends upon hydraulic factors at each site. The Hydraulic Section will
normally recommend the type of protection to be used when the Hydraulic Bridge report is
submitted.

END BENTS, APPROACH SLABS AND RETAINING WALLS

The end bent and approach slab provides a transition from the rigid bridge structure to the
flexible roadway embankment. Normally 40 ft. approach slabs are used for slab span and
girder bridges except in weak soil areas. In these areas, 120 ft. pile supported approach
slabs are often required to achieve a reasonable transition. Wingwalls are normally used
on girder bridges to contain the embankment adjacent to the end bent.

Often retaining walls are required to contain the embankment in areas where right-of-way
is a constraint. Either cast-in-place or mechanically stabilized earth walls (MSE) may be
used. In most cases MSE walls are found to be the most economical unless site conditions
dictate otherwise.

PILE BENTS AND COLUMN BENTS

The most commonly used bent type is the pile bent. The pile bent generally consists of a
cast-in-place concrete cap used with precast-prestressed concrete piles. Pile bents are
limited in height due to the slenderness and buckling capacity of the piles. Pile bents are
very economical and can be used for stream crossings, highway crossings and railroad
crossings when aesthetics are not a consideration.

The next most common bent type is the column bent. The column bent generally consists
of a cast-in-place concrete cap, column and footing supported by piling. The columns may
also be supported by drilled shaft footings or may be directly connected to the drilled shaft

6 (1)
Column Bents come in a variety of configurations. The most common is the two-column
bent with round columns, normally used on two lane bridges.

Hammerhead column bents are often used on ramp structures. For bridges with column
heights greater than 50 ft., tapered columns are often used for greater economy.

Inverted T-caps are sometimes used for aesthetics, but primarily, where vertical clearance
dictates their need. Inverted T-caps should be used only with approval of the Bridge
Design Engineer.

RIVER PIERS AND COFFERDAMS

Where bridges cross major stream or river crossings and pile bents are not feasible, the use
of a column bent constructed with a cofferdam is most commonly used. For major
Mississippi River Bridge crossings, caissons are commonly used. As an alternate, large
diameter drilled shafts should be investigated when deemed appropriate for the site.

All bridge crossings subject to navigational traffic should be investigated for the
appropriate protection system due to vessel impact. This may include placing the piers out
of the channel when it is feasible, designing the piers for vessel impact, or placing
protection systems such as fenders and/or dolphin islands around the piers. The AASHTO
"Guide Specification and Commentary for Vessel Collision Design for Highway Bridges"
should be referred to for more information.

PERMANENT OR TEMPORARY SHEET PILE WALLS

Steel sheet pile walls are commonly used for both permanent and temporary applications.
For sites where a permanent bulkhead is needed such as a navigational waterway,
permanent sheet pile walls are often used. They are commonly designed either as a
cantilever or tied back wall.

When bridges are built by phased construction (split-slab) on an offset alignment, or

adjacent to railroad tracks, construction sheet pile walls are often used to retain the existing
or new embankment. Although not required in the completed design, construction
sheeting may be required to remain in place where removal is not practical. In order to
temporarily retain embankment, where deemed appropriate, temporary MSE walls may be
used as an alternate to steel sheet pile walls.

The designer is required to provide a design and a method of payment for sheet piles as
per ATTACHMENT A.

6 (2) Rev. 02/28/2003

 DRIVEN PILES
INTRODUCTION

The most commonly used driven pile types are precast-prestressed concrete, cast-in-place
concrete, steel "H", steel pipe and timber. This section is a guide to methods of pile
foundation design and details.

It is conceded that the problem of foundation analysis is a highly complex one and that
sometimes experience and intuition will be the better part of analysis. In this light, if any
analysis and soil boring interpretation is followed blindly, serious errors in estimating
foundation capacities can result.

The bridge designer normally proposes the type and length of pile foundation during
preliminary plans. The Geotechnical Gang and Construction Section should be consulted
both during preliminary and final design to review and make comments on the proposed
pile lengths, pile type and field-testing.

PILE DESIGN

Soil borings are required on all bridge projects for which piling is involved. In cases where
an existing bridge will be widened or replaced on an existing alignment, the engineer
should evaluate the following information first from the existing bridge records.

a) Existing bridge borings.

b) Existing test pile reports.

c) Existing pile driving records.

On projects for which all or some of the above information is available and contains
sufficient information for the design of the foundation, there will be no need to order new
borings.

Should the existing information not be sufficient or is not available, new borings must be
ordered. New borings must be ordered through our Geotechnical Gang. Information on
how to order new borings and a boring request form can be found in chapter 1 or you may
contact the Geotechnical Gang. Any existing deep boring data should be attached to the
boring request. The date when the complete geotechnical data (borings, consolidation and
settlement analysis) are needed, should be included in the request. In the absence of this
information, priority will be established by the preliminary plan date.

6 (3)
Piles shall be designed using service loads excluding live load impact. The maximum pile
loads (design load) should always be shown on the construction drawings, normally with
bent details or on the pile data sheet. Piles can be designed as friction piles, bearing piles,
or a combination of both. The weight of the pile is normally neglected except in special
cases involving large diameter piles and when cofferdams and tremie seals are used. The
pile lengths for both on-system and off-system bridges are determined using the appropriate
safety factors which are selected based on field-testing, type and amount of soils data and
geotechnical analysis, type of project, static and dynamic load test and method of modeling
pile installation. See Field Testing for more information on safety factors.

In order to set the plan pile lengths, a static analysis to determine ultimate pile capacity is
normally performed on each boring for friction and bearing capacity. Due to the variety of
soil conditions, this manual will not attempt to describe the analysis procedures. The
engineer should confer with the Geotechnical Gang when performing a static analysis.
The design engineer will normally use the total soil shear strengths determined from either
unconfined compression tests or standard penetration tests to determine the pile friction
and end bearing for various piles and loads. If economically feasible, the engineer should
attempt to tip end bearing piles in very dense sands (n>50 blows). The end bearing piles
should penetrate a minimum of 5 ft. into the 50 blow count material.

The plan pile lengths are established when the design event ultimate pile capacity divided
by the required factor of safety is equal to or greater than the design load.

Pile sizes should be proportioned so that the following criteria are met.

a) As a general rule, the maximum slenderness ratio of L/d ≤ 20 should be

maintained.

L = pile unsupported length (ft.). The unsupported length is measured down

below the channel bottom or ground line accounting for estimated scour, if
appropriate (5 ft. minimum), plus a distance to the assumed point of pile fixity.
In general, pile fixity can be assumed at 5 ft. below scour line or ground line.
See figure on page 25.

d = the least dimension or diameter of the pile section (ft.).

The maximum unsupported pile lengths based on a L/d = 20 are as follows:

6 (4)
Rev. 05/03/2004
 1
Pile Size (in.) Max.unsupported length (ft.)
14 23
16 26
18 30
24 40
30 50

b) If L/d > 12, batter exterior piles.

c) All pile friction above the estimated scour line should be ignored. A minimum
of 5 ft. of scour shall be assumed.

d) Piles should be proportioned so that the maximum pile design load is less than
the allowable axial compressive loads and the allowable lateral loads. The
allowable axial compressive pile loads are shown on page number 6 (6).

When favorable soil conditions exist, the design pile load should approach the
upper limit of the allowable load range. In cases where the soil strength is
questionable, lower design loads should be used.

e) The design of laterally loaded piles is usually governed by the lateral movement
criteria. Proprietary computer programs are available for lateral pile
geotechnical analysis. In addition the pile must be able to resist the additional
lateral loads structurally. In the absence of lateral pile test information or a more
detailed lateral analysis as described above, the following allowable lateral
loads may be used.

Pile Type Allowable Lateral Pile Load (kip)

Timber 2.92 kip

Concrete 4.05 kip
Steel 4.95 kip

f) Pile splices for concrete piles may be required when pile order lengths are
expected to exceed the maximum casting length shown on the Standard Detail
CS-216. The plans will have an S-item for pile splices (per each) with the
anticipated number that may be required. The item will be bugged noting that
this item may be deleted if final order lengths are less than maximum casting
lengths shown in the plans.

1
Maximum unsupported lengths may be exceeded in special situations with the BDE's approval. However,
l/d > 25 will require investigations for elastic stability as columns.

6 (5)
 Table, Allowable Axial Pile Load
PILE TYPE PILE SIZE ALLOWABLE AXIAL STANDARD DETAIL NAME
COMPRESSIVE LOAD

14” 70-110 kips

1 16” 90-130 kips
Precast Prestressed Concrete 2
18” 100-150 kips CS-216
Piles (square)
24” 160-240 kips
30” 260-390 kips
54”
Precast Prestressed Cylinder
54” 450-560 kips Prestressed
Piles
Cylinder Pile
14” 110 kips
Cast-in-place Concrete
16” 170 kips Concrete Pile Alternates
Steel Pipe Piles
Cast-in-place Concrete :
Tapered: Raymond 14”, 16” 110 kips, 170 kips
Helcor or 14”, 16” 110 kips, 170 kips Concrete Pile Alternates
Corwell
Monotube 14”, 16” 110 kips, 170 kips

Butt Dia. (20”- 60 kips

Timber 12”) Tip Dia. 80 kips (Special Cases) N/A
(9”-5”)
HP10×42 110 – 150 kips
HP10×57 150 – 200 kips
3 HP14×73 190 – 250 kips
Steel "H"
HP14×89 240 - 310 kips N/A
(common sizes)
HP14×102 270 - 360 kips
HP14×117 310 - 410 kips

PP18×3/8” 190 - 250 kips

Steel Pipe PP24×1/2” 330 - 440 kips
(other sizes available, check PP30×5/8” 520 - 685 kips N/A
w/suppliers)

1
The allowable loads are based on the formulae set up by the joint AASHTO and PCI for piles with f'c =
5000 PSI. (F.S.= 4 L/D = 25 and 10 respectively); The loads are further reduced to account for soil capacity
(Additional F.S. = 1.6 to 2.2). For situations where L/D is approaching zero, i.e,. footing piles, and very
favorable soil conditions exist, the designer may consider loads 1.5 times higher than those shown.
2
Refer to standard detail CS-216 for maximum pile casting lengths.
3
The lower and upper values represent allowables of the pile area 0.25Fy and 0.33 Fy respectively. Loads
above the lower value may be used only with approval of the BDE and must incorporate static and/or
dynamic load tests to confirm satisfactory results.

6 (6) Rev. 05/23/2005

 The following typical splices are approved to be used on precast concrete and
steel piles.

Pile Type Pile Size Pile Splice Type

(in)
Precast Concrete 14 thru 30 Cement dowel
Precast Concrete 14, 16, 18 Dyna-a-splice (proprietary)
Precast Concrete 24 ABB (proprietary)
Steel All sizes Full penetration butt weld
Standard details are available for the precast concrete pile splices, except for ABB
splices.

g) For piles with a diameter less than 24”, a 20 ft. minimum pile penetration
should be provided for stream crossings below the estimated scour elevation.

h) For pile diameters equal to or greater than 24”, a 25 ft. minimum pile
penetration should be provided for stream crossings below the estimated scour
elevation.

Battering piles is an expensive process and should be specified only when necessary. The
exterior pile in bents should be battered when the unsupported pile length is excessive.
Battering footing piles provides the necessary lateral support that is sometimes required to
resist excessive lateral loads transferred from the column to the footing. This is particularly
true for short column bents due to cap shrinkage. Maximum batter is usually 3 on 12 for
footing piles and 1½ on 12 on pile bents.

The allowable strength of precast concrete piles is seldom, if ever, exceeded by the design
loads. Pile handling and transportation govern the design, thus establishing the maximum
casting length and pick up point locations.

Cast-in-place concrete piles are used primarily in south Louisiana and are designed either
as friction piles or combination friction and bearing piles. When cast-in-place piles are
included as an alternate for precast piles, the pile lengths should be set based on the cast
in-place pile, and only precast piles will be allowed in the end bents.

When hard driving is anticipated, particularly where jetting is not desirable, such as footing
piles, the designer should consider non-displacement piles such as open-ended pipe or H
piles. The designer should discuss this with the Geotechnical Gang.

The pile group capacity will be considered in foundation analysis if the center to center
spacing is less than three pile diameters. Under normal situations, this is not allowed. The
consolidation settlement shall be computed for all pile groups. The pile group settlement
shall be the same as shown for drilled shafts on pages 6 (19-20).

6 (7)
All timber piles for permanent structures shall be treated timber according to the Standard
Construction Specification. Coastal treatment should be considered for use at locations
south of I-10/I-12 line. Where coastal treatment is used, it should be clearly specified in the
plans. Temporary structures such as detour bridges shall use treated timber piles.

PILE DETAILS

1. The following pile standard details are available and shall be included in the plans
when applicable.

Standard Detail Description

CS - 216 Precast-Prestressed Piles

Concrete Pile Alternates Cast-in-place Concrete Piles
Pile Splice Details Cement Dowel, Dyna-a-Splice

2. Steel pipe piles shall generally be driven with open ends only.

3. Pile lengths should normally be shown on the general bridge plan, and given to the
nearest foot. Cylinder piles may be cast in 8 ft. increments, therefore lengths shown
shall be a multiple 8 ft. Pile tips, cutoff elevations, pile lengths and design loads
should be shown on a pile data table.

4. For moderate to complex projects involving skews, horizontal curves, interchanges,

etc., or where interaction with existing foundations is present, the plans should
include a foundation layout. The layout must show bents and/or footing pile
locations and referenced to the centerline or P.G.L. Existing structures or
substructures that may conflict with the pile driving must be clearly shown. Boring
locations as well as test piles, CPT probings, PDA monitor piles and indicator piles
must also be shown.

6 (8)
 FIELD TESTING PROGRAM
INTRODUCTION

For most bridge projects, some type of pile testing or pile monitoring is normally
performed. Soil conditions, design loads, magnitude of project, pile types, and economics
are some of the factors determining the type and extent of the field-testing program to be
implemented. Prior to beginning the field-testing program, the contractor must submit the
necessary pile driving equipment information and the pile installation plan for evaluation
and approval. The Pavement and Geotechnical Design Gang will evaluate the proposed
equipment based on the wave equation analysis (GRLWEAP™) for each pile type and size
required in the plans. The criteria used in the evaluation consist of the pile driving stresses
and the number of hammer blows per 1 ft. at the required ultimate pile capacity. The
equipment and installation method shall be such that the piles will obtain the required
penetration without damage.

The field-testing program is initiated in order to confirm or revise the estimated plan pile
lengths as well as the contractor’s proposed pile driving operations and installation plan.
Upon evaluation of the data and results of the tests/monitoring, the project engineer,
Construction, and Bridge Design Sections concur on pile order lengths and installation
plan which allow the contractor to begin the pile fabrication process.

Field verification of pile capacity may be eliminated when either of the following two (2)
conditions exist:

1. The soil boring data is consistent and indicates a very dense bearing strata (N > 50)
which should be a minimum of 15 ft. thick.

2. Static load calculations indicate with the appropriate factor of safety (normally
2.75), it will be more economical to extend the piling than to enter into a test pile
program with shorter length piles.

In these cases, the plans will specify order length piles.

6 (9)
DEFINITION OF TERMS AND PLAN REQUIREMENTS

Test Piles
Test piles are driven in advance of the permanent piles and are used to determine the
length of the foundation piles by applying static loads at predetermined intervals. They
may also be used to further evaluate the contractor’s proposed method of installation and
equipment. They are generally located in close proximity to a boring with consideration
given to accessibility to the site for the driving and loading equipment and should model
the most critical subsurface conditions for the area for which they will control. In some
cases this may require the contractor to excavate the test pile location or utilize a casing to
eliminate side friction in the upper portion. If cone penetrometer tests are utilized, they
will generally govern the final location and tip elevation of the test piles.

Test piles should be cast long enough to be redriven, if necessary, to the plan tip elevation
of the piles at the nearest bent and also sufficiently long to permit static and dynamic
monitoring with the Pile Driving Analyzer. Add at least two pile diameters for PDA plus
12” for restrike.

Test piles are an expensive item for bridges, particularly on small projects and therefore,
should not be used indiscriminately.

In addition to testing maximum axial compression, test piles may also be used to test the
uplift (tensile) capacity of the pile primarily used for footings in cofferdams with tremie
seals.

The plans or specifications should clearly designate if test piles are to serve as permanent
piles.

When an item for a Test Pile is given in the plans, it is generally accompanied by items for
Loading Test Pile, Reloading Test Pile, and Redriving Test Pile.

Due to the inherent properties and characteristics of soils and soil/pile interaction, the
plans should always contain an item for Loading Permanent Piles for those unanticipated
situations.

If test pile required, include elastic deformation information on general notes; locate test
pile on the foundation layout by station and offset; include information such as size,
length, tip elevation, casing elevation; tabulate pile lengths, tip, cutoff, but not order
length.

6 (10) Rev. 02/28/2003

Cone Penetrometer Test, (CPT)

CPT probings may be used to determine pile order lengths. The CPT probings are also
used to determine the final location and final pile tip elevation of the Test Piles and
Indicator Pile. One of the following notes should be placed in the General Notes of the
bridge plans depending on if the Department will perform the work, (note a), or if the
Contractor will perform the work, (note b).

a) CPT PROBINGS: CONE PENETROMETER TEST (CPT) PROBINGS WILL BE REQUIRED

AT THE LOCATIONS NOTED IN THE GENERAL PLANS OR FOUNDATION LAYOUT
AND AT TEST PILE AND INDICATOR PILE LOCATIONS. CPT PROBINGS WILL BE
PERFORMED BY THE DEPARTMENT IN ACCORDANCE WITH SECTION 804 OF
THE SPECIFICATIONS.

b) CPT PROBINGS: CONE PENETROMETER TEST (CPT) PROBINGS WILL BE REQUIRED

AT THE LOCATIONS NOTED IN THE GENERAL PLANS OR FOUNDATION LAYOUT
AND AT TEST PILE AND INDICATOR PILE LOCATIONS. CPT PROBINGS WILL BE
PERFORMED BY THE CONTRACTOR.

When the CPT probings are performed by the contractor, (note b), the maximum CPT
penetration elevation should be specified in the plans as follows:

a) THE MAXIMUM CPT PROBING PENETRATION ELEVATION FOR ALL CPT

PROBINGS SHALL BE___ (elevation in feet).

b) THE MAXIMUM CPT PROBING PENETRATION ELEVATION SHALL BE ___ (elevation

in feet). FOR CPT PROBINGS TAKEN AT BENTS (##) THROUGH (##).

c) THE MAXIMUM CPT PROBING PENETRATION ELEVATION FOR TEST PILE (##)
SHALL BE ___ (elevation in feet).

Pile Driving Analyzer, (PDA)

PDA may be used to monitor the pile driving installation of Test Piles, Indicator Piles, and
Monitor Piles. A note similar to the following note should be placed in the General Notes
of the bridge plans. It should be modified as needed.

DYNAMIC MONITORING: THE PILE DRIVING ANALYZER (PDA) WILL BE REQUIRED AT

EACH TEST PILE, INDICATOR PILE, AND MONITOR PILE OR AS DIRECTED BY THE
ENGINEER. WHEN DYNAMIC MONITORING IS REQUIRED USE THE APPROPRIATE ITEM
NUMBER FROM SECTION 804., AND INCLUDE AN S-ITEM FOR DYNAMIC ANALYSIS.

6 (11) Rev. 02/28/2003

Indicator Piles

Indicator Piles may be used to determine the final pile order lengths. In this case, an
Indicator Pile is driven in advance of the production piles. The difference between
Indicator Piles and a standard test pile is that loading Indicator Piles is not anticipated.
Indicator piles should be cast long enough to be redriven, if necessary, to the plan tip
elevation of the piles at the nearest bent or as determined necessary by the CPT probing.
Indicator Piles are usually piles tipped on marginal end bearing soils. The Indicator Pile is
used to access pile driveability problems such as hard driving which may require jetting or
predrilling and to assess the bearing capacity of marginal bearing soil. The Indicator Pile
driving installation is monitored with the PDA to evaluate the pile driving equipment
performance and to monitor the pile driving stresses. Pile bearing capacity and driving
criteria will be developed from data obtained from the PDA monitoring. The location of
these piles is generally based on the type and size of pile to be driven and the anticipated
subsoil profile at each bridge structure. The indicator pile is paid for as a modified test pile
(i.e. Item 804-05-A Precast Concrete Test Pile (Indicator Pile)). Pay items for each type of
indicator pile used should be shown in the plans.

Redriving of indicator piles is paid for under Item 804-11, Redriving Test Piles. If it is
determined from the driving records and PDA monitoring that the indicator pile should be
load tested, each load test shall be paid for under Item 804-09-A.

The following note should be placed in the General Notes of the bridge plans.

INDICATOR PILE: INDICATOR PILES WILL BE REQUIRED AT THE LOCATIONS SHOWN

ON THE GENERAL PLANS OR FOUNDATION LAYOUT.

Monitor Piles

A Monitor Pile may be used to monitor the pile driving installation with the PDA. This is
usually accomplished by monitoring the first permanent pile of its type and size to be
driven at each bridge structure or at a specified bent location. The location of these
Monitor Piles is generally based on the type and size of pile to be driven and the
anticipated subsoil profile at each bridge structure. The PDA is used to evaluate the pile
driving equipment and to monitor the pile driving stresses. Pile driving criteria will be
developed from this information. The Monitor Pile is paid for as a permanent pile. The
dynamic monitoring is paid for with the Dynamic Monitoring item, and the Dynamic
Analysis an S-item. One of the following notes should be placed in the General Notes of
the bridge plans depending on where the indicator pile(s) is located.

6 (12) Rev. 02/28/2003

 a) MONITOR PILES: THE FIRST (size, type) PILE DRIVEN AT EACH BRIDGE SHALL BE
MONITORED WITH THE PILE DRIVING ANALYZER (PDA).

b) MONITOR PILES: THE FIRST (size, type) PILE DRIVEN AT BENT NO. (##) SHALL BE
MONITORED WITH THE PILE DRIVING ANALYZER (PDA).

c) MONITOR PILES: THE FIRST (size, type) PILE DRIVEN AT BENTS (##) THROUGH
(##) SHALL BE MONITORED WITH THE PILE DRIVING ANALYZER (PDA).

Permanent Piles
Permanent Piles are those piles that are furnished by the contractor in accordance with an
approved order list for use in production driving of foundation piles for the final
substructure. If the driving resistance of a permanent pile should not correlate with the test
pile or be less than that of the test pile, the engineer may require a static load test among
other courses of action.

The following plan note should be placed in the General Notes of the bridge plans.

PILES: ALL PILE REQUIREMENTS INCLUDING SIZE, TYPE AND MAXIMUM DESIGN LOAD
AND TEST PILE REQUIREMENTS AS TO LOCATION AND TEST LOADING SHALL BE AS
DESCRIBED ON THE PLANS OR IN THE SPECIFICATIONS. SEE STANDARD DETAIL CS
216. THE MINIMUM PILE TIP ELEVATIONS WILL BE PLAN PILE TIP ELEVATIONS UNLESS
NOTED ON THE PLANS OR OTHERWISE AS DIRECTED BY THE ENGINEER.

In addition, one of the following pile length notes shall be included as needed in the
PILES: note in the plans.

a) PILE LENGTHS SHOWN IN THE PLANS ARE ORDER LENGTH PILES.

b) PILE ORDER LENGTHS WILL BE PROVIDED AFTER COMPLETION OF THE CPT

PROBINGS AND/OR TEST PILE LOAD TESTING AND/OR INDICATOR PILE
INSTALLATION AND EVALUATION AS REQUIRED BY THE PLANS.

Jetting

When appropriate, jetting may be used to facilitate pile installation. This practice shall be
predominately used when hard driving is anticipated during pile installation of end bearing
piles. Jetting should not be allowed for friction piles, piles in footing, header banks or
where stability of embankment or other improvements may be endangered. When jetting is
allowed or required, the following note shall be added to the Special Provisions

6 (13) Rev. 02/28/2003

 JETTING: JETTING MAY BE REQUIRED IN ACCORDANCE WITH SECTION 804.08(b) AT
(list of the locations).

The note above amends the Standard Specifications sub section 804.08(b), Water Jets.

For more specific information on this subject as well as appropriate plans and
specifications requirements including pay items, refer to the latest DOTD's Standard
Specifications.

Types of Field Monitoring

1. Static Monitoring: This work consists of applying static loads at predetermined

intervals to Test Piles and in some cases to Indicator Piles or Permanent Piles.
The static loads are applied in increments of 10 to 15 percent of the design load and
held for an interval of 5 minutes. The loads are increased until pile failure occurs or
three times the design load is reached. The ultimate pile capacity is determined
through the analysis of the load settlement curve then a safety factor of 2.0 is
applied to determine adequacy of pile tip elevation. Test piles will be loaded unless
otherwise directed by the engineer. Test piles shall remain undisturbed for at least
14 calendar days after driving, unless otherwise directed by the engineer, to
required penetration before beginning loading operations.

2. Dynamic Monitoring: This work consists of assisting the Department in obtaining

dynamic measurements with the Department’s Pile Driving Analyzer (PDA) of test
piles, indicator piles, and permanent piles during initial pile driving and during pile
restrikes. The cost of equipment mobilization or any delays due to dynamic
monitoring shall be at no direct pay. To allow space for attachment of
instrumentation when dynamic monitoring is specified on test piles, indicator piles,
and monitor pile, the piles shall be long enough to allow access to the top 2.5 pile
diameters or side dimension of the pile at the end-of-driving penetration. The
dynamic monitoring shall be performed for the purpose of obtaining the ultimate
pile capacity, pile driving stresses, pile integrity, and pile driving system efficiency.

Types Of Pile Capacities

1. Static Load Test Capacity: This is the computed ultimate pile resistance that we are
anticipating during the static load testing of a test pile, indicator pile, or permanent
pile. The soil resistance will depend on the as-driven conditions such as
overburden of the scour zone, scour zone soil resistance if it has not been cased or
excavated, etc. The reaction system shall be sized to resist three times this
estimated Static Load Test Capacity shown in the plans or as directed by the
engineer.

6 (14) Rev. 02/28/2003

2. Ultimate Pile Capacity: This is the ultimate pile capacity that has been determined
from either a static or dynamic test of a test pile, indicator pile, or permanent pile.

3. Design Load: Is the maximum computed working load that the pile foundation is
anticipated to support during the life to the structure.

4. Design Event Ultimate Pile Capacity: This is the computed static ultimate pile
resistance that should be available after neglecting the scour zone and accounting
for the pile installation method. Plan pile lengths shall be based on the Design
Event Ultimate Pile Capacity along with the appropriate safety factor.

5. End-Of-Driving Pile Capacity: This is the computed static ultimate pile resistance
that should be encountered during pile driving which must be overcome to reach
the plan pile penetration depth where the design load can be obtained with an
acceptable safety factor. The soil resistance to be overcome includes resistance
from unsuitable layers and scour zone. The effects of temporary loss or increase in
soil strength due to driving operations should be considered. Pile installation
methods which alter the in place soil resistance such as jetting, preboring, etc.
should also be taken into account when computing the end-of-driving pile capacity.

Safety Factors
Safety factors for design, SFDesign, and for construction control, SFEOD, have been established
as shown on the accompanying table. These safety factors are selected based on design
and construction control factors. Design factors are quantity of subsurface information and
geotechnical analysis, type of project, and type of construction control, etc. Construction
control factors are the use of static or dynamic load tests and the use of either wave
equation or dynamic formula to determine pile bearing capacity, etc. The Static Design
Safety Factor, SFDesign, is used to compute pile order lengths based on the Design Event
Ultimate Pile Capacity. The Construction Control Safety Factor, SFEOD, is used to determine
the required End-Of-Driving Pile Capacity for construction control.

SFDesign = Static Design Safety Factor

(Design Event Ultimate Pile Capacity)

SFEOD = Construction Control Safety Factor

(End-Of-Driving Pile Capacity)

6 (15) Rev. 02/28/2003

 Pile Design and Construction Control Safety Factors

Static Design Construction Control

Construction Control Method Safety Factor Safety Factor
SFDesign SFEOD
Test Pile with Static Load Test 2.00 2.00
Field
Testing Indicator Pile with Dynamic Monitoring 2.50 2.50
On-System: Permanent Pile with Wave
2.75 2.75
Equation
On-System: Permanent Pile with Gates
3.50 3.50
No Field Dynamic Formula
Testing Off-System: Permanent Pile with Wave
2.50 2.50
Equation
Off-System: Permanent Pile with Gates
3.00 3.00
Dynamic Formula

6 (16)
 DRILLED SHAFTS
INTRODUCTION

As an alternate to driven piling, for certain projects, drilled shafts can prove to be an
economical foundation alternate. A drilled shaft consists of an augered hole that is filled
with reinforced concrete to establish a foundation. Drilled shafts will only be used with
the approval of the Bridge Design Engineer Administrator, or his designated representative.

In the past, drilled shafts have been primarily used in the northern part of the state, where
hard clays are prevalent. Wilcox material is particularly suited for drilled shafts because of
its strength characteristics, its cohesiveness and its impermeability. In some of these areas,
drilled shafts should be used exclusively, however, in other areas, where their economy is
questionable, they may be specified as an alternate to piling, requiring separate
substructure details. These cases will be determined on a project by project basis. In the
past few years, the Department has been gaining confidence constructing drilled shafts in
the lower part of the State in sandy soils using the slurry displacement method.

It is always preferable to construct shafts in the dry, however this is not always possible. A
test hole will be placed in most contracts so that the contractor can demonstrate his ability
to construct a drilled shaft. If a dry hole cannot be maintained, the contractor will have to
construct the drilled shafts using the slurry displacement method with approved slurry.
Construction methods are dependent on soil conditions, and will conform to Section 814
of the Standard Specifications.

APPLICATION

1. Projects with obstructions that impede the pile driving operation. There is
construction equipment available today to construct drill shafts under existing
structures with vertical clearances as low as 12 ft.

2. Projects requiring heavily loaded foundations.

3. Projects involving conflicts with utilities, existing drainage, roads, bridge structures
and/or projects where vibrations and excessive noise cannot be tolerated.

4. Projects using large drilled shafts to take the place of footings and extend the shaft
to the top of the substructure using conventional columns.

5. Projects which have hard clays, particularly when it is anticipated that precast
concrete piles cannot be driven through the soil without a pilot hole that extends to
within a few feet of the founding elevation.

6 (17)
DESIGN

1. All projects involving drilled shafts will be approved prior to design by the Bridge
Design Engineer Administrator.

2. As a general rule, size the drilled shaft for a compressive stress of 435 psi across the
cross section of the shaft. However, the soil characteristics and the design
requirements for the shaft to sustain both axial and lateral loads will determine the
final size and length of the required shaft.

3. Side friction will be utilized, i.e., the shafts will be constructed with the casing
extracted, unless otherwise approved by the Bridge Design Engineer Administrator.

4. For drilled shaft design, Class S concrete will be used and the concrete compressive
strength will normally be limited to f'c = 2600 psi.

5. All drilled shafts, where the concrete or slurry is placed under water, will be
constructed with access tubes to allow for cross-hole sonic logging, CSL. The test
will determine if anomalies are present in the shaft, which may reduce its capacity.
If the shaft has a reduced capacity the payment and/or rejection will be based on
the CSL testing and the analysis of the Geotechnical Design Gang.

6. Drilled shafts used in abutments shall have a minimum diameter of 2’-0”, however,
a diameter of 2’-6” is preferable.

7. A minimum reinforcement of 1% of the gross shaft area shall be extended to the

bottom of the shaft.

8. Drilled shafts are available in 6” increments from 1’-6” to 12’-0”. Some shafts may
be available in the 16’-0” range.

9. Drilled shafts should be spaced center to center a minimum of three (3) times the
shaft diameter, however, shafts can be placed closer if group capacity is accounted
for in the foundation analysis.

10. Battered drilled shafts will not generally be used.

11. Belled footings will not be used.

12. Detailed clearances for the reinforcement to the outside of the drilled shaft will be
3” for shafts with a diameter of 2’-6” or less and 6” for shafts greater than 2’-6”.

For further design information consult the Pavement and Geotechnical Design Gang and
AASHTO.

6 (18)
Design Criteria
Service load design will be used. The maximum shaft load shown in the plans should be
broken into two components, dead load and other group loads. The effects of down drag or
uplift should be accounted for in the loads.

The final shaft diameter and length will satisfy the following axial load, lateral load and
consolidation settlement criteria:

Axial Load:

1. The shaft size and length will be designed based on the following:

a) Without a test load; Three (3) times the maximum shaft service load, however if
the soil conditions are consistent from boring to boring and the designer has a
high degree of confidence in the predictability of capacity of the shaft, 2.5 times
the maximum load can be considered.

b) With a test load; Two (2) times the maximum shaft service load

2. Short term settlement due to load transfer will be limited to the following:

a) Settlement resulting from two times the maximum shaft service load ≈ 0.75 “ to
1.0”.

b) Settlement resulting from 1.5 times the maximum shaft service load ≤ 0.25 “.

Lateral Load:

1. Design the shaft for lateral loads, beginning with the size and length of shaft
determined from the axial load design. The potential for loss of lateral capacity due
to scour will be considered in the design.

2. Lateral movement will be considered and based on the specific type of structure
and the nature of the lateral loads.

Consolidation Settlement:

1. Consolidation information should be obtained at the time the deep foundation

borings are taken. The Geotechnical Design Gang should be advised that this
project is a potential drilled shaft site and consolidation information is required.

6 (19)
2. Consolidation settlements will be limited to the following:

a) Standard Structures - 2.0” maximum or 1.0” / 150’ of span length.

b) Movable Structures - 0.50 “ total and 0.50 “ differential between adjacent

substructure elements

Construction

1. Drilled shafts may be constructed using the dry, wet or casing method of
construction, or a combination of methods. However, the preferred and most
economical method is the dry method.

2. Drilled Shafts shall be constructed in accordance with the plans and Section 814 of
the Standard Specifications for Roads and Bridges.

3. Types of Drilled Shaft Construction:

a) Dry Method:
The dry construction method shall be used only at sites where the groundwater
level and soil conditions are suitable to permit construction of the shaft in a
relatively dry excavation. And also where the sides and bottom of the shaft may
be visually inspected by the Engineer prior to placing reinforcement and
concrete. The dry method consists of drilling the shaft excavation, placing the
reinforcing cage, and concreting the shaft.

b) Wet Method:
The wet construction method may be used at sites where a dry excavation can
not be maintained for placement of the shaft concrete. This method consists of
using slurry to maintain stability of the hole perimeter while advancing the
excavation to final depth, placing the reinforcing cage, and concreting the shaft.
Where drilled shafts are located in open water areas, exterior casings shall be
extended from above the water elevation into the ground. The casing shall be
installed in a manner that will produce a positive seal at the bottom of the
casing so that no seepage of water or other materials occurs into or from the
shaft excavation.

c) Casing Method:
The casing method may be used when shown on the plans or at sites where the
dry or wet construction methods are inadequate to prevent caving or excessive
deformation of the hole. In this method the casing may be either placed in a
predrilled hole or advanced through the ground by twisting, driving or vibration
before being cleaned out. In either case (b) or case (c), if the designer
determines that the casing must be permanent, then a separate pay item must
be included in the plans.

6 (20)
4. Slurry Types:

a) Polymer Slurry:
This type of slurry is a polymer powder that is pre-mixed with potable water
and placed in the drilled hole. The weight of the slurry is used to counteract the
hydrostatic pressure from the surrounding soil formation. The polymer prevents
caving of the sides of the hole and is destroyed during the placement of the
concrete by the chemical reaction with the cement. The polymer slurry, once
destroyed, normally leaves no residual material in between the concrete and
the soil interface. The advantages of this type of slurry is that it may be easily
disposed of.

b) Mineral Slurry:
This type of slurry puts soil particles in suspension and will form a membrane
or a filter cake at the walls of the hole. The membrane acts to prevent caving or
collapse of the hole provided the hydrostatic fluid pressures inside the hole
exceed the pressures in the soil formation. This filter cake can reduce the
perimeter load transfer of the shaft to the surrounding soil if left in place for
extended periods of time. The advantage of the Mineral Slurry is that you can
counteract a larger hydrostatic pressure. The disadvantage is that it must be
recovered and disposed of as a hazardous waste.

6 (21)
 PILE BENTS
INTRODUCTION

Pile bents consist of prestressed-precast concrete piles with a cast-in-place reinforced

concrete cap. (Steel pipe piles or H piles may be used in site-specific locations). The piles
extend out of the ground to serve as columns and are imbedded into the bottom of the cap.
The following is a guide for the structural analysis and the construction details for general
use in the preparation of plans for pile bents. The AASHTO Specifications shall be
adhered to except as amended or supplemented herein.

Commentary

Due to the high variable conditions of foundation soils and tolerances allowed or expected
in the construction of pile bents, the analysis should be kept relatively simple to reflect this
variability. Rigorous frame analysis on pile bents is also frustrated by the indeterminate
amount of fixity where the pile enters the ground and at the juncture between the pile and
the cap.

Double row pile bents may be considered when additional capacity or stability is desired.
The particular uses of double row pile bents are to resist longitudinal live load movement
of long trestle type structures, and to add stability for high level crossings or weak soil
areas. This practice should be limited to the extent that if a small number of larger piles
are required, a column bent with foundation piles may be more economical.

In the absence of a complete analysis, the designer should consider using one double row
pile bent in every continuous unit. Where the L/d ratio is approaching the maximum limit,
set forth herein, the distance between double row pile bents shall not exceed 500 ft. In
cases where the L/d ratio approaches the moderate range of 14 to 16, the distance between
double row pile bents shall not exceed 650 ft.

ANALYSIS

Traffic loads should be placed in accordance with the AASHTO Specifications, anywhere
within the design traffic lanes to cause maximum or critical stresses in the bent structure.
Live load impact shall be applied to pile bent caps in the analysis.

Concrete design strength (Class A) for the pile cap shall be 3000 psi.

The general method used for the analysis of pile bents containing four (4) or more piles is
simplified because of the indeterminate nature of the bent structure. The maximum cap
moment is computed assuming a simple span between adjacent pile centers allowing for a
maximum mislocation of piles. The positive cap moment due to dead load plus live load
plus live load impact is adjusted by a 20% reduction for continuity and the resulting value

6 (22)
is used for both positive and negative moments. The related simple span shears should be
used unaltered.

If the designer prefers more precision, the cap may be considered as a continuous beam
over the pile support points to get a more precise steel requirement. Bent caps with less
than four (4) pile support points shall be considered as a continuous beam.

Unequal dead load reactions from adjacent spans will be placed on the bent cap such that
there are no appreciable dead load moments caused in the longitudinal direction. This
will be accomplished by shifting the joint. An effort should be made to space the piles
equally and at the same time balance the dead load reaction such that there will not be
more than 50% deviation between the interior and exterior pile dead loads.

The allowable structural limit of a pile is controlled by the slenderness ratio which in effect
keeps the pile structurally "a short column" (where column buckling is not critical). It can
be shown that the standard prestressed pile has tremendous reserve strength against axial
failure. The implication is that the foundation soil, the practical span of the bent cap and
the allowable slenderness ratio of the pile will influence the pile size more than the
allowable structural limit of the pile. The measure of the pile slenderness ratio is L/d.

L = the unsupported length

d = the least dimension or diameter of the pile section

The unsupported pile length (L) is usually measured from the bottom of the cap to the
ground line plus penetration into the ground. The point of fixity is dependent on
judgement, accounting for the soil stiffness at the surface or predicted scour at stream
crossing. The point, which the pile is considered fixed, shall not be less than 10 ft. below
an existing streambed or 5 ft. below the ground surface outside the floodplain.

For slab spans, the live load shall be placed to cause a maximum reaction to the bent. The
wheels on the bent may be treated as concentrated loads. The contributing reaction of the
wheels on the slab span may be summed and equally distributed to all the piles in the bent
as a uniform load to the bent cap. The same number and size of bars shall be used in the
top and bottom of cap.

DESIGN DETAILS

1. Batter exterior piles when L/d > 12. L should account for the predicted scour depth
and distance to pile fixity. A minimum of 5 ft. of scour should be accounted for as
well as 5 ft. below the scour line to point of fixity.

2. Particular attention shall be given to battering the exterior piles on stream crossings
and on bridges in a horizontal curve.

3. Pile batter shall be 1½ on 12.

6 (23)
4. Maximum pile loads shall be determined from service loads applied without live
load impact and should be shown on the bent details .

5. Double stirrups shall be used in all pile bent caps exceeding 2’-6” in width.

6. Stirrups shall be spaced at a maximum of 1’-0”. The stirrups adjacent to piles shall
be located at a maximum of 3” from the face of the pile and the first space shall be a
maximum of 6”. The size of stirrups shall be a minimum of #4 bars.

7. The centerline at the top of the exterior pile shall not be more than 18” beyond the
centerline of the exterior girder.

8. The pile bent design should account for at least two (2) adjacent piles being
mislocated 6” each in the direction parallel to the cap.

9. Pile bent caps shall have a minimum depth of 2’-0” for all slab span supporting
bents and all single row pile bents with less than 24” piles and 2’-3” for all single
row pile bents with 24” piles or larger. Double row pile bents shall have a
minimum cap depth of 2’-6”.

10. The minimum longitudinal cap steel shall be in accordance with the AASHTO
Specifications.

11. As a general rule, L/d in pile bents should not be over 20. See further discussion
under driven piles.

12. The top and bottom reinforcement in caps shall be the same.

13. The concrete quantity for the pile cap shall not include the volume of concrete
displaced by the pile embedment.

14. Spacing for double row pile bents shall be determined on an individual basis.

6 (24) Rev. 05/03/2004

 COLUMN BENTS

INTRODUCTION

Column bents are reinforced concrete frames, which are attached to a separate foundation
of pile footings, spread footings or drilled shafts. The frame generally consists of columns
and a cap and it supports the superstructure. Occasionally, on tall bents, intermediate
struts are inserted to reduce the effective length of the column in the transverse direction.

ANALYSIS AND DESIGN DETAILS

Analysis
1. The ratio of unsupported column length to least dimension (diameter) of column
(L/d) should generally be limited to a maximum value of between 9 to 10. Values of
greater than 10 will be considered in special situations.

2. Bundled steel will not be used.

3. Unequal dead load reaction from adjacent spans shall be balanced by shifting the
centerline of the bent with respect to the centerline of joint, such that there are no
appreciable dead load moments caused out of the plane of the bent frame.

4. Live loads from traffic shall be allowed anywhere in the travel roadway and not
confined to a design lane.

5. An attempt should be made to place the live load on the span to cause a maximum
stress condition in each member to be designed. This is primarily accomplished by
trial and error.

6. Columns should be placed under the cap such that the dead load moments induced
in the columns are minimized.

7. The number of columns used should be minimized for typical and repetitively used
bents. The criteria should be the structural limit of the columns and a proportional
size of cap required. Economy and aesthetics will generally be served when the
latter is attempted.

6 (33)
8. Circular and square columns will normally be designed as tied columns. Special
circumstances may exist where circular columns must be designed as spiral
reinforced columns. This method needs the approval of the Bridge Design Engineer.
The typical spiral wire reinforcement used with our circular column details does not
meet the AASHTO requirements of a spiral designed column. The spiral
reinforcement is only a more desirable method of providing confinement
reinforcement, which meets the requirements for the ties in a tied column design. In
some cases, particularly in drilled shafts, contractors may request the use of
individual ties in lieu of the spiral cage. This substitution is normally allowed.

9. Careful attention should be paid to stresses caused by temperature and shrinkage

when most column lengths are approximately 12 ft. or less.

10. The foundation for column bents and piers shall be designed so that no piling or
drilled shaft goes into tension, except for temporary cases during construction (i.e.,
cofferdam/steel design) or when designing for extreme events.

11. For bents and piers which require seals, the seal shall be designed for a bond stress
of 10 psi of pile, providing the pile and/or soil interaction have been checked for
uplift. This shall apply to timber, steel, or concrete piles.

12. In all cases, maximum pile loads shall be determined using the service load design
procedure, without live load impact.

13. Concrete design strength (Class A) for columns and footings shall be 3000 psi.

6 (34)
Design Details

1. The minimum column diameter shall be 2’-6” and larger columns will be in even 6”
increments.

2. The minimum width of cap will be 4” greater than the column diameter or as
dictated by the clearance to the bearing areas. The cap dimensions should be
increased in 4” increments.

3. The maximum stirrup spacing in a bent cap will be 1’-0”. The first stirrup adjacent
to the surface of a column will be a maximum of 3” away and the first space not
greater than 6”. The minimum size of stirrups shall be a #5 bar.

4. Although designed as a tied column, circular columns shall have 3/8” spiral steel at
6” pitch with 2.5 closed turns top and bottom. This does not meet the AASHTO
design requirements for a spiral design.

5. Column bent ties shall be closed loop style with splice at one corner incorporating
135 degree bend unless approved by the Bridge Design Engineer.

6. Columns shall be of solid cross-section.

7. Shrinkage and temperature moments in short columns, resulting from long concrete
cap pours, can be relieved by using effective hinge details or staging the cap pours.
A more detailed analysis of the structure / soil interaction may also be investigated
to determine the actual effects of these moments on the structure.

8. It is advantageous to batter peripheral piles to minimize group action and stabilize

the footing against horizontal movement when needed. However, battering should
be practiced only when deemed necessary due to economics.

9. On transition bents, a wall and riser should be used when riser height > 1’-2”.

10. For steel and concrete piling, the minimum spacing for foundation piling will be 4
ft. center to center or 3 x diameter, whichever is greater. Timber piling shall be
spaced at 3 ft. minimum centers. A minimum edge distance of 1’-6” shall be
provided.

11. When square tapered columns are used, a ratio of 1:50 shall be applied to all
tapered faces.

12. Except in cases where uplift is anticipated, steel piles and timber piles shall
penetrate the bottom of the footing a minimum of 1ft. and cast-in-place and precast
piles shall have a 6” minimum penetration. In cases where uplift is anticipated the
pile footing connection shall be designed.

6 (35)
13. In most situations, the primary layers of reinforcement shall be placed 3” above the
tops of the piles. For specific conditions, the design may require placing reinforcing
steel between the piles.

14. The top of footings will be a minimum of 1ft. below natural ground elevation and 3
ft. below the roadway subgrade for footings under the roadway.

15. Straps should be considered between isolated footings in a column bent when
founded on soft soil or where erosion is possible. The primary purpose is to
eliminate differential horizontal movement of the footings.

16. Longitudinal skin reinforcement in the vertical faces of caps exceeding 3 ft. shall be
provided for in accordance with AASHTO Specifications.

17. For structural mass concrete components whose least dimension exceeds 4 ft. (caps,
piers, footings, etc.), minimum reinforcement shall be provided in accordance with
AASHTO. This requirement is to reduce the effects of cracking due to the heat of
hydration. For extreme situations of massive pours in adverse conditions, other
specific counter measures may be required (See ACI). Seal concrete shall not be
considered mass concrete.

Typical Column Sizes

ENGLISH METRIC EQUIVALENT

30” 750 mm
36” 900 mm
42” 1050 mm
48” 1200 mm
54” 1350 mm
60” 1500 mm

6 (36)
 END BENTS AND APPROACH SLABS
INTRODUCTION

The end bent, as its name suggests, is located at the end of a bridge where the transition is
made from the normally deep founded bridge structure to a shallow founded pavement via
the approach slab. The typical end bent to be discussed, unless otherwise noted, is
constructed of reinforced concrete with a breast wall and wingwalls to contain a soil
backfill and pile supported cap. This article is a guide to the analysis criteria and design
considerations given to end bents and approach slabs, and is intended as a general policy
statement and a supplement to the AASHTO Specifications.

Commentary
The approach slab serves as a transition apron from the soil supported pavement to the pile
supported structure. It is intended to smoothly bridge minor differential settlements
between the roadway slab and the bridge structure. When large differential long term
settlements between the roadway slab and the bridge structure are expected, the
Geotechnical Design Gang will perform a fill height study to determine if long, flexible,
pile supported approach slabs are required. The designer shall furnish the Geotechnical
Design Gang the required fill height and the time frame of the construction. Two (2)
advantages are realized with this solution:

1. A smooth transition is maintained for improved riding characteristics for large

expected settlements.

2. The length of conventional bridge structure may be reduced by replacement with

the less expensive approach slab.

ANALYSIS

1. The short approach slab is founded directly on the paving base and is a one-way
slab with its main reinforcement parallel to traffic. No design calculations are
required and details are to be in accordance with the guidelines shown.

2. The long pile supported approach slab is designed to transition differential

settlements between the shallow foundation roadway pavement and the deep
foundation bridge structure at the end bent. The total length of the approach slab
shall be determined by the Geotechnical Design Gang. The permanent deflection
due to settlement is assumed to be either a reverse parabola or a single parabola as
shown. Piling are usually designed to carry the full live load and dead load near the
end bent, and are shortened progressively toward the roadway pavement end of the
approach slab. The soil beneath the approach slab should be checked to assure that
no piles are tipped in a bearing layer. This configuration is intended to cause a
progressive transition from the expected deep foundation behavior to the shallow

6 (38)
foundation behavior. The slab is also designed to carry the additional moment
caused by the assumed parabolic deformation.

Condition 1,
Design Deflection for Pile Supported Approach Slabs

6 (39) Rev. 02/28/2003

3. Wingwalls, breast walls and the bent as a unit shall be designed to resist active
earth pressure under the appropriate group loads.

4. The reaction of the approach slab to the shelf of the end bent is based on the same
assumption as in Items 1 and 2.

5. Slab spans end bents should be designed as interior.

DESIGN DETAILS

1. Wingwalls with stabilizing piles are required for all end bents on fills with the
exception of slab span bridges and concrete girder spans with Type II girders.

2. Double-row, battered piles are required on all end bents except those for slab
spans. Pile batter shall be 1½ on 12.

3. On double row pile end bent caps, a 1ft. thick baffle shall extend 2 ft. below the
cap between rows of piling to prevent the movement of the soil confined by the
bent.

4. On skewed or normal end bents, the roadway end of the approach slab is to be
squared off for both rigid and flexible pavements.

5. Negative skin friction, caused by the consolidation of the fill and in situ soil in
contact with the piles, is assumed to be insignificant because pilot holes are used
for piling driven through a compacted fill. Granular material is used to fill the void
between the pilot hole and the pile.

6. Pile supported approach slabs are continuous slabs supported by rows of timber
piles on 10 ft. centers. The transverse spacing between the piles in these rows
usually varies between 6 ft. and 10 ft. The timber piling shall be varied in length
from row to row by a constant amount. Piling shall penetrate the footing to resist
the tension required to hold the slab in its deformed configuration after settlement
has occurred. Pile supported slabs are designed as one way slabs spanning between
transverse grade beams at the pile rows.

7. When pile supported approach slabs are used, the barrier rail shall be extended the
full length of the approach slab. This will prevent potential guardrail problems
caused by embankment settlement in the deep pile region of the approach slab.

8. Prestressed girder end bent caps shall have a depth of 2’-6”.

6 (40) Rev. 02/28/2003

9. In south Louisiana, sand embankments are terminated by a shell plug, which
eliminates erosion, formation of cavities, and settlement problems related to sand
embankments and sand header banks. In north Louisiana, where shell is not readily

available, sand embankments are to be terminated by a clay plug at structure header banks
in the same manner a shell plug is used in south Louisiana.

10. The following criteria will be used in determining slab lengths:

On fill sections, use 40 ft. long approach slab.

On cut sections, use 20 ft. long approach slab.

6 (41) Rev. 02/28/2003

 RETAINING WALLS

INTRODUCTION

Retaining walls are used primarily in urban areas to retain embankment slopes which
would, otherwise, spill onto adjacent property, or force adjacent ramps or frontage roads
outward, thus requiring additional right-of-way. Retaining walls are sometimes connected
to the bridge abutment. The breast wall and wingwalls of the end bent is considered a
type of a retaining wall since it is retaining the embankment behind the end bent.

Retaining walls are typically either cast-in-place concrete walls or proprietary Mechanically
Stabilized Earth (MSE) walls. Typically the MSE wall is found to be most economical in
most situations, although certain sites and applications may still require the use of a cast-in-
place wall. Cast-in-place walls are placed on either pile footings or spread footings
depending on soil conditions and the height of the wall. MSE walls normally require only
a small non-reinforced concrete leveling pad for the wall panels or blocks to sit on. The
pads are usually 1ft. wide by 6 in. thick.

The Bridge Design Section currently maintains standard plan RW-01 which is a cast-in-
place wall used for minor heights (maximum 6 ft.). The Road Design Section normally
uses this standard for minor roadway applications.

CAST-IN-PLACE RETAINING WALLS

Design

1. The working stress method shall be used to design the walls, footings and piles.

2. The Rankine Theory shall be used with the following assumptions:

Phi = 30 degrees
Unit soil weight = 120 pcf
Equivalent fluid pressure = 40 pcf

3. The wall and footing shall be designed for a Class "A" concrete with a
f'c = 3000 psi.

4. AASHTO seismic criteria shall be accounted for in the design.

5. Neglect friction between the wall and the backfill.

6. Passive pressure shall be used for resistance only if the fill is high enough on the
front of the wall to significantly affect the design.

6 (48)
7. Allowable lateral loads for piles shall be based on information from
Chapter 6, Driven Pile Section.

8. Generally, counterforts are recommended for walls in excess of 25 ft. in height.

Exceptions should be discussed on a case by case basis. Where counterfort wall
sections abut cantilever wall sections, the latter shall have a single counterfort
adjacent to the interface.

9. Spread footings are permissible wherever soil conditions, water table elevations and
wall heights, are favorable for such footings. A shear key (stub wall) is generally
used with spread footings to resist sliding.

10. Timber piles are normally used for retaining walls, however depending on driving
conditions, steel or concrete piles or drilled shafts may be required.

11. For spread footings, a factor of safety of 2.0 shall be used for overturning, and 1.5
for sliding.

12. Pile footings shall be designed for no tension in heel piles.

13. The overall stability of slopes in the vicinity of the wall must be checked. This
should be coordinated with the Pavement and Geotechnical Design Gang.

Details
1. Expansion joints should be provided in the wall at approximately 90 ft. intervals,
and contraction joints at 30 ft. intervals. Expansion joints in the footings shall
coincide with joints in the wall.

2. Weepholes for drainage should be provided at 10 ft. intervals.

3. A geo-composite wall drain should be provided against the backwall with aggregate
backfill.

4. A 6 in. diameter perforated pipe drain should generally be placed against the
backwall with aggregate backfill.

5. Bridge end drain details with appropriate modifications shall be provided when
applicable.

6. In general, stepped footings are permissible. Wall transitions should generally be

sloped, except when they support sound walls, in which case they should be
stepped.

6 (49)
7. If a concrete barrier transition is to be provided, a transition length of 15 ft. should
be used. A concrete barrier face is required when the face of the wall is within
30 ft. of the edge of the travel lane. Pedestrian rails or combination rails should be
provided for walls more than 3 ft. high if pedestrian traffic is probable.

8. Tangent sections of retaining wall, approximately 30 ft. long, will be allowed in

curved sections of roadway with a low degree of curvature.

9. No direct payment will be made for water stop or joint materials.

10. Shear keys should generally be provided at the expansion joints of both walls and
footings, and at the contraction joints of wall.

11. Noise barrier requirements shall be accounted for in the detailing when applicable.

12. A pile data sheet that includes pile cutoff, tip, plan pile length or order pile length
and maximum pile loads should also be included.

6 (50)
 ROADWAY SURFACE

RETAINING WALL
BASE MATERIAL

FRONT FACE

GRANULAR MATERIAL
REQUIRED FOR FULL
LENGTH OF WALL
TO BE PAID FOR AS
NON-PLASTIC
GEOCOMPOSITE
EMBANKMENT
WALL DRAIN
(NO DIRECT PAY)

GEOTEXTILE FABRIC
| WEEP H
(CLASS B, C, OR D)
PVC PIPE @ 10’-0"
(NO DIRECT PAY)
CTRS.) NO DIRECT PAY
8"

6" PE
PIPE UNDERDRAIN
(NO DIRECT PAY)
1’-0"

MIN.

AGGREGATE BACKFILL
(BEDDING MATERIAL
1’-0"

MIN.

OR CRUSHED GRAVEL
@ NO DIRECT PAY)
VARIES

VARIES

WEEP HOLES ARE TO BE LOCATED

TO DISCHARGE ABOVE GROUND LINE
OR GUTTER LINE. EXACT LOCATION
TO BE DETERMINED BY THE PROJECT
TYPICAL DRAINAGE DETAILS
ENGINEER.

CAST IN PLACE RETAINING

WALL WITH BARRIER

Rev. 05/03/2004 NOT TO SCALE

6 (52)
MECHANICALLY STABILIZED EARTH WALLS

A broad definition of reinforced soil or mechanically stabilized embankments would be the

inclusion of reinforcing elements such as straps, bars, welded wire mats, polymer grids,
sheets of fabric (geosynthetic) and various anchor systems for the purpose of improving the
mechanical properties of the soil mass. All of the system elements including the back fill
must receive adequate attention during the design and construction stages.

The concept of soil reinforcement has a well established history dating back to biblical
times. However, modern techniques for mechanically stabilizing or reinforcing soil were
only introduced about 20 years ago.

Reinforced soil structures are constructed in a manner that produces a structure of

alternating layers of soil and reinforcing elements as shown in Figure 1. In general, the
spacing between reinforcement layers varies from about 1’ to 2’-6”. Soil reinforcing
systems have three main components: reinforcement elements, backfill material and facing
elements, see figure 1, page 6 (54). The primary differences between various soil
reinforcement systems that are currently available are the materials and configuration of
the materials that are used for the reinforcing and facing elements.

Even though different materials are used, the same basic criteria must be employed to
design the systems. In general, the basic design procedure for reinforced soil structures is
well established. The basic design criteria for reinforced soil retaining walls involves
satisfying external stability and internal stability.

For complete information on this subject, including but not limited to approval procedure
for suppliers, design and selection considerations, contracting methods, pay items, details,
specific design requirements and construction specifications, please refer to the MSEW
Design Guide prepared by the Pavement and Geotechnical Design Gang.

6 (53)
 COFFERDAMS
INTRODUCTION

Cofferdams, for the purpose of this manual can be defined as a temporary structure, usually
braced steel sheet piling, built to exclude earth and water from an excavation so that work
can be performed in a dry condition. Cofferdams should be conservatively designed,
soundly constructed and well maintained in order for them to function most often under
the most adverse conditions, sometimes including floods and shifting river bottoms. The
fact that these structures are temporary, necessitate that they be economically constructed
yet the design must take into account all local conditions and make good use of
engineering knowledge and judgement.

Most cofferdam systems are composed of two primary components. The sheet pile
perimeter with the walers, struts and bracing, and the tremie seal. The tremie seal is a non-
structural, non-reinforced layer of concrete poured under water after excavation has been
performed to the required elevation. Its purpose is to partially "seal" the bottom of the
cofferdam against water seepage and partially or totally counter-act the hydrostatic uplift
due to buoyancy. The seal depth is usually a minimum of 5 ft. and can be as thick as 15
ft. In some very isolated situations, a tremie seal may not be necessary as in the case of a
very hard, non-permeable, clay stratum.

The designer is responsible for the design of the tremie seal and pile/soil interaction. A
design seal water surface elevation must be established after consideration of past historical
hydrographs and depth of foundation. The contractor is responsible for the design of the
cofferdam sheeting and bracing including length of the sheet piles and cutoff elevation.
The special provisions must include information on the design seal water elevation and an
allowance for the contractor to redesign at a different elevation to accommodate his
operations subject to the approval of the Bridge Design Engineer.

DESIGN CRITERIA

1. The total depth of the tremie seal shown in the plans shall be the design depth
utilized plus 1 ft.

2. Assume 100% full hydrostatic head acting on the bottom of the seal for the purpose
of calculating uplift.

3. Do not use the weight of the sheet piles, struts, etc. in the computation of
downward loads. The weight of the structures' piles may be used if properly
anchored into the seal.

6 (56)
4. Neglect the friction force between the seal and the sheet piles.

5. Use an allowable 10 psi friction force between the structural piles and the design
seal depth. If more load needs to be developed, anchorage should be designed
(AASHTO 1977).

6. Design of the seal and piles in uplift shall be in accordance with Case 1 and 3 of
AASHTO 1992 Section 4.5.6.6.2.

7. If pile lengths are being governed by tension, a test pile in tension should be
considered to reduce the factor of safety from 3.0 to 2.0.

8. The perimeter of the cofferdam should be sized at least 3 ft. larger than the footing
all around and should also be checked for conflict at the sheet pile/structural
battered pile intersection using a realistic sheet pile penetration assumption.

6 (57)
 EMBANKMENTS AND REVETMENTS

EMBANKMENT PROTECTION

The following types of embankment protection are generally used for bridges:

1. Cast-in-place revetment is normally used for grade separation structures where

hydraulics is not a consideration or above the water line for urban bridges where
aesthetics is a consideration. (See Standard Plans on Appendix A)

2. Unless site conditions warrant otherwise, flexible revetment or rip rap shall be
specified for all waterways crossings in accordance with the following criteria:

a) For waterways with design average velocity (v) of 3 ft/s or less, use flexible
revetment to a limit of 6 ft. outside the fascia of the structure.

b) For velocities between 3 ft/s and 5 ft/s, the plans should specify class 55 (lb) rip
rap to be wrapped around the embankment on the upstream side to the limits of
the approach slab. For certain situations where existing site conditions reveal a
history of problems and the design average velocity exceeds 5 ft/s, class 120(lb)
or larger rip rap should be specified and wrapped around upstream side as
previously noted. Coordination with the District Maintenance and
Headquarters Hydraulics sections is recommended as unusual situations arise.

3. Erosion control covering is a system, which should be specified to protect

embankments from erosion until vegetation takes over. It may consist of a fiberglass
roving or curled wood matting.

4. Spur dikes are occasionally required to break the flow of water around the corner of
the bridge embankment in order to prevent abutment scour. Close coordination
with the Hydraulics’ section is necessary. (See Standard Plans SD-50, SD-100, SD-
150, and SD-200)

5. Bridge end drainage is an important aspect of embankment protection. Open deck

drains are generally discontinued near the abutments to prevent erosion of the
foreslope. In the case of overpasses, or other bridges with vertical curves or
relatively high embankments, bridge end drains are normally used. (See Bridge End
Drain Standard Detail, Appendix A)

6. Clay blankets or clay or shell plugs are generally required for sand embankments,
except when retaining walls are used to contain the sand embankment. In all cases,
a select backfill is used adjacent to the abutment. See approach slab drainage
standard details, (Appendix A). Embankments and specification thereof are
generally covered in the road plans.

6 (58)
The following bridge embankment items should be considered in preliminary planning:

1. When fill heights are a major factor in establishing bridge lengths, a settlement and
a stability analysis should be requested from the Geotechnical Design Gang at an
early stage along with the deep borings. Special construction methods may be
employed to minimize the effects of settlement. These may include the use of wick
drains, surcharge or prolonging the placement of the approach slab and roadway or
a combination of these. In some situations, the Geotechnical Design Gang may
recommend the installation of settlement plates or other instrumentation to monitor
the settlement under roadway embankments or bridge approaches. The results of
the settlement monitoring may be used to determine when to remove surcharges or
allow paving or construction of approach slabs. If required, the following note shall
be placed in the General Notes of the bridge plans: "Settlement Instrumentation:
Settlement plates will be required at (locations)".

2. Generally, 3:1 foreslopes will be used for fill heights of 20 ft. or less. In cases where
fill heights exceed 20 ft., 4:1 foreslopes will be used. Fill heights in excess of 30 ft.
will not be permitted, except with the approval of the Bridge Design Engineer. In
cut sections, foreslopes of 2.5:1 may be used if soil and hydraulic conditions permit.

3. The designer should exercise caution when placing fill within the channel. This is
particularly true when stream velocities are high, or when unstable soil conditions
exist, such as “rapid draw down”, in which the water level drops quickly, leaving a
heavy, saturated embankment.

4. When placing fill in existing channels, lakes, sloughs, etc., the District Construction
Engineer should be contacted to provide probing in order to determine the quality
and depth of mucking required. This information will also be useful in investigating
the stability of the embankment.

6 (59) Rev. 05/03/2004

Procedure For Determination Of Toes Of Slope And Computation Of Quantities For
Embankment Surfacing Materials
1. When General Plan is drawn the detailer should coordinate with Road Design to
obtain roadway typical sections.

2. The General Plan Checker is responsible for checking cross sections sheets for
accuracy. The checker is responsible for obtaining the latest roadway typical
sections and embankment widening details. Permissible error in toe of slope
location is ±three (3) feet except where toe location is critical.

3. Computations for embankment surfacing materials are to be shown on cross

sections sheets by the checker using correct toes of slope. These computations are
to be back checked by the detailer. A 5% difference between checkers and
detailer's quantity will be considered within tolerance. Use the higher number.

6 (60)
 SEISMIC REQUIREMENTS
GENERAL

In order to design to resist the effect of earthquake motions, the designer is referred to by
AASHTO Standard Specifications for Highway Bridges, Section 3.21 to Division 1-A. The
provisions in this section apply to bridges of conventional steel and concrete girder and
box girder construction with spans not exceeding 500 ft. Suspension bridges, cable-stayed
bridges, arch type and movable bridges are not covered.

From the contour map of horizontal Acceleration Coefficients (A) provided in AASHTO's
Section 3.2, Louisiana has coefficient values that range from about 2 to 4 percent of
gravity. Bridges additionally are assigned an Importance Classification (IC) [Section 3.3].
Based on "A" and "IC", all bridges in Louisiana are placed into Seismic Performance
Category (SPC) "A" [Section 3.4].

Category "A" requires the least analysis [Section 4.2] and is covered in Section 5. The two
requirements which must be met are:

1. Minimum support length

Provide minimum bearing support length (N) for expansion end of all girders.
N = Minimum bearing support length for expansion end of all girders in inches.
= (8 + 0.02L + 0.08H)(1 + 0.000125S2) where
L = length (ft.) as shown
H = average (ft.) height of columns supporting the bridge deck to the next
expansion joint
S = angle of skew of support in degrees, measured from a line normal to the span
L1 L2
L

N N N

Abutment Column or Pier

(L= L1+L2)
L1 L2
Expansion joint or
end of bridge deck

Hinge within a span

(L= L1+L2)

DIMENSIONS FOR MINIMUM SUPPORT LENGTH REQUIREMENTS

6 (61) Rev. 02/28/2003

2. Horizontal restraint
A mechanical device used to connect the superstructure to the substructure shall be
designed to resist a horizontal seismic force in each restrained direction equal to 0.20
times the dead load reaction at that bearing.

For precast-prestressed concrete girders, the following design values are derived. For
other types of superstructures, compliance with the seismic provisions can be
accomplished in a similar manner.

a) Allowable Shear Stress:

ITEM GRADE SERVICE LOAD (Ksi)

Anchor bolts ASTM F1554 1Grade 36 Fv = 21.5×(30.40Fy) = 21.6

Cap Screws ASTM A307 Grade A Fv = 21.5×(411) = 16.5
Dowels ASTM A615 Grade 60 Fv = 21.5×(30.40Fy) = 36.0

b) Type of Anchorage:
expansion ends: two 1¼” diameter anchor bolts and four 7/8” diameter A307 cap
screws.
fixed ends: galvanized #10 deformed reinforcing dowels, 3’-3” long.

c) Restraint resistance:
Expansion Ends
Anchor bolts:
A = 0.908 sq.in. (root area) [assumed for Service Load]
PR = Horizontal Resistance
= 21.6 Ksi × (0.908 sq.in. )× 2 bolts
=39.2 kips/anchored girder end
Cap screws:
A = 0.601 sq.in. (nominal area) [T10.32.3A(b)]
PR = 16.5 Ksi × (0.601 sq. in.) × 4 screws
= 39.7 kips/anchored girder end

Control £ Anchor Bolts £ Cap screws

PR = 39.2 kips/anchored girder end

1
36Ksi=248MPa
2
AASHTO Standard Specifications, Division I-A, Section 5.5
3
AASHTO Standard Specifications, Division I, Table 10.32.1A
4
AASHTO Standard Specifications, Division I, Table 10.32.3A

6 (62)
c) Restraint resistance (continued):

Fixed Ends
Dowels:
A = 1.27 sq.in. (gross area) [assumed for SL]
PR = 36.0 Ksi × 1.27 sq.in. ÷ 2 ends
PR = 22.86 kips/anchored girder end per dowel

d) Provided restraint:
S PR > 0.2 * Dead Load of Superstructure at support

6 (63)
ATTACHMENT A

6 (64) Rev. 02/28/2003

6 (65) Rev. 02/28/2003
 CHAPTER

TABLE OF CONTENTS
ENVIRONMENTAL CONSIDERATIONS ......................................................................................... 1
GENERAL ....................................................................................................................................... 1
REQUIRED INFORMATION ................................................................................................................ 1
Preliminary Project Description ............................................................................................... 1
Traffic Data .............................................................................................................................. 2
Information To Forward As Obtained....................................................................................... 2
Information From Initial Field Study ......................................................................................... 2

ENVIRONMENTAL PROCESS FLOW CHART ................................................................................. 3

PERMITS .......................................................................................................................................... 4
SECTION 4(F) (TITLE 49, UNITED STATES CODE, SECTION 303)........................................................... 4
SECTION 6(F) (TITLE 16, UNITED STATES CODE, SECTION 4601-8(F)................................................... 4
SECTION 106 (TITLE 33, CODE OF FEDERAL REGULATIONS, PART 800)............................................... 4
DEFINITIONS.................................................................................................................................. 5
WETLANDS .................................................................................................................................... 5
FILL MATERIAL................................................................................................................................ 5
FINDING OF NO SIGNIFICANT IMPACT ( FONSI)............................................................................... 5
ENVIRONMENTAL IMPACT STATEMENT .............................................................................................. 5
RECORD OF DECISION (ROD)......................................................................................................... 6
ENVIRONMENTAL ASSESSMENT (EA) ................................................................................................. 6
CATEGORICAL EXCLUSION (CE) ....................................................................................................... 6
U.S.CORPS OF ENGINEERS PERMITS ............................................................................................ 7
GENERAL ....................................................................................................................................... 7
DEFINITIONS .................................................................................................................................. 7
Dredged Materials.................................................................................................................... 7
PERMITS......................................................................................................................................... 8
Section 10 (Title 33, United States Code, Section 403) ............................................................ 8
Section 404 (Title 33, United States Code, Sections 1357-1376).............................................. 8
Nationwide Permits, 33 Cfr Part 330 - Federal Register Volume 56, No. 226, P.59110 -
59147, November 21, 1991 .................................................................................................... 8
U.S. CORPS OF ENGINEERS LEVEE REQUIREMENTS............................................................................. 9
UNITED STATES COAST GUARD BRIDGE PERMITS ................................................................... 11
GENERAL ..................................................................................................................................... 11

7 (i) Rev. 02/28/2003

 DEFINITIONS .............................................................................................................................. 12
Navigable Waters ................................................................................................................. 12
BRIDGE CLEARANCE GAUGES ....................................................................................................... 12
SETTING NAVIGATIONAL CLEARANCES .......................................................................................... 12
UNITED STATES COAST GUARD BRIDGE NAVIGATIONAL LIGHTING PERMITS .................... 14
VESSEL COLLISION ...................................................................................................................... 14
PERMIT ...................................................................................................................................... 15
Section 9 (Title 33, United States Code, Section 401)............................................................ 15

LOUISIANA DEPARTMENT OF NATURAL RESOURCES COASTAL USE PERMIT....................... 16

GENERAL ................................................................................................................................... 16
PERMIT........................................................................................................................................ 16
COASTAL USE PERMIT ................................................................................................................. 16
COASTAL ZONE BOUNDARY ........................................................................................................ 17
LOUISIANA DEPARTMENT OF ENVIRONMENTAL QUALITY PERMIT ...................................... 18
GENERAL ................................................................................................................................... 18
PERMIT ...................................................................................................................................... 18
Water Quality Certification (Clean Water Act of 1977 (P.L. 95-217)).................................... 18

LOUISIANA DEPARTMENT OF WILDLIFE AND FISHERIES PERMIT........................................... 19

CLASS B SCENIC STREAMS PERMITS ............................................................................................... 19
STATE OF LOUSIANA SCENIC RIVERS MAP ..................................................................................... 20
ENVIRONMENTAL PROTECTION AGENCY ............................................................................... 21
GENERAL ................................................................................................................................... 21
FEDERAL AVIATION AUTHORITY (FAA) PERMIT....................................................................... 22
GENERAL ................................................................................................................................... 22
SCOPE OF FAA AS REGULATORY AUTHORITY ................................................................................ 22
RAILROAD REQUIREMENTS....................................................................................................... 24
GENERAL ................................................................................................................................... 24
HORIZONTAL AND VERTICAL CLEARANCES .................................................................................... 24
DRAINAGE ................................................................................................................................. 24
FENCE ....................................................................................................................................... 24
CRASH WALLS ........................................................................................................................... 25
PROCEDURES TO FOLLOW TO OBTAIN RAILROAD AGREEMENTS ...................................................... 25
GENERAL SHORING REQUIREMENTS FIGURE................................................................................... 26
RECOMMENDED RAILROAD CLEARANCE REQUIREMENTS ................................................................. 27
MINIMUM RAILROAD CLEARANCE REQUIREMENTS .......................................................................... 28

7 (ii) Rev. 02/28/2003

 ENVIRONMENTAL CONSIDERATIONS
GENERAL

Environmental clearance is needed prior to obtaining most permits. The agencies issuing
the permits are; U.S. Coast Guard, Department of Army, U.S. Corps of Engineers, LA
Department of Natural Resources Coastal Management Division and LA Department of
Wildlife and Fisheries. For most "normal projects" a preliminary environmental clearance
will be sufficient prior to ordering a survey. However for projects which affect wetlands,
cause displacements, or affect environmentally sensitive areas, an environmental clearance
will be required prior to ordering a survey. The environmental document will fall into one
of the following categories: Environmental Impact Statement, Environmental Assessment,
or Categorical Exclusion. An Environmental Assessment (EA) provides sufficient
environmental documentation to determine whether an Environmental Impact Statement
(EIS) is required or whether a Finding of No Significant Impact (FONSI) can be made. A
Categorical Exclusion (CE) is a class of actions, which do not have a significant effect on
the human environment. This action requires minimal documentation.

REQUIRED INFORMATION

Preliminary Project Description

1. Written Preliminary Project Description1

2. Identify The Preferred Alternate,( if one exists, and its justification)1

3. Existing Right-Of-Way and/or Existing Apparent Right-Of-Way1

4. Typical Required Right-Of-Way1

5. Which Side Of The Road The Right-Of-Way Extends1

6. Aerials with Approximate Existing and Required Right-Of-Way Marked1

1
NEEDED FOR DETERMINATION OF CATEGORICAL EXCLUSION OR ENVIRONMENTAL ASSESSMENT

7 (1)
Traffic Data
1. Average Daily Traffic2

2. Turning Movement Diagrams

Information To Forward As Obtained

1. Field Rolls2

2. Construction Cost2

3. Data from The Reconnaissance Evaluation/Pre-Design Planning Conference

4. Location and Survey Plans

5. Preliminary Plans

6. Building Outlines and Elevations

7. Profiles of Main Line, Ramps, and Crossroads

8. Cross Sections by Stations or Half Stations

9. Contour Maps,( if available)

Information From Initial Field Study

1. Presence of Hazardous Waste2

2. Presence of Above Ground Storage Tanks2

3. Presence of Filler Caps Or Pump Islands2

4. Presence of Water Wells2

5. Presence of Parks/Playgrounds/Recreational Facilities2

6. Presence of Hotel/Motels/Offices2

7. Presence of Cemeteries/Churches2

2
NEEDED FOR DETERMINATION OF CATEGORICAL EXCLUSION OR ENVIRONMENTAL ASSESSMENT

7 (2)
 ENVIRONMENTAL PROCESS FLOW CHART

PROCESSING OPTIONS:

1. Categorical Exclusion

2. Environmental Assessment

3. Environmental Impact Statement

Proposed Action

Environmental
Categorical Significant Significant Environmental
Impact Statement
Exclusion Impact Impact Assessment
(CE) (EA)
(EIS)

Record of Finding of no
Decision Significant Impact
(ROD) (FONSI)

7 (3)
 PERMITS

Section 4(f) (Title 49, United States Code, Section 303)

Section 4(f) applies to historic properties and archaeological sites listed or eligible for
listing on the National Register, publicly owned public parks, recreation areas, wildlife
refuges and waterfowl refuges. When parks, recreational areas, and wildlife and waterfowl
refuges are owned privately, even if such areas are open to the public, Section 4(f) does not
apply. The Federal Highway Administration does, however, strongly encourage the
preservation of such privately owned lands. If a governmental body has a proprietary
interest in the land (such as fee ownership, drainage easement, or wetland easement), it
can be considered "publicly owned". Any action requiring the use of Section 4(f) property
cannot proceed until the Federal Highway Administration gives a Section 4(f) approval (49
U.S.C. 303(C)). It must be clearly demonstrated that there is no other prudent and feasible
alternate to the use of the 4(f) property. The Environmental Section obtains this approval.

Section 6(f) (Title 16, United States Code, Section 4601-8(F)

Section 6(f) establishes restrictions on the use of land acquired with funds authorized under
the Land and Water Conservation Fund Act and is administered by U.S. Department of the
Interior. The Environmental Section obtains this approval.

Section 106 (Title 33, Code of Federal Regulations, Part 800)

This is the review process established by the National Historic Preservation Act of 1966 to
determine and mitigate the effect of federal projects on historic properties listed on or eligible
for listing on the National Register of Historic Places.

7 (4)
 DEFINITIONS

The following is a list of environmental terms and their definitions:

WETLANDS

According to the United States Department of Transportation wetlands are defined as

lowlands covered with shallow and sometimes temporary or intermittent waters. This
includes but is not limited to, areas known as swamps, marshes, bogs, sloughs, pot holes,
wet meadows, river overflows and shallow lakes and ponds with emergent vegetation.
Areas covered with water for such a short time that there is no effect on moist soil
vegetation are not included in the definition, nor are the permanent waters of streams,
rivers, reservoirs and deep lakes. The United States Corps of Engineers define wetlands as
"those areas that are inundated or saturated by surface or ground water at a frequency and
duration sufficient to support, and that under normal circumstance do support, a
prevalence of vegetation typically adapted for life in saturated soil conditions. Wetlands
generally include swamps, marshes, bogs and similar areas".

FILL MATERIAL

Any material used for the primary purpose of replacing an aquatic area with dry land or of
changing the bottom elevation of a waterway.

FINDING OF NO SIGNIFICANT IMPACT ( FONSI)

The Federal Highway Administration, after reviewing the Environmental Assessment along
with public hearing transcript (if one was held), determines that the proposed activity will
not have significant impacts.

ENVIRONMENTAL IMPACT STATEMENT

The EIS is a complex, comprehensive document which summarizes the major issues to be
resolved, the alternatives, the conclusions, the purpose and need for the project and the
affected environment. The topics usually included in the Draft EIS are: summary; table of
contents; purpose of and need for action; alternatives considered; affected environment;
environmental consequences; land use impacts; farmland impacts; social impacts;
relocation impacts; economic impacts; joint development; consideration relating to
pedestrians and bicyclists; air quality impacts; noise impact; water quality impacts; permits;
wetland impacts; water body modifications and wildlife impacts; floodplain impacts; wild
and scenic rivers; coastal barriers; coastal zone impacts; threatened or endangered species;
historic and archeological preservation; hazardous waste sites; visual impacts; energy;
construction impacts; relationship between local short-term uses of man's environment and
the maintenance and enhancement of long-term productivity; any irreversible and
irretrievable commitments of resources which would be involved in the proposed action;

7 (5)
list of preparers; list of agencies, organizations and persons receiving copies of the
statement; comments and coordination. The Final EIS incorporates the Draft EIS
(essentially in its entirely) with changes made as appropriate to reflect the selection of an
alternative, modifications to the project, updated information on the affected environment;
changes in assessment of impacts; selection of mitigation measures; wetland and floodplain
findings; results of coordination; comments received on the draft EIS and responses to the
comments.

RECORD OF DECISION (ROD)

Record of Decision(ROD) is a result of the EIS.

ENVIRONMENTAL ASSESSMENT (EA)

The primary purpose of this document is to provide sufficient environmental

documentation for the Federal Highway Administration and the Department to decide
whether or not an Environmental Impact Statement is needed. The EA should thus address
only those resources or features that will have a likelihood of being significantly impacted.
It is a concise document and does not contain lengthy descriptions or detailed information.
Topics included are purpose and need for action; alternatives; impacts; comments and
coordination; appendices; Section 4(f) evaluation (if applicable).

CATEGORICAL EXCLUSION (CE)

CFR 771.117 identifies CEs as actions which meet the definition contained in 40CFR
1508.4 and, based on past experience with similar actions, do not involve significant
environmental impacts. They are actions which, do not induce significant impacts to
planned growth or land use for the area; do not require the relocation of significant
numbers of people; do not have a significant impact on any natural, cultural, recreation,
historic or other resource; do not involve significant air, noise or water quality impacts; do
not have significant impacts on travel patterns; or do not otherwise, either individually or
cumulative, have any significant environmental impacts.

Examples of projects which are normally classified as CEs include the approval of utility
installations along or across a transportation facility and emergency repairs under 23
USC125.

Projects which may be processed as CEs based on the supporting documentation include
bridge rehabilitation, reconstruction, or replacement.

7 (6)
 DEPARTMENT OF THE ARMY

U.S.CORPS OF ENGINEERS PERMITS

GENERAL

The United States Army Corps of Engineers has been the authority for regulating activities
in the nation's waters since 1890. Until the 1960's the primary purpose of the regulatory
program was to protect navigation. Since then, as a result of laws and court decisions, the
program has been broadened so that it now considers the full public interest for both the
protection and utilization of water resources.

Permits are obtained by the Federal Permit Coordinator, Bridge Design Section from the
four (4) Corps of Engineers Districts which have jurisdiction over this State.

In the preliminary design phase of major roadway and bridge projects, transmit by letter
pertinent data (such as Advanced Draft Environmental Assessment, Engineering Report,
Navigation Study, Draft ENG 4345, and permit sketches) to the appropriate Corps of
Engineers District and Coast Guard (if applicable) for review and comment.

Boring operations may be conducted prior to obtaining a permit. In this case, transmit for
the Corps' information, review, and comment all pertinent data (number, location,
description, and depth below surface) along with a copy of the bridge general plan. Also,
through a copy of the transmittal letter, request the appropriate Levee District Board of
Commissioners and Office of Public Works to comment directly to the District Engineer in
accordance with established procedures.

The permit process should begin approximately nine (9) months prior to the letting of a
roadway or bridge construction contract. Projects must be environmentally cleared prior to
submitting permit application. The Federal Permit Coordinator is responsible for direct
contact with the Corps of Engineers and attends and coordinates, when necessary, all
meetings concerning the permit process. This will include, but is not limited to, on-site
permit determinations with personnel from the Corps of Engineers, Louisiana Department
of Wildlife and Fisheries, DOTD Environmental Section, etc., and in-house meetings.

DEFINITIONS

Dredged Materials
Material that is excavated or dredged from waters of the United States.

7 (7)
PERMITS

Section 10 (Title 33, United States Code, Section 403)

Rivers and Harbors Act of 1899, Section 10 prohibits the obstructions or alterations of any
navigable waters of the United States without a permit. Permits are issued by the U.S.
Department of the Army, Corps of Engineers.

Section 404 (Title 33, United States Code, Sections 1357-1376)

This is a permit program administered by the United States Department of the Army, Corps
of Engineers under the Environmental Protection Agency guidelines. The Corps of
Engineers has been the authority for regulating activities in the nation's waters since 1890.
Until the 1960's the primary purpose of the regulatory program was to protect navigation.
Since then, as a result of laws and court decisions, the program has been broadened so that
it now considers the full public interest for both the protection and utilization of water
resources.

The Section 404 Permit Program prohibits the discharge of dredged or fill material into
water of the United States without a permit. Permits applications are processed by the
Federal Permit Coordinator, Bridge Design Section. Permits are issued by Corps of
Engineers.

Nationwide Permits, 33 Cfr Part 330 - Federal Register Volume 56, No. 226, P.59110 -
59147, November 21, 1991
The most commonly used by DOTD is Nationwide Permit 23, Approved Categorical
Exclusions. The Corps of Engineers determines which projects qualify for this program after
reviewing permit submittals and on-site inspections.

7 (8)
 UNITED STATES COAST GUARD BRIDGE PERMITS

GENERAL

All bridges which cross navigable waterways of the United States of America require a
United States Coast Guard Bridge Permit. Permits are obtained by the Federal Permit
Coordinator, Bridge Design Section, from the Eighth Coast Guard District which has
jurisdiction over all navigable waterways in Louisiana.

In 1967, the Coast Guard was transferred to the newly formed Department of
Transportation. One of the new assigned duties was the authority to issue bridge permits
approving location and plans under authority of several Acts pertaining to bridges
including Section 9 of the Rivers and Harbors Act of 1899 and the General Bridge Act of
1946. The Bridge Permit Application Guide states "the purpose of these Acts is to preserve
the public right of navigation and to prevent interference with interstate and foreign
commerce". The General Bridge Act of 1946, as amended, and the Rivers and Harbors Act
of 1899, as amended, require that the location and plans be submitted to and approved by
the Secretary of Transportation prior to construction of bridges and causeways across
navigable waters of the United States. (The General Bridge Act of 1946 is cited as the
legislative authority for bridge construction in most cases.) The Secretary of Transportation
has delegated this authority to the Commandant, U. S. Coast Guard by Transportation
Order 1100.1 dated 31 March 1967 (9 CFR 1.4(a)(3)).

The permit process should begin approximately one (1) year prior to the letting of a bridge
construction contract. Projects must be environmentally cleared prior to submitting permit
application. The Federal Permit Coordinator is responsible for direct contact with the
Coast Guard and will attend and coordinate, when necessary, all meetings concerning the
permit processes. These will include, but are not limited to, pre-design conferences, site
inspections, etc.

In the preliminary design phase of major bridge projects, transmit by letter pertinent data
(such as Advanced Draft Environmental Assessment, Engineering Report, Navigation Study,
Draft ENG 4345, and permit sketches) to the Eighth Coast Guard District and the
appropriate Corps of Engineers District for review and comments.

Permission must be obtained from the Eighth Coast Guard District prior to conducting
boring operations in any navigable waterway, in order that a Notice to Mariners may be
issued.

7 (11)
DEFINITIONS

Navigable Waters
For Coast Guard bridge permitting purposes a navigable waterway is defined as (unless
specifically declared otherwise by Congress) "Any waterway which is presently used and/or
is susceptible to use in its natural condition, or by reasonable improvements, as a means to
transport interstate or foreign commerce". Also, "any waterway which is subject to the ebb
and flow of the tide".

BRIDGE CLEARANCE GAUGES

1. Clearance gauges installed on bridges across navigable waters shall be so

constructed and placed as to indicate the vertical distance between “low steel” of
the bridge channel span and the level of the water. The gauge shall read from top
to bottom. Measured from low steel to the bottom of the foot marks. The gauge
shall be installed so as to face approaching traffic and shall extend to a reasonable
height above high water so as to be meaningful to the viewer.

2. When a clearance gauge shall be required by the regulations, such gauge shall be
installed on the end of right channel pier or pier protection structure facing
approaching traffic.

3. The costs of installation and maintenance of clearance gauge installations shall be

borne by the bridge owner or operator.

4. Clearance gauges shall be of durable material permanently fixed to the bridge pier,
or pier protection structure, and of such strength as to provide a structure resistant to
weather, tide, and current. However, clearance gauges may be painted directly on
the bridge channel pier of the face if the pier is flat and has sufficient width to
accommodate the foot marks (graduations) and numerals.

5. The type, size, and spacing of numerals shall conform to the “Standard Highway
Signs” manual. A copy of this manual is kept in the Geometrics Section.

SETTING NAVIGATIONAL CLEARANCES

1. Obtain approved horizontal and vertical clearances for any existing bridges on the
project waterway from the most recent Coast Guard publication of "Bridges over
Navigable Waterways in the U.S."

2. Contract any Mariners or River Pilot associations to get any applicable information
or comments about vessel traffic for your bridge site.

3. Other data that is available from DOTD or other agencies is:

7 (12)
 A) "Summary of Navigational Openings - Movable Bridges" can be obtained
from the Bridge Maintenance Section. This report is done yearly and
contains the total number of bridge openings on a monthly basis.

B) "Bridge Tenders Report" can be obtained from General Files. This yearly file
contains the monthly data of the number of openings at the movable bridge,
the name of the vessel, the estimated height, direction of tow, number of
barges, and if the barge was empty or loaded.

C) U.S. Army Corps of Engineers, "Waterborne Commerce of the U.S."

D) U.S. Army Corps of Engineers, "Waterborne Transportation Lines of the U.S."

4. If time is available, send out a survey through the District Bridge Maintenance
Engineer to the Bridge Tender. The Bridge Tender would be asked to complete a
form to collect data on all vessels passing through the movable bridge for a certain
period of time. Any needed data such as length, width and height of vessel and tow
could be obtained.

5. Contact Corps of Engineers to determine what water datum should be used to set
the vertical bridge clearance. Typical datum such as 2% flow line or mean
highwater have been used in the past. Normally the Corps of Engineers will
provide data such as the 2% flow line upon written request. Also the authorized
channel (required depth and width) should also be obtained from the Corps of
Engineers.

6. Once any of the above available data is obtained and studied, a proposed
horizontal and vertical clearance may be submitted to the Coast Guard in order to
solicit any views and comments from the various groups. A scaled sketch of the
proposed bridge and clearances should be made based on the Coast Guard's permit
requirements.

7. Address any comments from the Coast Guard's Solicitation of views.

8. Write Environmental Section with appropriate data to start environmental clearing

process.

9. Prepare preliminary plans.

10. Do not proceed with final plans until environmental clearance is obtained.

11. Complete the Coast Guard Permit Form after environmental clearance is received.

7 (13)
 UNITED STATES COAST GUARD BRIDGE NAVIGATIONAL LIGHTING
PERMITS
Bridges across navigable waterways which support nighttime navigation may be required
to display navigational lights in accordance with Part 118.4(c) of Title 33 Code of Federal
Regulations. Approval of the navigational lights and other signals required shall be
obtained prior to construction. The permittee is responsible for maintaining proper
temporary navigational lighting and other such markings, as may be prescribed, during
construction. When the bridge is completed permanent navigational lighting is the
responsibility of the permittee.

VESSEL COLLISION

The U.S. Coast Guard maintains strict guidelines to insure the least possible interference
with navigation. For newly constructed bridges crossing navigable waterways, it is
required that a permit sketch be submitted to the Coast Guard for their review and
approval of the navigation permit. This is also generally true for reconstruction projects
and extensive maintenance projects, where navigation might be affected, or any changes to
the original permit is made. However, for maintenance repairs this is usually not required.

Whenever economically possible piers should be located on the banks when there are no
requirements to design for vessel collision. If it becomes economically or physically
unfeasible to locate the piers on the banks every effort should be made to place the piers as
far away from the main channel as possible.

Bridges crossing navigable waterways where vessel collision by merchant ships or barges
may be anticipated shall be designed to prevent collapse of the superstructure.
Consideration should be given to the size and type of the vessel, available water depth,
vessel speed, and structure response. It should be noted that the specifications do not
apply to special purpose vessels, wood, or fiberglass constructed vessel, ships smaller than
1,000 DWT, naval vessels, or to recreational vessels. Vessel impact requirements for these
types of vessels shall be determined by the Bridge Design Engineer.

There are various types of pier protection systems that can be used such as fender systems,
dolphins, bulkheads, dikes, subshafts, protective islands, and pier walls. However, in
waterways with excessive depth, these systems become unfeasible. When conditions are
such, that protection from collision is not feasible, it then becomes necessary to account
for vessel collision in the design of the pier. Vessel collision design should conform to the
AASHTO Guide Specification and Commentary for Vessel Collision Design of Highway
Bridges.

7 (14)
PERMIT

Section 9 (Title 33, United States Code, Section 401)

Rivers and Harbors Act of 1899, Section 9 and the General Bridge Act of 1946 as
amended establishes authority to issue permits for bridges and causeways across any
navigable waters of the United States. The Secretary of Transportation delegated this
authority to the Coast Guard by Department of Transportation Order 1100.1 dated March
31, 1967. Permits are issued by the U.S. Coast Guard.

7 (15)
 LOUISIANA DEPARTMENT OF NATURAL RESOURCES
COASTAL USE PERMIT
GENERAL

The Coastal Management Division of the Department of Natural Resources is charged with
implementing the Louisiana Coastal Resources Program under authority of the Louisiana
State and Local Coastal Resources Management Act of 1978, Act 361, La. R.S. 49:214.21 -
214.41).

This law seeks to protect, develop and, where feasible, restore or enhance the resources of
the State's Coastal Zone. Its broad intent is to encourage multiple uses of resources and
adequate economic growth while minimizing adverse effects of one resource use upon
another without imposing undue restrictions on any user.

Permits are obtained by the Federal Permit Coordinator, Bridge Design Section from the
Department of Natural Resources, Coastal Management Division.

The permit process should begin approximately nine (9) months prior to the letting of a
roadway or bridge construction contract. Projects must be environmentally cleared prior to
submitting permit application. The Federal Permit Coordinator is responsible for direct
contact with the Coastal Management Division and attends and coordinates when necessary,
all meetings concerning the permit process. This will include but is not limited to on-site
permit determinations with personnel from the Coastal Management Division, Corps of
Engineers, Department of Wildlife and Fisheries, DOTD Environmental Section, etc., and in-
house meetings.

PERMIT
COASTAL USE PERMIT

All State and Federal Aid projects which fall within the Coastal Zone require a Coastal Use
Permit. The Department of Natural Resources, Coastal Management Division, is
responsible for issuing permits within the Coastal Zone. Therefore, if the project is within
the Coastal Zone the permit application letter and attachments are sent to the Coastal
Management Division. The Corps of Engineers and Coastal Management Division issue a
joint Public Notice for interested parties to comment on the proposed project. Permits
applications are processed by the Federal Permit Coordinator, Bridge Design Section.
Permits are issued by the Coastal Management Division.

7 (16)
COASTAL ZONE BOUNDARY

The Coastal Zone is the area located south of Interstate Highways I-10 and I-12. Parishes
within the Coastal Zone are as follows:

Ascension Jefferson St. Charles Terrebonne

Assumption Lafourche St. James Vermilion
Cameron Plaquemines St. John
Iberia St. Bernard St. Mary

Only the areas south of I-10 or I-12 in the following parishes are within the Coastal Zone:

Acadia Iberville Livingston Tangipahoa

Calcasieu Jefferson Davis St. Martin West Baton Rouge
East Baton Rouge Lafayette St. Tammany

7 (17)
 LOUISIANA DEPARTMENT OF ENVIRONMENTAL QUALITY PERMIT
GENERAL

One of the permits necessary for having environmental clearance is a water quality
certification. This permit is obtained through the Louisiana Department of Environmental
Quality. The purpose of this permit is to prevent any projects from occurring that would
compromise the quality of our waters. This permit is requested through the Federal Permit
Coordinator (Bridge Design Section).

PERMIT

Water Quality Certification (Clean Water Act of 1977 (P.L. 95-217))

The Louisiana Department of Environmental Quality, Office of Water Resources has been
designated to determine whether construction in a Louisiana waterway will violate the
Water Quality Standards of the State pursuant to Public Law 92 - 500 or the Clean Water
Act of 1977 (P.L. 95-217).

7 (18)
 LOUISIANA DEPARTMENT OF WILDLIFE AND FISHERIES PERMIT
CLASS B SCENIC STREAMS PERMITS

The Louisiana Natural And Scenic River Act established the Louisiana Natural and Scenic
River System which is one of the Nation's largest, oldest, most diverse and unique State
river protection initiatives. The streams in the system vary from fast flowing upland
streams with riffles and waterfalls, through sluggish swamp bayous flanked by Spanish
moss draped cypress trees to brackish water, tidal creeks in the coastal marshes. The Act
established a regulatory program and delegated the authority to administer the program to
the Louisiana Department of Wildlife and Fisheries. Figure on page 20 shows a list of
Natural and Scenic Rivers. Since this list changes from time to time a current list should be
obtained from the Environmental Section. The Environmental Section processes the Class
B Permit application.

7 (19)
 ENVIRONMENTAL PROTECTION AGENCY
GENERAL

The National Pollution Discharge Elimination System (NPDES) was developed as a function
of the 1987 Clean Water Act (CWA). The Environmental Protection Agency (EPA) is
required to develop an approach to regulating storm water discharges under this Act.

The NPDES program stipulates several regulations that apply to all construction projects
that disturb over five acres. Among the more important items is the requirement to file a
Notice of Intent with the EPA, the development of a Storm Water Pollution Prevention Plan
for the project and a certification by the Department and the contractor to abide by the
terms of these regulations.

In order to comply with these mandates, the attached items should be included in the
contract document for every project that qualifies under this program.

Section 405 of the Water Quality Act of 1987 (WQA) added Section 402(p) of the Clean
Water Act (CWA) which requires the Environmental Protection Agency (EPA) to develop an
approach to regulating storm water discharges under the National Pollution Discharge
Elimination System (NPDES). The NPDES General Permit requires that discharges from
construction sites will be managed to prevent pollutants from entering waters of the United
States.

These specifications cover work designed to provide temporary erosion control on

construction projects and in areas outside the right-of-way where work is accomplished in
conjunction with the project to prevent pollution of water. These measures shall control
features shown on the plans or as directed.

Installation of temporary erosion control features shall be coordinated with construction of

permanent erosion control features to the extent necessary to ensure economical, effective
and continuous control of erosion and water pollution throughout the life of the contract.

7 (21)
 FEDERAL AVIATION AUTHORITY (FAA) PERMIT
GENERAL

For projects that are near airports coordination with the FAA will be required.

For all projects passing within two miles of an airport, a sketch map showing airway-
highway clearances is prepared and is signed by the Chief Engineer. A print is sent to the
Office of Aviation. On federal-aid projects, a print is sent to the Project Control Section,
which handles the correspondence necessary for obtaining approvals from the Federal
Highway Administration and the Federal Aviation Authority. On state projects, a print is
sent directly to the FAA office in Houston, Texas, for approval. The project coordinator
retains the original tracing of the sketch map. A sample sketch map is shown in Figure 1-4.

There are additional requirements, which prohibit construction from occurring within the
glide paths of aircraft. These requirements can be found in the document titled Federal
Aviation Regulations (Objects Affecting Navigable Airspace) Part 77.

SCOPE OF FAA AS REGULATORY AUTHORITY

1. Any construction or alternation of more than 200 ft. in height above the ground
level at its site.

2. Any construction or alternation of greater height than an imaginary surface

extending outward and upward at one of the following slopes: of each airport
specified in subparagraph (5) of this paragraph with at least one runway more than
3200 ft. in actual length, excluding heliports,

A) 1v to 100h for a horizontal distance of 4 miles from the nearest point of the
nearest runway.

B) 1v to 50h for a horizontal distance of 3100 ft. from the nearest point of the
nearest runway of each airport specified in subparagraph (5) of this paragraph
with its longest runway no more than 3200 ft. in actual length, excluding
heliports.

C) 1v to 25h for a horizontal distance of 5000 ft. from the nearest point of the
nearest landing and takeoff area of each heliport specified in subparagraph
(5) of this paragraph.

3. Any highway, railroad, or other traverse way for mobile objects, of a height which,
if adjusted upward 18 ft. for an Interstate Highway that is part of the National
System of Military and Interstate Highways where overpasses are designed for a
minimum of 18 ft. vertical distance, 15 ft. for any other public roadway, 10 ft. or the
height of the highest mobile object that would normally traverse the road,
whichever is greater, for a private road, 24 ft. for a railroad, and for a waterway or

7 (22)
 any other traverse way not previously mentioned, an amount equal to the height of
the highest mobile object that would normally traverse it, would exceed a standard
of subparagraph (1) or (2) of this paragraph.

4. When requested by the FAA, any construction or alteration that would be in an

instrument approach area (defined in the FAA standards governing instrument
approach procedures) and available information indicates it might exceed a
standard of subpart C of this section.

5. Any construction or alteration on any of the airports (including heliports):

A) An airport that is available for public use and is listed in the Airport Directory
of the current Airman’s Information Manual

B) An airport that is under construction, that is the subject of a notice of

proposal on file with the FAA, and except for military airports, it is indicated
that that airport will be available for public use.

C) An airport that is operated by an armed force of the United States.

7 (23)
 RAILROAD REQUIREMENTS
GENERAL

Whenever possible at-grade Railroad crossings should be avoided. This may be

accomplished by underpassing or overpassing the railroad. Overpasses are designed and
constructed to carry highway loads. Underpasses are designed and constructed to carry
railroad loads. Clearances, geometrics, utilities, provisions for future tracks, and
maintenance road requirement for off-track equipment will involve coordination with the
railroad company.

HORIZONTAL AND VERTICAL CLEARANCES

The horizontal and vertical clearances vary with the different railroad companies.
Furthermore, the clearances required by a single company may vary because of different
uses of the tracks or future plans for the tracks. The minimum clearance shown herein are
to be used strictly for general information and are not a set criteria. For actual design, the
clearance for the specific tracks involved must be acceptable to the railroad company
involved and should be resolved early in project development.

A note should be added to the profile stating: “The elevations of the existing top-of-rail
profile shall be verified before beginning construction. All discrepancies shall be brought
to the attention of the Railroad. Final plans, erection clearances, and specification must be
approved by the railroad company concerned.

Figure on page 26 shows the shoring requirements for excavations adjacent to railroads.
This sketch is intended to be used as a guideline in determining shoring requirements in
the absence of other railroad specific guidelines.

DRAINAGE

Track drainage must be maintained and overpass drainage must be clear of the tracks and
railroad bed area. No scuppers or other deck drains, roadway drainage, catch basins, inlets
or outlets are permitted to drain onto Railway property. Columns, piles, and footings should
be kept out of the Railroad ditch to prevent obstruction of drainage.

FENCE

A missile barrier fence shall be provided on both sides of the overpass structure to protect
railroad maintenance personnel. The fence shall be a minimum of 10’ above the roadway
surface (8’ above sidewalk surface) and shall extend a minimum of 25’ beyond the qof any
railroad access road.

7 (24) Rev. 02/28/2003

CRASH WALLS

Crash walls are required for all bridges over railroads in which any part of the substructure
above the ground is constructed closer than 25 ft. measured from the centerline of the
track perpendicular to the track. However, the preferred horizontal clearance should be
provided to avoid the need for crash walls unless extenuating circumstances dictate
otherwise. Crash walls shall meet the following criteria:

1. The crash wall shall be constructed to be integral with the pier or bent and shall
have a smooth face.

2. Crash walls shall have a minimum thickness of 2’-6”. Crash walls shall have a
minimum height of 12 ft. above the track.

3. Crash walls shall connect with the columns and extend a minimum of 1 ft. beyond
the face of the column parallel to the track.

4. The face of the crash wall shall extend at least 6 in. beyond the face of the pier on
the side adjacent to the track .

5. The bottom of the crash wall shall be a minimum of 4 ft. below the lowest
surrounding grade.

PROCEDURES TO FOLLOW TO OBTAIN RAILROAD AGREEMENTS

The railroad should be included in the plan-in-hand distribution. Submit preliminary

bridge plans to railroad companies through the Department's Rail/Highway Engineer in the
Maintenance Section. Show all clearances and request their tentative approval. An
agreement between DOTD and the railroad is necessary. This agreement is a document,
which will be included in the construction contract. The railroad will specify if off-track
maintenance clearance will be required and on which side if required.

The following is a list of questions that should be asked of the Railroad prior to any
alignment studies:

1. Do they have any future tracks planned at this site ?

2. Do they have any plans to adjust the ballast on this track at this location in the
next ten years ?

3. What type of tracks are located at this site ?

4. What are the general shoring requirements of this Railroad ?

7 (25)
 SHORING REQUIRED PER
OSHA SPECIFICATIONS

SHORING REQUIRED PER OSHA

SPECIFICATIONS AND DESIGNED
FOR RAILROAD LIVE LOAD

15’-0"

› T

12’-0" 12’-0" OUTSIDE OF 2:1

SLOPELINE
GENERALLY NO
NO EXCAVATION OR SHORING
RAILROAD
ALLOWED IN THIS AREA
REQUIREMENTS

1.5

SHORING REQUIREMENTS

SHORING ADJACENT TO ACTIVE TRACK SHALL COMPLY WITH AREA AND UNION PACIFIC

RAILROAD REQUIREMENTS. SUBMIT DESIGN PLANS FOR REVIEW AND APPROVAL (INCLUDE

MILEPOST AND SUBDIVISION INFORMATION).

GENERAL RAILROAD

SHORING REQUIREMENTS
SCALE Rev. 05/03/2004

7 (26)
 12’-0"

23’-6"

23’-6"
8’-6" 18’-0"

› T

MINIMUM CLEARANCES - CRASH WALLS REQUIRED

ALL CLEARANCES MUST BE APPROVED BY THE RAILROAD.

MINIMUM RAILROAD

CLEARANCE REQUIREMENTS

Rev. 05/03/2004

7 (27)
 12’-0"

MINIMUM

MINIMUM
23’-6"

23’-6"
25’-0" 25’-0"

› T

RECOMMENDED VERTICAL AND HORIZONTAL CLEARANCES

ALL CLEARANCES MUST BE APPROVED BY THE RAILROAD.

1.) TOP OF FOOTING SHALL BE AT LEAST 6’-0" BELOW BASE OF RAIL AND 1’-0" BELOW DITCH FLOW.

2.) PROVIDE AND SHOW MINIMUM CONSTRUCTION VERTICAL CLEARANCE OF 21’ ABOVE TOP OF
RAIL AND 12’ HORIZONTAL

RECOMMENDED RAILROAD

CLEARANCE REQUIREMENTS

Rev. 05/03/2004
NOT TO SCALE

7 (28)
 CHAPTER

TABLE OF CONTENTS
SHOP DRAWINGS.......................................................................................................................... 1

Introduction ............................................................................................................................. 1
Scope ....................................................................................................................................... 1
Commentary ............................................................................................................................ 1
Guidelines, Shop Drawing Review .......................................................................................... 1
Table Showing ASTM Grades Of Steel Used For Bridge Structures .......................................... 2
Table Showing Materials Unit Weight ..................................................................................... 4
Vertical Curves Design Guide .................................................................................................. 6

DRAWING, SURFACE TREATMENT OF BRIDGE FACES................................................................ 5

Table, Vertical Curves (desirable lengths).............................................................................. 11

Table, Vertical Curves (minimum lengths)............................................................................. 12

HORIZONTAL CURVES DESIGN GUIDE ..................................................................................... 13

STANDARD PLANS AND SPECIAL DETAILS ................................................................................ 14

Introduction ........................................................................................................................... 14
Definitions ............................................................................................................................. 14
Policy for Adoption, Revision and Distribution of Standard Plans .......................................... 14
Use of Standard Plans and Special Details by entities other than DOTD................................ 14
Standard Plans Maintained by the Bridge Design Section ...................................................... 15
Special Details maintained by the Bridge Design Section ...................................................... 15
Typically used Standard Plans maintained by other sections.................................................. 18

8 (i)
 SHOP DRAWINGS
Introduction

The fabricator prepares shop drawings and erection drawings by interpreting the
engineering drawings in the contract plans. The engineer who prepares the engineering
drawings shall generally be responsible for checking of the corresponding shop drawings.

Scope
This article covers the responsibilities of the Engineer regarding shop drawings review. The
Engineer's responsibilities include two requirements, expediency and completeness, in
checking the shop drawings for conformity to contract plans, specifications and special
provisions.

Commentary
An engineer charged with checking shop drawings for the first time often asks or wonders,
"How complete or to what detail should the drawings be checked? The answer to this
question is as variable as are the details prepared by the engineer. As the engineer gains
experience in checking shop details, he acquires working knowledge of what must be
checked and what may be scanned over. The remainder of this article may serve as a guide
to the inexperienced checker and a reminder to the experienced engineer.

Guidelines, Shop Drawing Review

1. Always check shop drawings to the extent you are satisfied that the structure
described can be fabricated and erected according to the governing plans and
specifications.

2. Shop details shall have top priority unless you are otherwise instructed. This rule is
needed to avoid costly delays in the bridge construction.

3. The amount of time to be spent checking shop details should be proportional to

their complexity and quantity of sheets involved.

4. For final approval, each shop drawing shall be stamped, initialed and dated.

5. Shop drawings involving structural steel shall be stamped “Approved for size of
material and strength of connections.

6. Shop drawings involving concrete prestressed girders, and other details shall be
stamped “Approved Subject to Satisfactory Installation and Operation”.

8 (1)
Table Showing Materials Unit Weight .
The following unit weights shall be used in computing dead load and for estimating pay
quantities where payment for material is to be made on the basis of weight:

MATERIAL UNIT WEIGHT

(lb/ft3 )

Steel, Rolled, cast, copper bearing, silicon, nickel and stainless 490

Iron, cast 445

Iron, malleable 470
Iron, wrought 487

Aluminum, cast or wrought 173

Copper, alloy 536

Copper, sheet 558

Bronze, cast 536

Lead, sheet 707

Zinc 450

Timber, treated 60
Timber, untreated 48

Concrete, plain or reinforced 150

Brick, common 120

Asphalt plank 108

Macadam or gravel, rolled 140

Embankment fills, rammed sand or gravel 120

Loose sand and earth 100

Cinder filling 60

8 (4)
 BLANK PAGE

REV. 05/03/2004

8 (5)
 STANDARD PLANS AND SPECIAL DETAILS

Introduction
This section is intended to provide a list of available standard plans and special details in
order to prevent duplication of work. As these standard plans and special details are
continually being revised, it is the responsibility of the consultant or the in-house engineer
to check with the project coordinator that the appropriate standard plans and special details
are included in the plans. Consultant manhours should not be included for details already
covered on standard plans or special details. All standard plans are listed on the title sheet
along with its call number and latest revision date. Drawings for standard plans and
special details maintained by the Bridge Design Section are now posted on the website
http://ppms for in-house access and http://ppms2 for external access.

Definitions

Standard plan: An independent design detail (or series of details) that is routinely incorporated
into the construction plans without modification and has been designated by the Chief
Engineer as a standard plan. Official Department standard plans are signed by the Chief
Engineer and described by a call number on the drawing ( i.e., GR-200).

Special detail: Details maintained by the Bridge Design Section and are not signed by the
Chief Engineer. These details are not official Department standards, and may require
supplemental information for specific projects. These details are normally used on bridge
related projects only.

Policy for Adoption, Revision and Distribution of Standard Plans

The Contracts and Specifications Engineer Administrator will be responsible for the
administering of all Standard plans. Proposed additions, deletions, and revisions must be
submitted to his office in order to obtain the approval of the Chief Engineer. See E.D.S.M.
I.1.1.2 for further information.

Use of Standard Plans and Special Details by entities other than DOTD

1. The Department will furnish a blue-line print of a Standard Plan or Special Detail
stamped
"For Informational Purposes Only".

2. The Department will furnish a reproducible copy of a Standard Plan or Special

Detail if the requesting entity submits a formal, hold-harmless resolution, signed by
someone with authority to accept responsibility. The letter for this request shall
specify the project name and location for which the plans will be applied.

8 (14) Rev. 05/23/2005

3. The reproducible will be furnished to the consultant working for the requesting
entity on a project specific basis.

Standard Plans Maintained by the Bridge Design Section

Guardrail:

1. GR-200, Guardrail For Bridge Ends, T-intersections

2. GR-201, Guardrail For Median & Roadside Obstacles

3. GR-202 , Guardrail For Box Culvert

4. GR-203 (A) and GR-203( B) , Guardrail For Off-System Bridges

Miscellaneous:

1. SWBS-100, Steel Wire Bar Supports

2. RW-01, Retaining Wall

Special Details maintained by the Bridge Design Section

Concrete Slab Spans (Superstructure, Substructure and Approach Slabs)

1. 20 ft. Cast-In-Place Slab Spans (On-System Bridges)

2. 19 ft. Precast Slab Spans (Off-System Bridges)

8 (15)
Span and Girder Details:

1. Miscellaneous Span and Girder Details, Prestressed Girders

2. Optional Span Details Concrete, (precast panels)

3. Optional Span Details Steel, (precast panels)

4. Strip Seal Joint

5. GF-1, Open Steel Grid Floor

6. GF-2, Open Steel Grid Floor (Heavy Duty)

7. Bridge End Drain Details

Revetment:

1. CR-01, Cast-In-Place Revetment

2. FR-01, Flexible Revetment and Rip-Rap

Piling:

1. CS-216, Precast-Prestressed Piling

2. Prestressed Cylinder Pile

3. Alternate Pile Splice, Dyna-A-Splice

4. Pile Splice, Cement Dowel

5. Concrete Pile Alternates

Approach Slab Drainage:

1. ASD-SS, Underdrains for Approach Slabs (Slab Spans)

2. ASD-SA, Underdrains for Approach Slabs (Girder Spans)

8 (16)
Barrier Railing:

1. BR-01 , Barrier Railing (Girder Spans)

2. BR-02 , Barrier Railing (Slab Spans)

3. BR-03 , Barrier Railing (Low Speed Urban Transition)

4. BR-04A , Barrier Railing (Precast Slab Spans, Bolted Barrier)

5. BR-04B , Barrier Railing (Precast Slab Spans, Cast w/Panel)

6. BR-05 , Barrier Railing Transition

Guardrail:

1. MELT, Guardrail End Treatment

2. New Jersey Bridge Rail Retrofit

3. Anchor Block Retrofit

4. Approach Guardrail & Bridge Rail Rehabilitation (Misc. Details)

Detours:

1. Bridge Detour (Precast Concrete Panel)

2. Bridge Detour Substructure (Acrow Panel)

3. Temporary Precast Barrier

Signing:

1. Permanent Signing (Overhead & Ground Mounted Signs)

Lighting:

1. High Mast Tower Details

Miscellaneous:

1. YP-01, year plates

8 (17)
Typically used Standard Plans maintained by other sections

1. SD-50,100,150,200 - 50 ft. to 200 ft. Spur Dike Details, (Hydraulics Section)

2. RS-31, Hazard Markers, (Road Design Section)

3. HS-01, Construction Signs and Barricades, (Traffic and Planning Section)

4. PM-01, Raised Traffic Markers and Pavement Markings, (Traffic and Planning
Section)

Other standard plans not listed may be obtained through the DOTD General Files Section.
These include; roadway, hydraulic and traffic standard plans.

8 (18)
 CHAPTER

TABLE OF CONTENTS

GENERAL REQUIREMENTS ............................................................................................. 1

DRAWING QUALITY CONCERNS .................................................................................................... 1
DETAILING PRACTICES RELATED TO HALF-SIZE REDUCTIONS............................................................. 1
DRAWING SCALE .......................................................................................................................... 1
PEN AND PENCIL DRAFTING ......................................................................................... 2
LINE WORK ................................................................................................................................. 2
Pen and Pencil Sizes (Minimum) ............................................................................................ 2
LETTERING QUALITY AND CONSISTENCY ........................................................................................ 3
STANDARD TEXT .......................................................................................................................... 4
CAD STANDARDS ........................................................................................................... 5
STANDARDS COMPLIANCE CERTIFICATION ....................................................................................... 5
CONSULTANT REQUIREMENTS ....................................................................................................... 5
OUTPUT QUALITY - NEATNESS AND COMPOSITION ........................................................................ 6
ACCURACY GUIDELINES ................................................................................................................ 6
CAD TOOL CHOICES..................................................................................................................... 6
FILE NAMING CONVENTIONS ........................................................................................................ 7
Mechanical And Electrical File Names ................................................................................... 7
Structural File Names ............................................................................................................. 7
CAD RESOURCES ......................................................................................................................... 9
MICROSTATION SEED FILE SETTINGS............................................................................................. 10
SYMBOLOGY .............................................................................................................................. 10
Levels and Level Colors........................................................................................................ 11
Line Styles and Line Weights................................................................................................ 11
Line Styles and Line Weights................................................................................................ 12
REFERENCE FILES ......................................................................................................................... 13
Survey Topography Reference File ....................................................................................... 13
Raster Reference Files........................................................................................................... 13
CELLS ........................................................................................................................................ 13
TEXT REQUIREMENTS .................................................................................................................. 13
Font 103 Characters ............................................................................................................. 14

MISCELLANEOUS DETAILING INFORMATION ............................................................ 15

9 (i) Rev. 02/28/2003

 DRAWINGS SHOWING CONVENTIONAL DETAILING SYMBOLS ........................................................ 15
DETAILING ACCURACY AND FORMATTING............................................................... 18
ACCURACY ................................................................................................................................ 18
General Plans: ...................................................................................................................... 18
PROFILE GRID ............................................................................................................................ 19
SCALES ...................................................................................................................................... 19
BID ITEMS .................................................................................................................................. 19
STANDARD DETAIL SHEET............................................................................................................ 19
SLOPES ...................................................................................................................................... 20
ABBREVIATIONS ......................................................................................................................... 20
EXAMPLE STANDARD DESIGNATIONS AND FORMATS ...................................................................... 21
SWEDGED ANCHOR BOLT DETAIL ................................................................................................ 22
GUIDELINES FOR COMPUTATION OF CONCRETE VOLUME .............................................................. 23
GIRDER HARDWARE ................................................................................................................... 24
SUMMARY OF HARDWARE STRUCTURAL METALWORK WEIGHTS ..................................................... 25
REINFORCEMENT BAR DATA ....................................................................................... 26
90 DEGREE HOOK FOR STIRRUPS & TIES ...................................................................................... 26
135 DEGREE HOOK FOR STIRRUPS & TIES ...................................................................................... 27
90 DEGREE STANDARD HOOKS ................................................................................................... 28
180 DEGREE STANDARD HOOKS ................................................................................................. 29
REINFORCEMENT BAR PROPERTIES ................................................................................................ 30
AREAS OF EQUALLY SPACED REINFORCEMENT BARS ................................................ 31
DEVELOPMENT LENGTH OF REINFORCING BARS IN TENSION (INCHES) ............................................ 32
BOLT DATA................................................................................................................... 33
MINIMUM EDGE DISTANCES ........................................................................................................ 33
BOLT HOLE DIMENSIONS ............................................................................................................ 34
TYPICAL SHEET TYPES USED IN BRIDGE PLANS .......................................................... 35
BRIDGE PLAN ............................................................................................................................. 35
BRIDGE DETAIL .......................................................................................................................... 36

9 (ii) Rev. 02/28/2003

 GENERAL REQUIREMENTS

CAD is the most common method used to prepare bridge plans; however, manual drafting
is sometimes utilized. CAD drafting is recommended because it is efficient, flexible,
accurate, and generally results in higher quality drawings.
DRAWING QUALITY CONCERNS
The purpose of an engineering or technical drawing is to convey complete instructions with
clarity and simplicity. Complex projections, excessive detail, artistic flourishes and other
unnecessary drafting frills should be avoided. They add nothing to the value of the drawing
and defeat the objectives of simplicity and clarity that are so important to the plan production
process. Show only what is necessary to clearly describe the detail.

A high-quality drawing is easily recognized by its clean appearance, sharp line work, clear
and uniform lettering, well-selected views and simple presentation. The importance of
careful presentation cannot be overstated as a prime factor in contributing to good quality
reproductions. One cannot expect to achieve the same good results with a soiled, wrinkled
drawing with light lines and lettering as one can achieve with a clean drawing, using black
opaque lines and lettering.
DETAILING PRACTICES RELATED TO HALF-SIZE REDUCTIONS
The Louisiana Department of Transportation and Development has a policy of reducing all
22 x 34 plans, which are to be let to contract, to half-size (50%) 11 x 17 bid sets. The result
is not always completely satisfactory in that the line work on the reduction may appear
somewhat "fuzzy" or light if care is not used in preparing the drawings. These reduced prints
will be the plans from which the contractor computes his bid and may also be used for
construction of the bridge. Within a reasonable time after the bridge has been constructed,
the original sheets will be microfilmed to one-thirteenth of the original size and kept as a
permanent record of the contract plans. Prints can be made at any time in the future from the
microfilm if it becomes necessary to do additional work on the bridge. Legibility is clearly of
great importance.

What is considered "normal detailing practice" may not always apply to a drawing that is to
be reduced. This task requires a constant awareness on the part of the drafter, who should
consider the question, "How will this drawing appear when it is reduced?" The size of
lettering, spacing between lines of lettering, and spacing between object lines are all affected
by plan reduction. The drafter should pay close attention to these concerns; otherwise, the
plans will not be suitable for reduction. One must conclude that drawing plans for reduction
requires not only technical skill, but also an attention to detail not necessary when drawing
for full-size reproductions.
DRAWING SCALE
Drawing scale is an important consideration when setting up a detail sheet. Scales should be
appropriate for the application, not too big and not too small. Legibility is the key

9 (1)
consideration. Small-scale, crowded plans, elevations, views, and sections are not
acceptable. Consideration should be given to moving views and sections to other sheets,
separate from plan and elevation views, when necessary, to avoid overcrowded and under-
scaled details. Materials lists, summary of quantities and large notes may also be placed on
separate sheets.

Obviously it is difficult to make proper topographic drawings and plan-and-profile sheets to a

large scale without utilizing additional time and materials; however, it is possible to greatly
clarify a drawing without enlarging the scale by careful placement of dimensions,
descriptions, and notes.

Details shall be drawn to standard scales where practical. If the detail is to scale, show the
scale under the detail title. In special cases a detail may be scaled to fit available space. In
these cases indicate that details are not to scale by noting "NTS" below the detail title.
Traditionally certain details, such as reinforcing bar details and superelevation-transition
details, have been drawn in schematic format. It is not necessary to mark schematic details
"NTS."

PEN AND PENCIL DRAFTING

LINE WORK
To ensure good half-size and microfilm reproductions, lines must be properly drawn. Ink is
recommended as the best reproducing agent; however, dark concise pencil lines are
acceptable. The outline of the object should stand out sharply, with reinforcing lines
somewhat less prominent. Dimension lines, centerlines, cross-hatching, and existing
structure lines shall be lighter still. Guidelines shall be scarcely visible. Closely drawn lines
should be avoided, as they tend to run together to make one (1) heavy line when the drawing
is reduced. Some exaggeration of scale may be used in areas where this might occur. Lines
of any type should never be placed on the back of drawings because they are almost
impossible to reproduce with LA DOTD methods.

A steady pressure should be exerted to ensure lines of constant density throughout the
drawing. Consistent line width and black opacity are essential. When making changes on a
drawing, every effort should be made to match the original line density. A good gauge of the
opacity of pencil line is whether it shines or not. A black shiny line will reproduce much
better than a dull, fuzzy one.

Pen and Pencil Sizes (Minimum)

1. Object or Concrete Lines (# 2 Technical Pen or 2H Lead)

2. Reinforcing Steel or Metalwork Lines (# 1 Technical Pen or 3H Lead)

9 (2)
3. Hidden Lines (# 0 Technical Pen or 3H Lead)

4. Ground Lines (# 0 Technical Pen or 3H Lead)

5. Dimension Lines and Arrow Heads (# 00 Technical Pen or 4H Lead)

6. Centerlines (# 00 Technical Pen or 4H Lead)

7. Existing Features Lines (# 00 Technical Pen or 4H Lead)

8. Cross-Hatching (# 00 Technical Pen or 4H Lead)

9. Break Lines (# 00 Technical Pen or 4H Lead)

10. Cutting Plane or Section Lines (# 3 Technical Pen or H Lead)

LETTERING QUALITY AND CONSISTENCY

Due to nature of engineering work and the time element involved, it is often necessary to
employ more than one drafter in the preparation of the plan sheets that go together to make
up a final set of contract drawings. Such a procedure dictates that drafting practices should
be consistent to ensure a reasonably uniform appearance for all sheets in the plan set. The
greatest source of inconsistency is in the plan lettering. No two drafters will letter exactly
alike, but if both are using the same basic style, then the result should be generally suitable.
When lettering is added to a drawing that already has lettering on it, whether it is hand type,
Leroy, or other mechanical means, every effort should be made to match the additional
lettering to the existing lettering on that sheet. All letters and numbers shall be created with
an open, non-compressed style. The prints generated from microfilm or half-size copies are
reduced from the original size, making clear, open lettering that is uniform and properly
spaced, essential for legibility. Lettering shall be vertical style, uppercase lettering, however,
slanted lettering will not be prohibited for hand lettered drawings or drawings produced prior
to this publication. Some type of guideline system shall be used, either a mechanical
lettering guide or a prepared guideline sheet. Freehand lettering should never be attempted
without using guidelines.

9 (3)
STANDARD TEXT
Detail Titles
Lettering Guide - # 6 Ames or # 200 Leroy (minimum)
Line Weight - H lead or # 2 Technical pen

Detail Subtitles
Lettering Guide - # 5 1/2 Ames or # 175 Leroy (minimum)
Line Weight - H lead or # 2 Technical pen

Body Text (Dimensions, Notes and Callouts)

Lettering Guide - # 4 1/2 Ames or # 140 Leroy
Line Weight - 2H lead or # 1 Technical pen

Letters, numbers, and symbols shall be no smaller than 140 Leroy size (0.140” text height
out-to-out of character), except in unusual cases where available space is inadequate. If
lettering is reduced to a size smaller than 140 Leroy, it must be reasonably legible at 50%
reduction. The 120 Leroy size will usually meet these criteria.

Unusually small or large text may sometimes be required. For instance, title sheet, index
headings, etc. may require unusually large text. Title blocks may require some unusually
small text. Use discretion in the use of unusual text sizes.

9 (4)
 CAD STANDARDS

The following CAD standards assume that details are generated with MicroStation software,
which is the LA DOTD standard; however, the standards shown have relevance for all
CAD plans. See ”CONSULTANT REQUIREMENTS” below.
STANDARDS COMPLIANCE CERTIFICATION
CAD requires an increased emphasis on the standardization of detailing practices. Factors
such as text size, line style, line weight, level, color, element type, cells, sheet border, seed
file, etc., all have to be considered. This complexity makes CAD standards a challenge to
administer.

LA DOTD now employs a tool that enables control of drafting standards to a high level.
DGNconform, an MDL application that runs in MicroStation, is customized to administer
LA DOTD CAD standards. DGNconform has tools that create standard features, draft using
standard features, check for standards compliance and place stamps that certify drawings
for standards compliance. This tool shall be used to ensure drafting efficiency and
standards compliance.

CONSULTANT REQUIREMENTS
LA DOTD only requires digital submittal of consultant plans in MicroStation format when
specified in the consulting services contract. General requirements for digital submittals
will be included in the contract. If digital submittals are required, the Consultant will be
required to use DGNconform software to ensure that details conform to DGNconform
standards. The Consultant must obtain the latest CAD resources, DGNconform software
and DGNconform standards dictionaries from the LA DOTD web site, or request them
from the Project Coordinator. DGNconform software provides interactive help manuals
including “Help on DGNconform”, and “Help on LA DOTD”, which is supplementary to
this manual.

DGNconform software provides the most efficient and dependable way to produce CAD
plans that meet LA DOTD requirements; therefore it is highly recommended that
MicroStation and DGNconform software be used to produce LA DOTD plans whenever
possible, regardless of project requirements.

Consultants using AutoCAD shall make every effort to produce plans that emulate plans
produced with MicroStation. Pen weights, line style dot-dash patterns, and text should
match LA DOTD CAD plans as closely as possible. LA DOTD may sometimes request
digital copies of specific AutoCAD files; therefore, it is desirable that consultant AutoCAD
layer names and usage match MicroStation LA DOTD level standards to facilitate
translation.

9 (5)
OUTPUT QUALITY - NEATNESS AND COMPOSITION
CAD affords a great opportunity to produce neat, well-composed drawings. Details can be
corrected, revised, rearranged, moved, copied, scaled, and rotated with little difficulty.
Object corners can be precisely joined. Spacing between lines of text can be made
consistent. Automated dimensioning enables consistent dimension styles. DGNconform
software makes it possible to tightly control symbology settings, which enables consistency
in drawing appearance and readability. There is simply no excuse for shoddy work.
ACCURACY GUIDELINES
CAD drawings are more valuable when they are accurately drawn. Precise angles and
distances can be derived directly from CAD drawings without using manual or COGO
computations. For this reason drawing geometry should be input with a minimum of four-
decimal-place accuracy (feet) when possible. On the other hand, small design dimension
changes or input errors sometime have ramifications to a drawing as a whole that would
require a disproportionate amount of time to fix. In such cases, if there is no critical
geometry to be derived from the drawing, corrections need not be made to the geometry.
Conversely, if corrections to the accuracy of drawing geometry can be easily made, they
should be made.

In the past MicroStation was not able to generate drawings with geometric accuracy that
approached those obtained with geometric programs such as COGO. Drawings created
with MicroStation J or a later version should be sufficiently accurate for most purposes. It
is recommended practice to check critical layout geometry independently of MicroStation.
CAD TOOL CHOICES
As any experienced CAD operator knows, there are often many ways to get the job done.
Dimensions, for instance, can be drawn using separate lines, terminators and text or they
can be placed as dimension elements using dimensioning tools with associated standard
settings for symbology and formatting. Dimensioning tools can often cut time required for
dimensioning by well over 90%. Dimensioning tools can be a challenge to use in
crowded situations, but the efficiency gained is well worth the time required to learn how
to deal with such situations.

CAD operators must take the time to learn new, more efficient, tools as they become
available. When a detail checker notices that outdated CAD tools or workflows are being
used for CAD work, he/she should suggest use of more efficient methods for future
drawings.

9 (6)
FILE NAMING CONVENTIONS
CAD details shall be limited to one plan sheet per file. File names shall conform to general
conventions shown in the table below. Some items or situations may not be covered in
the table.

When a detail is representative of several elements in a design (e.g., bents 2-14 and 21
westbound), the file name shall clearly specify the element numbers and location (i.e.,
bent_2-14,21_wb.dgn). Filenames for details that require more than one sheet, such as end
bents, shall be appended with a letter designation (e. g., bent_1,22_a_wb.dgn,
bent_1,22_b_wb.dgn).

Standard plan files shall be named according to historical conventions. The standard design
file extension is ".dgn" and shall be used except where specified otherwise.
Mechanical And Electrical File Names
Files shall be named according to the "M" (mechanical) or “E" (electrical) detail number
whenever applicable. Examples: M04.dgn and E07.dgn.

Structural File Names

General Items
File Name Description
plan_bridge.dgn Plan, Bridge
plan_site.dgn Plan, Site
sequencing.dgn Sequencing Layout
phasing.dgn Phasing Layout
channel.dgn Channel Relocation And Improvements
general_notes General Notes
quantities_bridge.dgn Quantities, Bridge Summary
quantities_master.dgn Quantities, Master Summary
signing_permanent.dgn Signing, Permanent
signing_construction.dgn Signing, Construction
elevations.dgn Elevation Table

Bridge Approaches
File Name Description
approach_slab.dgn Approach Slab, General
approach_slab_1.dgn Approach Slab, Begin Bridge

9 (7)
Structural File Names
Bridge Substructure
File Name Description
foundation.dgn Foundation Layout
column.dgn Columns
drilled_shaft.dgn Drilled Shafts
dolphin.dgn Dolphin (Pier Protection)
elev_table.dgn Bent, elevations
footing.dgn Footings
bent.dgn Bent, General
pier.dgn Pier, General
pier_pivot.dgn Pier, Pivot
piles.dgn Piles, General
piles_steel Piles, Steel
pile_data.dgn Pile Data Table

Bridge Superstructure
File Name Description
plan_framing.dgn Plan, Framing
super_transition.dgn Superelevation Transition
handrail.dgn Handrail
barrier_rail.dgn Barrier Rail
retaining_wall.dgn Retaining Wall
grid_floor.dgn Grid Flooring
girder.dgn Girder, General
girder_box Girder, Box
girder_steel.dgn Girder, Steel
girder_ppc4.dgn Girder, PPC Type 4
girder_design.dgn Girder Design Table
girder_dimension_table.dgn Girder Length Table
span.dgn Span, General
span_lift.dgn Span, Lift
span_swing.dgn Span, Swing
postension_details.dgn Post-Tensioning Details
postension_layout.dgn Post-Tensioning Layout
postension_quantities.dgn Post-Tensioning Quantities

9 (8)
Structural File Names
Specialty Items
File Name Description
access.dgn Access Opening
caisson.dgn Caisson
counterweight.dgn Counterweight
drainage.dgn Bridge Drainage
scupper.dgn Scupper Drain
deck_coordinates.dgn Deck Coordinates
erection_scheme.dgn Erection Scheme,
casting_schematic.dgn Casting Machine Schematic
joint.dgn Joint, General
joint _expansion.dgn Joint, Expansion And Stress Relief
joint_finger.dgn Joint, Finger
jacking.dgn Jacking Details
operators_house.dgn Operator House
portal.dgn Portal
portal tower.dgn Portal, Tower
beaing.dgn Bearing, General
bearing_rocker.dgn Bearing, Rocker
segment_bulkead.dgn Segment Bulkhead
segment.dgn Segment Details
segment_layout.dgn Segment Layout
strut.dgn Strut
subshaft.dgn Subshaft
tower.dgn Tower
truss.dgn Truss
sway_bracing.dgn Sway Bracing
willow_mattress.dgn Willow Mattress
wind_anchorage.dgn Wind Anchorage
wind_link.dgn Wind Link

CAD RESOURCES
Bridge Design CAD resource files shall be used to the greatest extent possible. This
includes symbology resources, cell libraries, seed files, sheet border reference files, etc.
These resource files are dynamic, and may require more frequent updates than can be
practically maintained in this manual. Consultants can install CAD resources from a
download available on the LA DOTD web site. The installer provides documentation on
the downloaded files.

9 (9)
 MICROSTATION SEED FILE SETTINGS
Setting Category Setting Type Setting Value
Font 103
Text Size 0.1280
Line Spacing 0.0768
Master Units Label ‘
Sub Unit Label “
Working Units
Sub Units 12
Positional Units 8000
Coordinate Format Master Units
Coordinate Accuracy .1234
Coordinate Angle Format dd.dddd
Readout Angle Mode Conventional
Angle Accuracy .1234
Tentative point mode Delta
Cell Library common.cel
Cells
Terminator Cell LT101
Master Grid 0.0833
Grid
Reference Grid 12
Level Names Level Name File bridge.lvl *
Settings File bridge.stg *
Dimensions
Component English Detail
Sheet Type Reference File eng_sheet.dgn
Note: Settings not shown are generally as in seed2d.dgn.
* Load file and Save Settings to restore corrupted settings.
SYMBOLOGY
Element symbology, including levels, colors, line styles and line weights, is normally set
using DGNconform software. Symbology variations are allowed for unusual situations.
‘Special’ features are included in DGNconform feature dictionaries to allow for permissible
variations.

The following symbology settings are not set by DGNconform: 1) Dimension symbology
settings are included in standard seed files and are consistent with symbology settings for
other annotation. 2) Whenever possible, utilities and topography for site plans shall be as
referenced to the plan sheet from the survey topography file.

Symbology standards are subject to change. Where discrepancies between this manual
and DGNconform exist, the latest DGNconform standards shall govern. Symbology
settings are shown below.

9 (10)
Levels and Level Colors
Level Information
Level
Group Level Name Color Description
Number
1 Concrete 0 Concrete
2 Rebar 12 Reinforcing Steel
Detail

3 Metal 102 Metal

4 Timber 100 Timber
5 Other 10 Other Material - PVC, Neoprene, etc.
6 Annotation 7 Detailing Text, Leaders, Centerlines, Dimensions
7 Table 103 Table Lines and Embedded Spreadsheets
Annotate

8 Border 9 Sheet Border and Title Block Including Text

9 Grid 1 Grid for Bridge Profile, Grid Text, Ground Elev.
10 Geometry 22 Survey Line, Baseline, Stations, Curve Data
31 Structure 48 Main - Bridge, Operator’s House, Etc.
32 Structure2 112 Other - Guardrail, Revetment, Riprap, etc
Plan

33 Earthwork 36 Excavation and Embankment, Toe of Slope

34 Sign 68 Signs Including Text, Hazard Markers
35 Roadway 118 Lanes, Shoulders, Sidewalks, etc.
38 Ground * 66 Existing Ground Line, Ditches, Roadway
Site

39 Utility * 13 Water, Gas, Power, Cable, etc.

40 Topo * 166 Topography – Existing Structures, Plants, etc.
Const 60 Redline 3 Redlines and Text (Markups)
*** 61 Const 5 Construction Lines and Text
62 Plot2 52 Plot Limits Shapes and Border Text (Consultant)
Plot
63 Plot 6 Plot Limits Shapes and Border Text (LA DOTD)
11 Slab 32 Slab
Sup **

12 Rail 14 Railing
13 Girder 107 Girder
14 Diaphragm 44 Diaphragm
21 Cap 17 Cap
Sub **

22 Column 118 Column

23 Footing 119 Footing
24 Pile 144 Pile
Note: Standard seed files include standard level names.
* Except for profile ground lines, use these levels only when a survey reference file is not
available or is unacceptable for the task.
** These groups are for preliminary working drawings. Use when there is a
need, but do not use on final plan sheets.
*** Construction class elements.

9 (11) Rev. 02/28/2003

REFERENCE FILES
Reference files must reside in the same directory as the master file. For vector reference
files, the “Save Full Path” attachment setting must be turned off. For raster reference files,
the path portion of the “File Name” attachment setting must be taken out after reference
file attachment.
Survey Topography Reference File
Where survey data is to be part of a design, it shall be attached to the plan sheet as a
reference file using the ‘Saved View’ mode. The reference file is an overlay to the design
and is manipulated using rotation, clip bounding, clip masking and level display
combinations. If a gray effect is needed for topography, to make the new bridge structure
stand out, reference file lines can be plotted as a very light “Ghost” line. This will be done
automatically using pen tables and will require that the topography reference file be named
'topo'.
Raster Reference Files
Raster files are often attached as overlays to MicroStation files, when scans of existing
details are incorporated to expedite plan production. In such cases, raster overlays must be
in either ‘.cit’ or ‘.cot’ format. After raster editing is complete, the raster file must be
attached to a standard seed file as a MicroStation Reference File. The standard sheet
border reference file must be kept so that the plot border shape can be used to force plot
scaling. If the sheet border is included in the raster reference, such as with standard plans,
then the reference sheet border (level 8) must be turned off.
CELLS
Cells are valuable because they enable frequently used details to be placed in a standard
format without having to redraw. Standard Bridge Design cell library files shall be used
whenever possible. Individuals creating useful cells should see to it that these cells are
included in the appropriate cell library by the library manager. Cells of limited long-term
value, such as those used only on a particular job, shall be included in personal or project
cell libraries.
TEXT REQUIREMENTS
Text shall be uppercase font 103 as shown below. Text sizes shall approximate sizes
required for manual drafting. Text line spacing shall be 60% of text height except for large
notes where it shall be equal to text height. CAD text size, line spacing, font and
symbology are set using DGNconform software.

Text standards are subject to change. Where discrepancies between this manual and
DGNconform exist, the latest DGNconform standards shall govern. Text variations are
allowed for special situations as per “STANDARD TEXT” guidelines in this chapter.
‘Special’ text features are included in DGNconform feature dictionaries to allow for
permissible variations.

9 (13)
 DETAILING ACCURACY AND FORMATTING

ACCURACY
General Plans:
Accuracy for General Plan stations and elevations is normally 2 decimal places. Special
considerations are indicated below:

1. All ground line (profile) elevations and associated stations shall be expressed with 1-
decimal-place accuracy for natural ground and 2-decimal-place accuracy for
existing pavement elevations.

2. Topography location (station, offset), where specified, shall normally be expressed

with 1-decimal-place accuracy (e.g., "+25.1, 45.1’ RT.").

3. Topography dimensions, where specified, shall normally be expressed 2-decimal-

place accuracy (e.g., "13.06’ x 60.96’ CONCRETE BRIDGE").

4. Survey angles, deltas and bearings shall be expressed with 1-decimal-place accuracy
(e.g., “N 32°13'35.1" W”). This also applies to layout angles such as joint
centerline angles.

Dimensions related to the proposed bridge structure shall be expressed in feet and inches.
Use increments of 3” or greater whenever possible, especially for control dimensions such
as span lengths.

Bridge Details:

Bridge details are expressed to 1/16” accuracy. Use increments of 1” or greater whenever
possible, especially for control dimensions such as girder spacing.

In some cases the sum of child dimensions may not equal the parent dimension due to
round off. The control for computing dimensions shall be the overall parent dimension, or
where more precise, a known layout dimension such as the span length along centerline
roadway. The previous practice of adding decimal places or using “+” and “-” symbols to
force the sum child dimensions to equal the parent dimension is no longer permissible due
to inconsistency of application.

Angles, such as for rebar bending and concrete forming, shall be expressed in decimal
format with 2-decimal-place accuracy (e.g., “78.32°”).
Normal accuracy for a particular situation is assumed (i.e., "70’ SPAN" is assumed to mean
"70’-0” SPAN.

9 (18)
Calling for equal spaces is not acceptable for reinforcing steel spacing except when only a
few bars are involved. A nominal spacing should be used whenever possible. It is much
easier in the field to place 698 bars at 6” spacing rather than 5.98” spacing. This can
usually be accomplished by using an odd spacing for the last space at each end and/or vary
the distance from the last bar to the edge of concrete.
PROFILE GRID
Vertical grid lines shall be shown at 25’ or 100’ intervals, and horizontal grid lines shall be
shown at 10’ or 25’ intervals, depending on scale.

Show ground line elevations at least every 100’ and at other notable grade break points.
Interpolate if necessary. Include a note to indicate when elevations are derived from
digital terrain modeling or manual interpolation.
SCALES
The full-size scale shall be shown in plans for all scaled details. The scale graduation must
be doubled to read half-size plans. Where scale is not shown, the detail is assumed to be
not to scale. Schematics and reinforcing steel bar bending details are examples of details
that are normally not to scale. The scale should be noted as “not to scale” for details that
would normally be constructed to scale but have been reduced to fit available space or
taken from another job and used as-is.

The following scales gradations are typically used for bridge plans. The “Engineer’s Scale”
is used for General Plans. The “Architect’s Scale” is normally used for bridge details,
although the Engineer’s scale may be used if necessary. Scale gradations are as follows

Engineer’s Scale: 1:10, 1:20, 1:30, 1:40, 1:50, 1:60, 1:100

Architect’s Scale: 3/32 (1:128), 1/8 (1:96), 3/16 (1:64), 1/4 (1:48), 3/8 (1:32), 1/2 (1:24),
3/4 (1:16), 1 (1:12), 1 1/2 (1:8), 3 (1:4)

Whenever possible, scales should be used for full-size plans that convert to valid scales
when reduced to half-size plans. For example, a scale of 1:50 is desirable because, at a
50% reduction factor, the scale will become 1:100. It follows that the 1:40 and 1:60
graduations are less desirable because the corresponding half-size scales of 1:60 and 1:120
are not found on the Engineer’s Scale.
BID ITEMS
Use quantity units as defined in the Schedule of Bid Items in the Bridge Master summary
table (e.g., “Cubic Yard”). Abbreviate if necessary.
STANDARD DETAIL SHEET
The standard detail sheet size shall be 22" x 34". The border size shall be 21” x 31.5”.
The border shall be positioned on the sheet so that the top, bottom and the right
borderlines are approximately 1/2” from the edge of sheet.

9 (19)
SLOPES
Profile grade slopes and roadway cross-slopes shall be expressed in percentage format
(e.g., “2.5%”).

Embankment side-slope and revetment fore-slope shall be expressed in ratio format, Run to
Rise (e.g., “3:1”).
ABBREVIATIONS
Commonly used abbreviations, such as PPC, PC, PVI, SSD, GR-200, etc., should be
expressed consistently without periods (i.e., "PPC," not "P.P.C.").

Do not abbreviate unless necessary or normally used. For instance, “ROADWAY” is

preferable to “RDWY.” and “and” is preferable to “&” unless space is limited. On the other
hand, “PPC”, “TYP.” and “SPS.” are normally used in lieu of spelling the words out.

9 (20)
 REINFORCEMENT BAR DATA

90 DEGREE HOOK FOR STIRRUPS & TIES

Bar Size Pin Diameter Radius r a

#3 1 1/2” 1 1/8” 4”
#4 2” 1 1/2” 5”
#5 2 1/2” 1 7/8” 6”
#6 4 1/2” 3” 1’-0”
#7 5 1/4” 3 1/2” 1’-2”
#8 6” 4” 1’-4”

9 (26) Rev. 02/28/2003

 REINFORCEMENT BAR DATA

135 DEGREE HOOK FOR STIRRUPS & TIES

Bar Size Pin Diameter Radius r a b c
#3 1 1/2” 1 1/8” 5” 2” 3 9/16”
#4 2” 1 1/2” 7” 2 7/8” 5”
#5 2 1/2" 1 7/8” 9” 3 13/16” 6 7/16”
#6 4 1/2" 3” 1’-0” 4 3/8” 8 5/8”
#7 5 1/4" 3 1/2" 1’-2” 5 1/16” 10 1/16”
#8 6” 4” 1’-4” 5 13/16” 11 1/2"

9 (27)
 REINFORCEMENT BAR DATA

90 DEGREE STANDARD HOOKS

Bar Size Pin Diameter Radius r a b
#3 2 1/4" 1 1/2" 7” 6 1/8”
#4 3” 2” 10” 8”
#5 3 3/4" 2 1/2" 1’-0” 10 9/16”
#6 4 1/2" 3” 1’-2” 1’-5/16”
#7 5 1/4" 3 1/2" 1’-4” 1’-2”
#8 6” 4” 1’-7” 1’-4 11/16”
#9 9” 5 5/8” 1’-11” 1’-7 13/16”
#10 10 3/16” 6 3/8” 2’-2” 1’-10 3/8”
#11 11 1/4" 7 1/16” 2’-4” 2’-0”

9 (28)
 REINFORCEMENT BAR DATA

180 DEGREE STANDARD HOOKS

Bar Size Pin Diameter a b c
#3 2 1/4" 3” 8” 4 13/16”
#4 3” 4” 9” 4 11/16”
#5 3 3/4" 5” 11” 5 3/8”
#6 4 1/2" 6” 1’-1” 6 9/16”
#7 5 1/4" 7” 1’-3” 7 1/2"
#8 6” 8” 1’-5” 8 7/16”
#9 9” 11 1/4" 1’-11” 10 15/16”
#10 10 3/16” 1’-3/4” 2’-2” 1’-3/8”
#11 11 1/4" 1’-2 1/16” 2’-4” 1’-15/16”

9 (29)
 REINFORCEMENT BAR PROPERTIES
Bar Weight Diameter Perimeter Area
Size (lbs./ft.) (feet) (inches) (sq. inches)
#3 0.376 0.0313 1.18 0.11
#4 0.668 0.0417 1.57 0.20
#5 1.043 0.0521 1.96 0.31
#6 1.502 0.0625 2.36 0.44
#7 2.044 0.0729 2.75 0.60
#8 2.670 0.0833 3.14 0.79
#9 3.400 0.0940 3.54 1.00
#10 4.303 0.1058 3.99 1.27
#11 5.313 0.1175 4.43 1.56

9 (30)
 AREAS OF EQUALLY SPACED REINFORCEMENT BARS

Bar
#3 #4 #5 #6 #7 #8 #9 #10 #11
Spacing
3” 0.4416 0.7852 1.2272 1.7672 2.4052 3.1416 4.0000 5.0624 6.2500
3½” 0.3785 0.6730 1.0519 1.5147 2.0616 2.6928 3.4286 4.3392 5.3571
4” 0.3312 0.5889 0.9204 1.3254 1.8039 2.3562 3.0000 3.7968 4.6875
4½” 0.2944 0.5235 0.8181 1.1781 1.6035 2.0944 2.6667 3.3749 4.1667
5” 0.2650 0.4711 0.7363 1.0603 1.4431 1.8850 2.4000 3.0374 3.7500
5½” 0.2409 0.4283 0.6694 0.9639 1.3119 1.7136 2.1818 2.7613 3.4091
6” 0.2208 0.3926 0.6136 0.8836 1.2026 1.5708 2.0000 2.5312 3.1250
6½” 0.2038 0.3624 0.5664 0.8156 1.1101 1.4500 1.8462 2.3365 2.8846
7” 0.1893 0.3365 0.5259 0.7574 1.0308 1.3464 1.7143 2.1696 2.6786
7½” 0.1766 0.3141 0.4909 0.7069 0.9621 1.2566 1.6000 2.0250 2.5000
8” 0.1656 0.2945 0.4602 0.6627 0.9020 1.1781 1.5000 1.8984 2.3438
8½” 0.1559 0.2771 0.4331 0.6237 0.8489 1.1088 1.4118 1.7867 2.2059
9” 0.1472 0.2617 0.4091 0.5891 0.8017 1.0472 1.3333 1.6875 2.0833
9½” 0.1395 0.2480 0.3875 0.5581 0.7595 0.9921 1.2632 1.5987 1.9737
10” 0.1325 0.2356 0.3682 0.5302 0.7216 0.9425 1.2000 1.5187 1.8750
10½” 0.1262 0.2243 0.3506 0.5049 0.6872 0.8976 1.1429 1.4464 1.7857
11” 0.1204 0.2141 0.3347 0.4820 0.6560 0.8568 1.0909 1.3807 1.7045
11½” 0.1152 0.2048 0.3201 0.4610 0.6274 0.8195 1.0435 1.3206 1.6304
12” 0.1104 0.1963 0.3068 0.4418 0.6013 0.7854 1.0000 1.2656 1.5625

9 (31) Rev. 02/28/2003

 DEVELOPMENT LENGTH OF REINFORCING BARS IN TENSION (INCHES)1
Bar
f'c=3000 psi, class A, S, X f'c=3200 psi, class AA, S, X
No. 2
3
Ld 1.3ld 1.4ld 1.7ld 2.0ld ld 1.3ld 1.4ld 1.7ld 2.0ld
3 12 12 13 15 18 12 12 13 15 18
4 12 16 17 20 24 12 16 17 20 24
5 15 19 21 25 30 15 19 21 25 30
6 19 25 27 33 39 19 24 26 32 37
7 26 34 37 45 53 25 33 36 43 51
8 35 45 48 59 69 34 44 47 57 67
9 44 57 61 74 88 42 55 59 72 85
10 56 72 78 95 111 54 70 75 92 108
11 68 89 96 116 137 66 86 93 113 132
14 93 ---- 130 --- --- 90 ---- 126 ---- ----
18 121 ---- 169 ---- --- 116 ---- 162 ---- ----

Bar
f'c=3800 psi, class AA(M), A(M) f'c=5000 psi, class P
No.
ld 1.3ld 1.4ld 1.7ld 2.0ld ld 1.3ld 1.4ld 1.7ld 2.0ld
3 12 16 17 20 24 12 16 17 20 24
4 12 16 17 20 24 12 16 17 20 24
5 12 16 17 20 24 12 16 17 20 24
6 17 22 24 30 34 15 20 21 26 30
7 23 30 32 39 46 20 26 28 34 40
8 31 40 43 53 62 27 35 38 46 54
9 39 51 55 66 78 34 44 48 58 68
10 49 64 69 83 98 43 56 60 73 86
11 61 79 85 104 132 53 69 74 90 106
14 82 107 115 139 164 72 94 101 122 144
18 107 139 150 182 214 93 121 130 158 186

Bar
f'c=6000 psi, class P(M)
No.
ld 1.3ld 1.4ld 1.7ld 2.0ld ld 1.3ld 1.4ld 1.7ld 2.0ld
3 12 16 17 20 24 10 39 51 55 66 78
4 12 16 17 20 24 11 48 62 67 82 96
5 12 16 17 20 24 14 66 86 92 112 132
6 14 18 20 24 28 18 85 111 119 146 170
7 17 22 24 30 34
8 24 31 34 41 48
9 31 40 43 53 62

1
For epoxy reinforcing development length, see AASHTO LFD specs 8.25.2.3
2
ASTM A 615-95b (fy=60 ksi)
3
Refer to LRFD 5.11.2.1.1 for development of reinforcing

9 (32)
BOLT DATA

MINIMUM EDGE DISTANCES

(From AASHTO LRFD for Bolts)
Bolt Sheared Edges Rolled or Gas
Designation (inches) Cut Edges
(inches)
5/8” 1 1/8" 7/8"
3/4” 1 1/4" 1”
7/8” 1 1/2” 1 1/8"
1” 1 3/4” 1 1/4”
1 1/8” 2” 1 1/2”
1 1/4” 2 1/4” 1 5/8"
1 3/8” 2 3/8” 1 3/4”
1 1/2” 2 5/8" 1 7/8"
1 5/8” 2 7/8" 2 1/16”
1 3/4” 3 1/16” 2 3/16"
1 7/8” 3 1/4” 2 3/8"
2” 3 1/2” 2 1/2”
2 1/8” 3 3/4” 2 11/16"
2 1/4” 3 15/16" 2 13/16"
2 3/8” 4 3/16" 3”
2 1/2” 4 3/8" 3 1/8"
2 5/8” 4 5/8" 3 5/16"
2 3/4” 4 13/16" 3 7/16"
2 7/8” 5 1/16” 3 5/8"
3” 5 1/4” 3 3/4”

9 (33)
 BOLT HOLE DIMENSIONS
Bolt Standard Oversize Short-Slot Max. Long-Slot
Designation Diameter Diameter Width x Length Width x Length
(inches) (inches) (inches) (inches)
5/8” 11/16" 13/16" 11/16 x 7/8 11/16x1 9/16
3/4” 13/16" 15/16" 13/16 x 1 13/16x1 7/8
7/8” 15/16" 1 1/16" 15/16 x 11/8 15/16x2 3/16
1” 1 1/16" 1 1/4” 1 1/16 x15/16 1 1/16x2 1/2
1 1/8” 1 3/16" 1 7/16" 1 3/16x1 1/2 1 3/16x213/16
1 1/4” 1 5/16" 1 9/16" 1 5/16x1 5/8 1 5/16x3 1/8
1 1/4” * 1 5/16" 1 9/16" 1 5/16x1 5/8 1 5/16x3 1/8
1 1/2” * 1 9/16" 1 13/16" 1 9/16x1 7/8 1 9/16x3 3/4
2”* 2 1/16" 2 5/16" 2 1/16x2 7/16 2 1/16x5
2 1/2”* 2 9/16" 2 13/16" 2 9/16x2 7/8 2 9/16x6 1/4
3”* 3 1/16" 3 5/16" 3 1/16x3 3/8 3 1/16x7 1/2
* Anchor bolts

9 (34)
 CHAPTER

TABLE OF CONTENTS
INTRODUCTION............................................................................................................................ 1

ROADSIDE GROUND MOUNTED SIGNS ..................................................................................... 2

OVERHEAD SIGNS ......................................................................................................................... 3

ANALYSIS AND DETAIL INFORMATION ................................................................................... 5
Analysis.................................................................................................................................... 5
Details...................................................................................................................................... 5
Roadside Ground Mounted Sign .............................................................................................. 6
Type II Overhead Sign Truss Ground Mounted Footings.......................................................... 7
Type II Overhead Sign Truss Ground Mounted and Median Barrier Footings .......................... 8
Type II Overhead Sign Truss Ground Mounted and Median Footings...................................... 9
Type II Overhead Sign Truss Retaining Wall Mounted........................................................... 10
Single Post Cantilever Sign Truss Ground Mounted Footings ................................................. 11
Double Post Cantilever Sign Truss or Type II Truss, Bridge Mounted..................................... 12
SIGN TRUSS DESIGN FORM..................................................................................................... 13

10 (i)
 INTRODUCTION
The safety and efficiency of operation on a highway depends a great deal upon the
placement of highway signing as a means of informing, warning and controlling drivers.
The signing of highways requires both roadside ground mounted and overhead signs.

Normally the Geometric Design Gang coordinates the design and details of permanent
signing plans into the construction plans. This includes the signing quantity sheets and
sign layout sheets. Permanent Signing Construction Plans can be let as a project by itself
or can be placed in projects also containing roadway and bridge construction.

The Bridge Design Section's primary function is to maintain the standard structural sign
details for roadside ground mounted and overhead signs to be placed in the construction
plans. A written request must be made to the Bridge Design Engineer to obtain the
standard structural signing details to be used in DOTD projects. This request should be
coordinated with the Geometric Design Engineer. The standard sign details include the
roadside ground mounted breakaway signs (sign panel and sign post details) and overhead
signs (type II truss, cantilever truss and fascia details).

Location, reflectorization, and lighting of signs are important considerations in signing. For
information regarding the design, location and application of sign reference should be
made to the latest edition of the Manual of Uniform Traffic Control Devices (MUTCD).

Highway signs with the potential of being a hazard to motorists should be placed outside
of clear zones, behind guardrail or barriers, or on structures. If these measures are not
feasible, the roadside sign supports must be breakaway or for overhead sign supports,
shielded by appropriate guardrail or barriers. The breakaway and structural design of
roadside and overhead signs must comply with the latest edition of the AASHTO Standard
Specifications for Structural Supports for Highway Signs, Luminaries and Traffic Signals.

For additional general guidelines for breakaway supports and clear zone requirements,
refer to the latest edition of the AASHTO Roadside Design Guide.

10 (1)
 ROADSIDE GROUND MOUNTED SIGNS
Roadside ground mounted signs generally consist of single post and multiple post-breakaway
systems. The details for the breakaway systems generally follow research results developed
by different national pooled fund studies. These signs must be designed for vehicle impact
and wind loading.

Over the past decades, the vehicle fleet has changed size, configuration and construction.
The standard vehicle of 25 years ago weighed 4500 lbs. or greater. There were very few
lighter-weight vehicles. As time progressed smaller sedans entered the fleet. Presently 1800
lbs. sedans or mini cars are common place. Thus breakaway signs that were once acceptable
for the larger, heavier cars must be adjusted for the smaller cars. The details of our current
breakaway installations follow the crash test results performed by a national pool fund study
in 1991 coordinated by FHWA to meet current vehicle weights and vehicle impact
specifications.

The appropriate procedures for acceptance testing of breakaway supports are based on
NCHRP report 350, "Recommended Procedures for the Safety Performance Evaluation of
Highway Features."

Most breakaway posts consist of rolled steel shapes, extruded aluminum shapes or timber.
The Departments single and multiple post breakaway signs use a unidirectional or
multidirectional slip base design. Multidirectional single breakaway posts are used when a
vehicle can impact the sign from any direction. A unidirectional single or multiple post
breakaway post is generally used when a vehicle can impact the sign in one direction.

Slip base mechanisms activate when two parallel plates slide apart when bolts are pushed
out under impact. The upper hinge on unidirectional multi-post signs consists of a slotted
fuse plate on the expected impact side and a saw cut through the web of the post to the near
flange. The near flange then acts as a hinge when the post rotates up. Proper function of the
slip and fuse plate design requires the proper torque of the bolts.

Attached on page 10 (6) is an example detail of a single post and multiple post breakaway
slip base roadside ground mounted sign. Further information on ground mounted signs can
be obtained from the standard sign details.

10 (2)
 OVERHEAD SIGNS
Overhead signs consist of ground or structure mounted type II trusses, cantilever trusses or
fascia signs. The span ranges for the type II trusses can extend up to 120 ft. The span ranges
for the cantilever trusses can extend up to 30 ft. The type II and cantilever trusses are space
frames that consist of steel, aluminum tube, or pipe section. The type II trusses may come
in incremental sections, which can be joined by means of a bolted splice. This process
helps simplify the erection of the type II truss in the field.

The type II and cantilever trusses are supported by pile footings, drilled shaft footings or
attached directly to a bridge or a retaining wall support. The structural supports on a bridge
or retaining wall must be designed and detailed on an individual basis. The fascia signs are
attached directly to the side of bridge, at the bridge barriers, or at the bottom flanges of the
bridge girders. The designer is cautioned to check the design criteria for the overhead sign.
The height and wind pressure of each overhead sign must be checked against the design
criteria in the standard details. Any difference in criteria must be accounted for by an
adjustment of the standard details.

A type II truss summary sheet is included with the standard details. The table on this
summary sheet is to be filled out by the designer. The table includes information for the
sign number; sign station, sign areas, trusses member sizes, truss camber and anchor bolt
sizes. The structure design of the type II trusses is based on an in-house computer program.
The computer output will give the most economical truss member sizes, the truss camber
and the required anchor bolt diameters for spans ranging from 30 ft. to 120 ft. at
increments of 6 ft. Member sizes given by the computer output must be checked for
availability. The engineer should include a minimum additional 30% to the planned design
sign area to account for any future signs placed on the truss. The program assumes the sign
panel to be 10 ft. in height and the sign area will vary in increments of 100 sq.ft.. Normally
the truss designs are provided upon written request to the Bridge Design Section.

For overhead cantilever signs, the Department maintains a ground mounted and structural
mounted standard details. The engineer is required to check the site criteria to each
cantilever to see if it matches our standard detail design criteria. This is especially true for
cantilevers mounted on bridges at heights above our normal criteria. In cases not covered
by our standard detail, individual design and details must be done.

Shop drawings for overhead signs are normally submitted to the design section by the
fabricator for review and approval. The fabricator will sometimes request the use of a
different diameter pipe or tube than what is called for in the plans, since certain sizes of
tube or pipe may not be readily available.

Attached on page 10 (7) through page 10 (12) are examples of details of the type II
cantilever trusses showing both structural and ground mounted details. Also attached on
page 10 (13) is a sign truss design form to be used by the designer in identifying and
designing overhead sign structures. The designer should fill out the top truss design data

10 (3)
table for each overhead sign. The Bridge Design Section will complete the type II truss
member size table upon written request.

10 (4)
ANALYSIS AND DETAIL INFORMATION

Analysis

1. Ground mounted Multiple post sign supports are considered as cantilever beam-
columns that are fully supported against lateral and torsional buckling at sill
connections.

2. Ground mounted single post signs are designed as cantilever beam-columns that
have unsupported length from the base to the center of pressure of the sign
mounted on them.

3. A uniform soil bearing capacity of 3 ksf was used for ground mounted roadside
signs.

4. Overhead type II sign trusses are designed as pin connected and simple supported
for wind and dead load trusses. The columns for the overhead type II trusses are
designed fixed at the base.

5. Structure mounted supports for type II or cantilever overhead sign trusses must be
designed and detailed on an individual basis.

Details

1. Ground mounted single-post signs have a breakaway slip base which is beveled
such that the sign is given an upward component of acceleration when hit such that
the sign will pass over the top of the colliding vehicle without further contact.

2. Ground mounted multiple-post signs have a breakaway slip base which are beveled
such that the sign is given an upward component of acceleration when both posts
are hit simultaneously. This probability is deemed to exist when the post spacing is
7 ft. or less.

3. The directional slip bases should be placed such that their operational
characteristics will be the most probable direction of high-speed collision where
practical.

10 (5)
 SIGN TRUSS DESIGN FORM
Please complete the following table as fully as possible

TRUSS DESIGN DATA

PROJECT NO. PARISH
STATION TRUSS NO.
GUARDRAIL ( ) YES REQ'D SPAN (ft)
REQ'D ( ) NO
TRUSS TYPE ( ) OVERHEAD TYPE II MOUNTING ( ) GROUND FOOTING
( ) SINGLE-POST CANTILEVER ( ) BRIDGE
( ) EXISTING« ( ) DOUBLE-POST CANTILEVER ( ) EXISTING« ( ) RETAINING WALL
( ) NEW ( ) NEW ( ) GROUND FOOTING -
MEDIAN BARRIER

WIND VELOCITY ( ) 70 mph ( ) 90 mph ACTUAL SIGN

( ) 80 mph ( ) 100 mph AREA (ft2)

DESIGN DATA SUBMITTED BY: DATE:

COMMENTS:
« EXISTING MOUNTING OR TRUSS BUILT UNDER S.P. NO. SHT NO.

The following table is to be completed by the Bridge Design Section

TYPE II TRUSS MEMBER SIZES

DESIGN SPAN (ft) DESIGN AREA (ft2) DESIGN WIND (psf)
1
SIGN HEIGHT (ft) ALUMINUM STEEL
TRUSS MEMBER 2
SEC. 3
O.D.x T AVAIL.SIZE 2
SEC. 3 AVAIL. SIZE
O.D.x T
NO. (in) NO. (in)
4
POST
POST STRUT
POST DIAGONAL
CHORD
H. DIAGONAL

CAMBER (in)
ANCHOR BOLT DIA.(in)
LOAD CASE
COMPUTED BY: CHECKED BY: DATE:
COMMENTS:

1
Sign height = sign height from the ground to centerline of sign panel
2
Sec. No. is obtained from Bridge Design computer design tables
3
O.D. x T (outside diameter x thickness)
4
Design post spacing= 6 ft + chord diameter + post diameter

10 (13)
 CHAPTER

TABLE OF CONTENTS
BARRIER AND END TREATMENT SYSTEMS ................................................................................... 1
OVERVIEW ..................................................................................................................................... 1
HISTORY OF CRASH TESTING .......................................................................................................... 1
LOUISIANA PRACTICE ...................................................................................................................... 3
Barriers..................................................................................................................................... 3
Guardrail.................................................................................................................................. 3
Guardrails for Off-System Projects............................................................................................ 4
Crash Cushions (Impact Attenuators)........................................................................................ 5
DRAWINGS .................................................................................................................................... 7
Strong-Post W-Beam Median Barrier ........................................................................................ 7
Strong-Post Thrie-Beam Median Barrier.................................................................................... 8
F-Shape Median Barrier............................................................................................................ 9
Safety-Shape Median Barrier .................................................................................................. 11
Single-Slope Median Barrier................................................................................................... 13
Tall Wall Median Barrier ........................................................................................................ 15
F-Shape Portable Concrete Barrier.......................................................................................... 16
Low-Profile Construction Barrier ............................................................................................ 20
Low-Profile Construction Zone End Treatment....................................................................... 21

11 (i)
 BARRIER AND END TREATMENT SYSTEMS
OVERVIEW

Crash tested and approved effective barrier systems, end treatments, and crash cushions,
shall be used to achieve the highest levels of highway safety. Any highway safety
appurtenances, which do not meet the appropriate crash test requirements or are not
considered as operational by FHWA and LA DOTD shall not be specified in any plans.
This will include all generic as well as proprietary items. Prior to 1994 all highway safety
devices were crash tested in accordance with the guidelines outlined in the National
Cooperative Research Program 230 (NCHRP230). NCHRP 230 has been replaced by
another publication, which is referred to as NCHRP 350 since early 1994. Although many
safety appurtenances are crash tested to meet these new criteria, FHWA has not established
a target date in which time the NCHRP 350 criteria will become mandatory. This is
partially due to the fact that the more stringent criteria in this new document has made it
very difficult for some widely used existing devices to pass the crash test. In fact a partial
rewrite of NCHPR 350 may be necessary before it is mandated nationwide. Until such
date, the NCHPR 230 will remain as the official criteria for approval of safety
appurtenances. However, all items, which have passed the test under NCHRP 350, shall
be given favorable consideration for use on state highways.

Uses of proprietary items are generally not recommended unless a generic equal is not
available. When proprietary items are specified, plans shall allow an equal substitute
subject to the approval of the Department and at no extra cost.

In selecting or working with any type of roadside safety appurtenance, consult the latest
issue of AASHTO; “Roadside Safety Guide for the Recommended Procedures”, and design
criteria.

HISTORY OF CRASH TESTING

Procedures for full-scale vehicle crash testing of Roadway Barriers were first published in
Highway Research Institute in 1973 to address the questions that were not covered in
circular 782. Following this project the first report was published as "Recommended
Procedures for Vehicle Crash Testing of Highway Appurtenances", NCHRRP Report 153.
This 16-page document was based on technical input from more than 70 individuals and
agencies as well as extensive deliberation by a special adhoc panel. This report later
proved to be inadequate and NCHRP Project 22-2(4) was initiated in 1979 by Southwest
Research Institute to address the major changes that had been recommended through a
special committee action under TRB Circular 191. The final report of NCHRP Project 22-
2(4) was published as NCHRP Report 230 "Recommended Procedures for the Safety
Performance Evaluation of Highway Safety Appurtenances", in 1980.

11 (1)
This 36 page document incorporated new procedures, updated the evaluation criteria and
brought the procedures up to date with available technology and practices. This document
served as the primary reference for full-scale crash testing of highway safety appurtenances
in the United States and in many other parts of the world.

In 1987, AASHTO recognized that the evaluation of roadside safety concepts, technology,
and practices necessitated an update to report 230. The reason included significant changes
in the vehicle fleet, the new policies requiring the use of safety belt and advances in
computer simulation and other evaluation methods.

Following this recognition, a team of experts from Texas Transportation Institute (TTI) and
Dynatech Engineering began their effort in 1989 toward the creation of a new set of criteria
to replace the NCHRP 230. The end result of their effort has been the creation of the NCHRP
350, which represents a comprehensive update of the procedures for safety performance
evaluation.

Report 350 differs from report 230 in the following ways:

1. It provides a wider range of test procedures to permit safety performance

evaluations for a wider range of barriers, terminals, crash cushions, breakaway
support structures and utility poles, truck-mounted attenuators, and work zone
traffic control devices.

2. It uses a pickup truck as the standard test in place of the 4,500 lb. passenger car to
reflect the fact that almost 25% of the passenger vehicles on U.S. roads are "light
truck" category.

3. It defines other supplemental test vehicles including a mini-compact passenger car

(1,500 lbs.), single unit cargo trucks (1,800 lbs.) and tractor-trailer vehicles (80,000
lbs.).

4. The three basic evaluation criteria categories remain the same. The occupant risk
criteria retains the use of the flail space model, but defines preferred and maximum
levels of occupant impact velocity and acceleration.

5. It provides optional criteria, established by others for side impact testing.

11 (2)
LOUISIANA PRACTICE

Barriers
Details of several crash-tested roadway barriers have been shown in this chapter. Among
these barriers, the double-face thrie beam and the sloped-face concrete barriers are
considered by FHWA as "Innovative Barrier". When required by FHWA, these barriers may
be used in lieu of the more conventional type.

Barriers shown here are in two basic categories. First, the permanent barriers second the
temporary barriers. Temporary barriers are commonly used in construction zone. When
temporary barriers are utilized on bridge structures a positive connection to the bridge
deck shall be provided, unless it is determined that a considerable lateral deflection of the
barrier system can be tolerated. The blunt ends of temporary barriers shall be made
crashworthy by means of either an end treatment device or by flaring away from traffic and
carrying beyond the clear zone distance.

Guardrail
Virtually all information pertaining to guardrail is contained in the Standard Plan GR-200.
This Standard provides information to the designers for the purpose of determining the
"Length of Need" and to the contractors, for the purpose of constructing the guardrail.

In addition to GR-200, Standard Plan GR-201 and GR-202 are provided to aid the
designers with specific applications of guardrails. By using these particular standards the
designers may show the dimensions which are unique to a specific condition on a simple

Sketch in the contract plans and make reference to a detail on the standard plan to provide
the more generic information. Standard plans GR-201 and GR-202 shall always be used in
conjunction with Standard Plan GR-200.

Although guardrail standard plans adequately provide the necessary information to

construct the guardrail system, it is very important that plans provide all information
necessary for the specific site condition. For example, plans shall always show the total
length, the length of each pay item, the location, the flare rate, the type of end treatment
and any special notes or details.

When bridge construction is considered as "Spot Replacement", often there is little or no

road construction, and in such cases minimum guardrail length shall be provided to make
the bridge rail blunt ends crashworthy. In these situations, it is not necessary to design
"length of need" to provide protection for the full "clear zone" distance behind the bridge
rail. An exception to this is when the existing road in the vicinity of the structure provides
the design "clear zone" distance, in which case the guardrail for the bridge ends shall
provide protection consistent with that "clear zone" distance. The decision whether the
minimum length or the standard length is to be utilized shall be made at the Plan-In-Hand
meeting after the road condition is examined. The final decision shall be included in the

11 (3)
Plan-In-Hand report. When minimum guardrail lengths are utilized in "spot replacement"
conditions, there will be no need for acquiring a design exception.

In all conditions, where the criteria within the standard plans can not be concurred, a
design exception from the Chief Engineer shall be obtained and shall be stated in the
plans. Statements of such design exceptions will provide easy reference to these exceptions
when the Department is challenged in litigation. End treatment of bridge railing located
outside of the clear zone is recommended unless it is determined not feasible. End
treatment of combination traffic and pedestrian railing when curbs and sidewalks are
present is not recommended.

For guardrails on existing roads and bridges see EDSM NO. 11.3.1.3. This EDSM outlines
the procedures for guardrail design on existing conditions.

Bridge railing on all detour bridges shall be protected with a crashworthy end treatment.
Flexible bridge railing can be adequately protected with a minimum guardrail length of
450 ft. However, when rigid barriers such as concrete safety shapes are used an additional
300 ft. transition guardrail section shall be included.

Guardrails for Off-System Projects

The guardrail standard plans applicable to off-system bridge projects are as follows:

GR-203A

GR-203B

BR-05

All standard plans for off-system projects shall be used in conjunction with Standard Plan
GR-200.

GR-203A makes provisions for bridge end treatment on all classifications of off-system
projects.

GR-203B provides a shorter guardrail length than GR-203A, for when site conditions do
not allow the installation of the standard length guardrail contained in GR-203A.

BR-05B is a safety shape bridge barrier that is flared down within a 120 ft. length. These
standards are applicable for situations where physical conditions do not allow the
application of Standard Plans GR-203A and GR-203B.

In addition to these standards, Standard Plan GR-200 contains details for bridges near
intersections. At the discretion of the Design Engineer, these details may be applied when
it is geometrically appropriate.

11 (4)
Crash Cushions (Impact Attenuators)
Crash cushions or impact attenuators are protective devices, which prevent errant vehicles
impacting fixed object hazards.

Commonly, impact attenuators are in two categories:

1. Kinetic attenuators

2. Inertial attenuators

Kinetic attenuators are generally referred to as compression crash cushion. This type of
attenuator needs a rigid backup wall to resist the impact loads. The kinetic attenuators
work based on the absorption of the kinetic energy of a moving vehicle by crushable or
plastically deformable materials placed in front of a hazard. Some of the energy is also
dissipated by the crushing of the front end of the impacting vehicle.

The inertial attenuators work based on the conservation of momentum principle. The
expandable mass usually consists of containers filled with sand or water. There is no need
for a back wall. Momentum is equal to the mass of a body multiplied by its velocity.
Application of the conservation of the momentum concept will not completely stop the
vehicle; however, it will be adequate to reduce the velocity of the vehicle to about
10 mph after the last module has been impacted. The use of inertial attenuators such as
sand barrel systems is not recommended for gore areas on elevated structures. However,
for highway applications they can be effective and economical. Virtually all impact
attenuators used in Louisiana are proprietary items. There are a number of proprietary
attenuators in the market, most of which are manufactured by "Energy Absorption Systems,
Inc.".

The "Hex-Foam Sandwich" is among the most commonly used attenuators in our state. The
designer using the manufacturer's design information shall determine its length and width.
The construction and the installation of such devices shall always be in accordance with
the manufacturer's recommended procedures.

The "Great" is another form of attenuator, which is compatible with "Hex-Foam" both in
performance and cost. However, the use of this attenuator is generally reserved for very
narrow locations as opposed to the "Hex-Foam" which is available in varying widths.

The "Construction Zone Great" is an attenuator commonly used in work zones and the
only thing the designer needs to do is to specify its use on the plans.

The design of attenuators shall be in accordance with industry standards. Impact

attenuators shall be designed for the maximum average deceleration level not exceeding
approximately 7.0 g's.

11 (5)
The reserve area for gores shall be designed and checked in accordance with the latest
AASHTO geometric specification. These criteria are also available in the "Roadside Design
Guide" under "Crash Cushions."

Although for many years, proprietary attenuators have been the primary source of
attenuators, many state DOTs have made considerable progress in designing their own
generic attenuator systems. There are many cost saving advantages in such devices, one of
which arises from the fact they can be fabricated on a competitive basis.

The Bridge Design Section is working to provide better information regarding the generic
attenuators, and as soon as fabrication plans are available, the use of these attenuators will
be strongly recommended.

11 (6)
 CHAPTER

TABLE OF CONTENTS
MOVABLE BRIDGES ....................................................................................................................... 1
INTRODUCTION ............................................................................................................................. 1
SCOPE ........................................................................................................................................... 1
On Selection Of Alternates....................................................................................................... 1
Analysis.................................................................................................................................... 3
Design Details.......................................................................................................................... 3
Erection Notes.......................................................................................................................... 4
Special Requirements............................................................................................................... 6

12 (i)
 MOVABLE BRIDGES
INTRODUCTION

Movable bridges are sometimes required for navigable waterways, where high level
bridges are economically unfeasible, particularly urban areas where high level structures
would cause excessive relocations. Particular attention must be given to geometric
requirements for marine traffic clearance, and the fitting of the bridges and approaches to
the site. The Coast Guard should be involved early in the design process.

When the economics of a movable bridge are being considered, long term maintenance
costs, as well as initial construction costs should be considered. The current and projected
opening frequencies for marine traffic should be carefully weighted against the vehicular
traffic volume.

SCOPE

This is a guide for the structural analysis and details involved in the plan preparation for
movable bridges. It is also a guide for the economic comparison of a movable bridge to
other alternatives. The AASHTO Specification for Movable Bridges is the base specification
governing the analysis design of movable bridges.

On Selection Of Alternates

There are three basic bridge configurations to be considered at a navigable waterway

crossing:

1. The low level movable bridge

2. The semi-high level movable bridge

3. The high level movable bridge

There are three basic types of movable bridges:

1. The vertical lift

2. The swing span

3. The bascule

Additional types of water crossings are the pontoon bridge and the ferry.

12 (1)
The economic factors in evaluating the alternative for crossing a waterway are extensive,
and the data required satisfying a rigorous analysis is not readily available, or at least not
easily quantified. However, reasonable estimates of this data often result in economic
analyses which so heavily factor a particular alternate that significant errors in assumption
will have little affect on the comparison.

High level fixed bridges are to be preferred unless the economics clearly indicate that a
movable bridge would be significantly less expensive. Although lengthy approaches are
required for high level bridges, they afford the following advantages: unrestricted flow of
both marine and highway traffic, operators are not needed, less required maintenance, and
lower susceptibility to marine collision. High levels of vehicular and marine traffic make
the movable bridge alternate less tolerable.

Low level movable bridges provide for near grade crossing of highway traffic, with minimal
bridge approaches. Every attempt should be made to provide sufficient clearance under
the bridge to allow passage of 80% or more of all navigation, as well as all-small marine
vessels, such as runabouts, without opening the bridge. These structures require complex
electrical and mechanical equipment for operation of the span, along with operating
personnel. Due to the closeness to the water, the probability of collision damage is greater
than for a high level or semi-high level structure. Maintenance frequency and cost are
relatively high compared to fixed bridges, as are the operating costs, which include
electrical power and manpower.

Semi-high level movable bridges are difficult to justify economically because they
incorporate the economic disadvantages of low level movable bridges, and, in part, the
economic disadvantages of high level fixed bridges. Because they have long approach
structures, the maintenance costs include those required for high level bridges, as well as
those required for operating equipment. Semi-high level bridges do provide the advantage
of passing most marine traffic without opening, which may justify placing an operator “on
call” rather than requiring continuous operating status. However, potential damage to
operating equipment and loss of operational integrity are factors which greatly increase
repair cost compared to fixed structures with similar collision damage.

The traditional approach to bridge economics of comparing initial cost and choosing the
least cost alternate to gain as many improvements as possible with the construction budget
is not applicable when comparing fixed and movable structures. The significant long-term
cost associated with operating and maintaining movable bridges impact operations and
maintenance budgets in a way not associated with fixed structures, not to mention the
inconvenience to the traveling public. Though these costs do not affect the current
construction budget, they do affect future total budgets shared between maintenance,
operations and construction. To account for this, the long-term costs should be
incorporated over the life expectancy of the bridge alternates being considered. Economic
analyses such as present-worth should be used with a typical life expectancy of 50 years.

12 (2)
Though economics are usually the most significant consideration, a particular site
condition or service intent of a bridge may dictate a choice of an alternate other than the
apparent most economical one. However, a rational economic analysis will give the
Department and the public the needed knowledge of the additional cost required to satisfy
any overriding peripheral issues controlling the choice of alternates.

Analysis
Movable bridges are designed to sustain an intricate set of load conditions in addition to
those for fixed bridges. These loads simulate wind, traffic and impact conditions under
which the bridge must operate. Provisions for adjustment to balancing and for anticipated
malfunctions are considered in the design and planning of a movable bridge, to minimize
the probability of in-service structural or mechanical damage. Accordingly, certain
structural design practices for movable bridges tend to be more conservative than those
allowed in the specifications for fixed bridges. These practices are derived from
engineering judgment and experience, and are intended to assure the long term durability
and safety of such structures.

1. The moving elements of a movable bridge, including the supporting substructure,

should be designed by the working stress methods.

2. A fifth load configuration and an additional group load shall be incorporated into
the design of swing span bridges. The load configuration is:

a) “Case V: Unbroken Live Load - Bridge closed and considered as a continuous

girder, but the live load placed so as not to cause negative reactions.” 1

b) An additional group loading combines Case I and Case V. This combination

represents a malfunction condition where the wedges fail to drive and the span
is operating under live load applied such that the ends bear on the rest piers.

3. The general policy of providing for an additional 12 psf for future wearing surface
will not be incorporated into the design of movable (lift, swing, bascule) span
structures. If resurfacing is required, the rehabilitated surface will match the original
grade causing no additional weight or adjustments to the counterweight. The plans
must indicate in the General Notes sheet that these structures have not been
designed for future wearing surface.

Design Details

1. Construction materials are strategically selected to achieve the most effective

advantage in terms of strength, weight, and cost requirements. The deck (steel grid
or concrete) of movable spans are chosen for light weight to minimize the

1
Movable Bridge, volume 1, O. E. Hovoy, John Wiley and Sons, Inc. 1926, pp. 191-192

12 (3)
 counterweights, strength of supporting elements, and the power to operate the span.
Where the deck contributes to the counterweighing of the span, such as for short
arm of an unequal arm swing span, or the tail side of the trunion on a bascule span,
heavier decks such as concrete are chosen.

2. Where machinery must be located under steel grid floors, the steel grid should be
partially filled with concrete to provide shelter from the roadway debris and
weather.

3. On swing span bridges, the top of the pivot pier cap should be at an elevation that
will clear the design high water sufficiently to prevent the machinery from getting
wet. The desirable value is usually 1 foot above the 50 year high water elevation.
Any value less than this must be balanced between the competing constraints.

4. The area around the anchorage beams for the hydraulic arm attachment shall be
poured monolithically with the cap.

5. The sag in swing spans caused by differential temperature in the flanges must not be
incorporated in the stress, deflection, and camber requirements for the span.
However, this sag component will be incorporated into the end lift reactions.

6. The erection and construction sequence for the main girders of the steel plate girder
swing spans shall be completely outlined in the details for the swing span. This
information is normally shown adjacent to the camber diagrams and should read as
follows:

Erection Notes

THE CONTRACTOR WILL BE REQUIRED TO SUBMIT DETAILED ERECTION DRAWINGS

SHOWING THE SEQUENCE OF ERECTION AND THE FALSEWORK TO BE USED. THIS
INFORMATION MUST BE SUBMITTED TO THE BRIDGE DESIGN ENGINEER WITH SUFFICIENT
TIME TO ALLOW FOR CHECKING, CORRECTIONS, AND APPROVAL PRIOR TO ERECTION OF
THE SPAN.
THE FALSEWORK SHALL BE PILE SUPPORTED AT BOTH ENDS AND AT THE FIELD SPLICED
LOCATIONS OF THE MAIN GIRDERS. IT MUST PROVIDE ADEQUATE RIGIDITY AND
STRENGTH TO SUPPORT THE ERECTION POSITION AND LOADS REQUIRED. THE ERECTION
POSITION OF THE MAIN GIRDERS SHALL BE REGULARLY CHECKED AND MAINTAINED
DURING THE ERECTION PROCESS. THE FALSEWORK SHALL BE DESIGNED TO ACHIEVE THE
FOLLOWING STAGES:
A. THE MAIN GIRDERS SHALL BE ERECTED ON FALSEWORK SUPPORTING THEM IN THE
POSITION OF THE CAMBER DIAGRAM.
B. THE CONNECTIONS FOR THE MAIN GIRDERS (FIELD SPLICES), FLOOR BEAMS,
STRINGERS, AND LATERAL BRACING SHALL BE COMPLETED.

12 (4)
C. MAIN GIRDERS SHALL BE ALLOWED TO DEFLECT TO A POSITION ABOVE THE FINISH
GRADE POSITION, SUCH THAT ITS ORDINATES ARE NO CLOSER THAN 25% OF THE END
LIFT DEFLECTION ORDINATES ABOVE THE FINISH GRADE ORDINATES (WEDGES DRIVEN). IF
THE MAIN GIRDERS DO NOT DEFLECT ENOUGH TO MAKE CONTACT WITH THE
FALSEWORK, WHEN PROPERLY ADJUSTED FOR THIS POSITION, SHIMS SHALL BE ADDED TO
PROVIDE FULL SUPPORT IN THE DEFLECTED POSITION.
D. THE COUNTERWEIGHT SHALL BE POURED AND THE GRID DECK PLACED IN
POSITION BUT NOT WELDED TO THE STRINGERS.
E. THE MAIN GIRDERS SHALL BE ALLOWED TO DEFLECT TO THE FINISH GRADE
ORDINATES WITH THE END LIFTED.
F. THE CONCRETE DECK SHALL BE PLACED AND THE BRIDGE RAILING CONNECTIONS
COMPLETED, ASSURING THAT THE ENDS OF THE SPAN WILL NOT DEFLECT BELOW FINISH
GRADE. THE GRID DECK SHALL BE WELDED TO THE STRINGERS.
G. UPON COMPLETION OF THE ERECTION OF THE MAIN SPAN (INCLUDING
INSTALLATION OF THE BALANCE WHEELS, THE PLACEMENT OF THE ESTIMATED NUMBER
OF BALANCE BLOCKS ON THE COUNTERWEIGHTS NECESSARY TO BALANCE THE SPAN,
PUMP, AND ROLLERS), THE SUPPORTING FALSE WORK SHALL BE REMOVED.
H. THE FREE SWINGING SPAN SHALL BE PRECISELY BALANCED AND THE ORDINATES
MEASURED IN THE MORNING PRIOR TO SUNRISE TO AVOID TEMPERATURE EFFECTS. THE
ORDINATES SHALL BE COMPARED TO THE FINISH GRADE ORDINATES, WITH THE ENDS
NOT LIFTED. THE ROLLER BASE ELEVATIONS SHALL BE SET TO PRODUCE THE END LIFT
DEFLECTION OF THE SPAN AT CONSTANT TEMPERATURE.
I. THE HORIZONTAL BASE LINE SHALL BE ROTATED WHILE THE SPAN IS FREE
SWINGING TO PROVIDE FOR EQUAL END LIFTS WITH DESIGN TEMPERATURE DEFLECTION.
THE BALANCE WHEELS SHALL BE ADJUSTED TO CLEAR THE TRACK BY NOT MORE THAN
0.375” WHILE THE SPAN IS IN THIS POSITION.
J. THE ROLLER BASE RISERS AND RISER WALLS ON THE REST PIERS SHALL BE PLACED
AND THE ROLLER BASES INSTALLED. CHECK THE END LIFT SYSTEM TO ENSURE ITS ABILITY
TO LIFT TO THE FINAL ORDINATES WITHOUT EXCEEDING THE DESIGN PRESSURE.
K. THE APPROACH SPANS ADJACENT TO THE MAIN SPAN SHALL BE PLACED WITH
FINISH GRADE AND END DAMS ADJUSTED AS REQUIRED TO MATCH THE COMPLETED
MAIN SPAN WITH ENDS LIFTED.
COUNTERWEIGHTS:
THE CONTRACTOR WILL BE REQUIRED TO MAKE THREE (3) TEST BLOCKS IN THE PRESENCE
OF THE ENGINEER, AS REQUIRED BY THE STANDARD SPECIFICATIONS. THE ENGINEER WILL
BE NOTIFIED OF THE TIME AND PLACE THAT THE TEST BLOCKS ARE TO BE MADE. THE
RESULTS OF THE TEST BLOCKS ALONG WITH THE COUNTERWEIGHT CALCULATIONS MUST
BE SUBMITTED TO THE BRIDGE DESIGN ENGINEER, WITH SUFFICIENT TIME ALLOWED FOR
CHECKING, CORRECTIONS, AND APPROVAL PRIOR TO ERECTION OF THE SPAN.”

12 (5)
Special Requirements
1. The Department has a special way of presenting the mechanical and electrical
drawing for movable bridges. This format must be followed on all projects, whether
the plans are prepared in-house or by consultant engineers.

2. The operating house should be located with primary consideration for good
visibility of the roadway, traffic gates, and the navigation channel. There not being
any advantage to visibility, other criteria in order of importance are location of
existing utilities and accessibility in open position on long arm (bobtail swing)
downstream side. The designer should have the District Maintenance Engineer visit
the site of the proposed bridge to recommend the location of the operating house.
This is especially important when the alignment crosses a bend of the waterway.

3. The floor elevation of the operating house shall permit the standing operator to have
a blind area of waterway 60 ft., but no more than 100 ft. beyond the fascia of the
bridge. This will require the floor elevation to be governed by the width of the
structure.

4. When detailing the safety railing leading to the operators' house, it should be
brought as close to the bridge rail as possible. The safety rail shall be continuous
from the bridge to the house, so as to avoid any unsafe openings.

5. The access from the deck to the top of the pivot pier must be provided when the
deck is in the open as well as closed positions. Platforms for the landings shall be
provided with safety rails long enough to avoid accidents. Additionally, platforms
for inspection and working areas of traffic gates, traffic barriers, and end lifts (swing
spans) shall have safety rails as described above.

6. Access shall also be provided from the deck to the top of the rest piers. A platform
may be required on the backside of the rest pier wall with a passageway through the
wall, in order to provide adequate access. The designer should consult with the
Bridge Maintenance Section in determining inspection requirements.

7. Traffic gates are located and striped in accordance with “Manual of Uniform Traffic
Control Devisees for Streets and Highways” (MUTCD) published by the Federal
Highway Administration (see section in the manual on “List of Specifications . . .
.Bridges”). When not installed on structures, traffic gates are normally located
6 ft. from the edge of roadway or 2 ft. from the outer edge of a sidewalk when
present. Traffic gates are normally located 165 ft. in advance of the movable span
or its barrier, if present. Consideration must also be given to the visibility of the
gates to the motorists when establishing their actual location.

12 (6)
8. Traffic warning signals are located and painted in accordance with MUTCD. When
not installed on structures, they are normally located 6 ft. from the edge of
roadways or 2 ft. from the outer edge of the sidewalk when present. Signals are
normally located 165 ft. in advance of the traffic gates, and should not be placed
behind the guardrail BCT. Additionally, curbs should not be used in front of the
guardrail. Consideration must be given to the visibility of the signals to the
motorists in establishing their actual location.

9. Navigation lights for bridges crossing navigable inland waterways controlled by the
U.S. Coast Guard must be in conformance with their established rules. Consult the
“Aids to Navigation” Manual published by the Coast Guard to locate navigation
lights when required. Examples are given therein for different types of bridges,
which must be followed. A sketch on letter-size paper, with a location map,
elevation and plan view of the proposed bridge with navigation lights located and
shown in the proper color, must be sent to the appropriate Coast Guard District for
approval. If the bridge is not over a navigable waterway controlled by the Coast
Guard, it must be determined if any local rules apply. If not, the navigation lights
are installed according to the directions of the District Administrator.

10. Aerial beacons for structures that are controlled by the U.S. Department of
Transportation, Federal Aviation Administration. Consult the “Obstruction Marking
and Lighting” Manual published by the agency for regulations concerning height
and location of proposed construction and need for aerial beacons. If the proposed
construction appears to require aerial beacons or other obstruction markings,
Federal Aviation Administration Form No. 7460-1 should be prepared along with a
location map, elevation and plan views showing lights and/or markings, then sent to
the FAA for comment and/or approval.

11. Submarine cables require a permit from the Coast Guard before work can begin.
The Department obtains this permit from the Coast Guard before the work is started
during the plan preparation phase. The permit request requires a sketch on letter-
size paper showing the geographic locations, elevation and plan views of the
proposed bridge with the submarine cable shown in red. This permit request is sent
to the proper Coast Guard District for approval. It may be combined with the
navigation light permit showing all information on the same sketch. A permit sketch
is also necessary for adding or removing submarine cables on repair jobs. (consult
the manual, “Aids to Navigation” published by the Coast Guard for complete
information for permit applications)

12. The motor for the span is specified by the Electrical Engineering Unit with the
torque, rpm, and size requirements provided by the Mechanical Engineering Unit.
The latter specifies both size and type of smaller motors such as the barrier motor.

12 (7)
13. The operating house shall contain within it the switchboard, control desk, auxiliary
electrical panels, lighting, receptacles, heating/cooling unit, office type desk and
chair. In some instances it shall also contain one or all of the following: bathroom
facilities, sewage treatment facility, central heating and air-conditioning, baseboard
heating and emergency generator. Depending upon the equipment to be installed
the operating house can be single story or two story with the lower deck either
enclosed or open. The designer shall obtain information from the Bridge
Maintenance and Electrical Design Units.

12 (8)