Chapter 2 Preliminary Design Contents: WSDOT Bridge Design Manual M 23-50.20 Page 2-I September 2020

Chapter 2 Preliminary Design
Contents
2.1 Preliminary Studies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2 Preliminary Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8

2.2.1 Development of the Preliminary Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2.3 Preliminary Plan Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21

2.3.1 Highway Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
2.3.2 Railroad Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
2.3.3 Water Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
2.3.4 Bridge Widening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
2.3.5 Temporary Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
2.3.6 Retaining Walls and Noise Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
2.3.7 Bridge Deck Drainage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
2.3.8 Bridge Deck Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
2.3.9 Construction Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
2.3.10 Design Guides for Falsework Depth Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
2.3.11 Inspection and Maintenance Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35
2.4 Selection of Structure Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
2.5 Aesthetic Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46
2.6 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49
2.7 WSDOT Standards for Highway Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50

2.7.1 Design Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50
2.7.2 Detailing the Preliminary Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52
2.8 Bridge Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53

2.8.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53
2.8.2 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53
2.8.3 Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-54
2.9 Bridge Standard Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-56
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2.10 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-57

Appendix 2.2-A1 Bridge Site Data General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-58
Appendix 2.2-A2 Structure Site Data Rehabilitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-59
Appendix 2.2-A3 Structure Site Data Stream Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-60
Appendix 2.2-A4 Preliminary Plan Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
Appendix 2.2-A5 Request For Geotechnical & Hydraulic Information for Bridge
Preliminary Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63
2.99 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64
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2.1 Preliminary Studies

Different levels of preliminary studies are discussed below. Not all are applicable to a
specific project. Bridge and Structures Office should participate in all applicable studies.
Reports from the studies should be filed for future reference.
2.1.1 Interdisciplinary Design Studies
Region may set up an Interdisciplinary Design Team (IDT) to review the various design
alternatives for major projects. The IDT is composed of members from Regions, HQ,
outside agencies, and consulting firms. The members have different areas of expertise,
contribute ideas, and participate in the selection of design alternatives. This work will
often culminate in the publication of an Environmental Impact Statement (EIS).
Bridge designers may be asked to participate either as a support resource or as a member

of the IDT.
2.1.2 Value Engineering Studies
Value Engineering (VE) is a review process and analysis of a design project. The VE
team seeks to define the most cost-effective means of satisfying the basic function(s)
of the project. Usually a VE study takes place before or during the time that the region
is working on the design. Occasionally, a VE study examines a project with a completed
PS&E. VE studies are normally required for projects with cost overruns.
The VE team is headed by a facilitator and is composed of members with different

areas of expertise from Regions, HQ, outside agencies, and consulting firms. The Team
Facilitator will lead the team through the VE process. The team will review Region’s
project as defined by the project’s design personnel. The VE team will determine the basic
function(s) that are served by the project, brainstorm all possible alternatives to serve the
same function(s), evaluate the alternatives for their effectiveness to meet the project’s
basic functions, determine costs, and prioritize and recommend alternatives. The VE team
will prepare a report and present their findings to the region. The Region is then required
to investigate and address the VE team’s findings in the final design.
Bridge designers may be asked to participate either as a support resource or as a member

of the VE team. VE studies usually take place over a three to five day period.
Engineers participating in VE studies, Cost-Risk Assessment (CRA) or Cost Estimate and

Validation Process (CEVP) meetings shall call the S&E Engineers and double check all
costs when providing cost estimates at VE studies and CRA meetings.
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2.1.3 Preliminary Recommendations for Bridge Rehabilitation Projects
When the Region starts a bridge rehabilitation project, they will submit a written
memo requesting that the Bridge and Structures Office make preliminary
project recommendations.
The Bridge and Structures Office will review the as-built plans, load ratings, existing
inspection and condition reports prepared by the Bridge Preservation Office (BPO), and
schedule a site visit with Region and other stakeholders. Special inspection of certain
portions of the structure may be included in the site visit or scheduled later with Region
and BPO. The purpose of the inspections is to obtain more detailed information as to the
bridge’s condition, to obtain dimensions and take photographs of details needed for the
project recommendations.
Following the site visit, the next steps are:

• Determine the load capacity of the existing bridge.
• Determine what type of rehabilitation work is needed and time frame required
to accomplish the work.
• Determine any special construction staging requirements. Can the bridge be totally
shut down for the rehabilitation period? How many lanes will need to be open?
Can the work be accomplished during night closures or weekend closures?
• Develop various alternatives and cost estimates for comparison, ranging from
“do nothing” to “new replacement”.
• Determine what the remaining life expectancies are for the various rehabilitation
alternatives.
• Determine the cost of a new replacement bridge. If the cost for the rehabilitation
is equal or greater than 60 percent of a new replacement bridge, a new replacement
bridge is recommended.
The Bridge and Structures Office will provide Region with a written report with
background information. The Region will be given an opportunity to review the draft
report and to provide input prior to finalization.
The Bridge Project Support Engineer and Specifications & Estimates Engineers (S&E)
provide bridge scoping cost estimates to Regions for their use in determining budgets
during Region's project definition phase. The S&E Engineers will check the Bridge Project
Support Engineer's estimate as well as check each other.
2.1.4 Preliminary Recommendations for New Bridge Projects
The Region will seek assistance from the Bridge and Structures Office when they are
preparing a design project requiring new bridges. Similar to the procedures outlined
above for rehabilitation projects. The Region will submit a written memo requesting that
the bridge office make preliminary project recommendations. The Bridge and Structures
Office will provide scope of work, cost estimate(s), and a summary of the preferred
alternatives with recommendations. Face to face meetings with the Region project staff
are recommended prior to sending a written memo.
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Preliminary Design Chapter 2
The Bridge Project Support Engineer and Specifications & Estimates Engineers provide
bridge scoping cost estimates to Regions for their use in determining budgets during
Region's project definition phase. The S&E Engineers will check the Bridge Project
Support Engineer's estimate as well as check each other.
2.1.5 Type, Size, and Location (TS&L) Reports
The Federal Highway Administration (FHWA) requires that major or unusual bridges
must have a Type, Size, and Location (TS&L) report prepared. The report will describe
the project, proposed structure(s), cost estimates, other design alternatives considered,
and recommendations. The report provides justification for the selection of the preferred
alternative. A letter of approval by FHWA of the TS&L study is the basis for advancing the
project to the design stage. The need for Type, Size, and Location (TS&L) report will be
determined by the Bridge and Structures and WSDOT Project offices.
The FHWA should be contacted as early as possible in the Project Development

stage because the FHWA requires a TS&L study for tunnels, movable bridges, unusual
structures, and major structures. Smaller bridges that are unusual or bridge projects for
Local Agencies may also require a TS&L study. Other projects, such as long viaducts, may
not. Check with the Bridge Project Support Engineer to see if a TS&L report is necessary.
The preparation of the TS&L report is the responsibility of the Bridge and Structures
Office. The TS&L cannot be submitted to FHWA until after the environmental documents
have been submitted. However, TS&L preparation need not wait for environmental
document approval, but may begin as soon as the bridge site data is available. See
the Design Manual M 22-01 for the type of information required for a bridge site
data submittal.
A. TS&L General
The designer should first review the project history in order to become familiar
with the project. The environmental and design reports should be reviewed. The
bridge site data should be checked so that additional data, maps, or drawings can be
requested. A meeting with Region and a site visit should be arranged after reviewing
the history of the project.
The Materials Laboratory Geotechnical Services Branch must be contacted early in

the TS&L process in order to have foundation information. Specific recommendations
on the foundation type must be included in the TS&L report. The Materials
Laboratory Geotechnical Services Branch will submit a detailed foundation report for
inclusion as an appendix to the TS&L report.
To determine the preferred structural alternative, the designer should:
l. Develop a list of all feasible alternatives. At this stage, the range of alternatives
should be kept wide open. Brainstorming with the Design Unit Managers and
other engineers can provide new and innovative solutions.

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2 Eliminate the least desirable alternatives by applying the constraints of the

project. Question and document the assumptions of any restrictions and
constraints. There should be no more than four alternatives at the end of
this step.
3. Perform preliminary design calculations for unusual or unique structural

problems to verify that the remaining alternatives are feasible.
4. Compare the advantages, disadvantages, and costs of the remaining alternatives

to determine the preferred alternative(s).
5. Visit the project site with the Region, Materials Laboratory Geotechnical Services
Branch, and HQ Hydraulics staff.
FHWA expects specific information on scour and backwater elevations for the
permanent bridge piers, as well as, for any temporary falsework bents placed in the
waterway opening.
After the piers have been located, a memo requesting a Hydraulics Report should
be sent to the HQ Hydraulics Unit. The HQ Hydraulics Unit will submit a report for
inclusion as an appendix to the TS&L report.
The State Bridge and Structures Architect should be consulted early in the TS&L
study period. “Notes to the File” should be made documenting the aesthetic
requirements and recommendations of the State Bridge and Structures Architect.
Cost backup data is needed for any costs used in the TS&L study. FHWA expects
TS&L costs to be based on estimated quantities. This cost data is to be included
in an appendix to the TS&L report. The quantities should be compatible with the
S&E Engineer’s cost breakdown method. The Specifications & Estimates Engineers
will check the designer's estimated costs included in TS&L reports. In the case of
consultant prepared TS&L reports, the designer shall have the S&E Engineers check
the construction costs.
B. TS&L Outline
The TS&L report should describe the project, the proposed structure, and give
reasons why the bridge type, size, and location were selected.
1. Cover, Title Sheet, and Index
These should identify the project, owner, location and the contents of the TS&L.
2. Photographs
There should be enough color photographs to provide the look and feel of
the bridge site. The prints should be numbered and labeled and the location
indicated on a diagram.

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3. Introduction
The introduction describes the report, references, and other reports used
to prepare the TS&L study. The following reports should be listed, if used.
• Design Reports and Supplements
• Environmental Reports
• Architectural Visual Assessment or Corridor Theme Reports
• Hydraulic Report
• Geotechnical Reports
4. Project Description
The TS&L report clearly defines the project. A vicinity map should be shown.
Care should be taken to describe the project adequately but briefly. The project
description summarizes the preferred alternative for the project design.
5. Design Criteria
The design criteria identify the AASHTO LRFD and AASHTO Guide Specifications
that will be used in the bridge design. Sometimes other design criteria or special
loadings are used. These criteria should be listed in the TS&L. Some examples
in this category might be the temperature loading used for segmental bridges or
areas defined as wetlands.
6. Structural Studies
The structural studies section documents how the proposed structure Type,
Size, and Location were determined. The following considerations should
be addressed.
• Aesthetics • Foundations
• Cost estimates • Hydraulics
• Geometric constraints • Feasibility of
• Project staging and construction
stage construction • Structural constraints
requirements • Maintenance
This section should describe how each of these factors leads to the preferred
alternative. Show how each constraint eliminated or supported the preferred
alternatives. Here are some examples. “Prestressed concrete girders could not
be used because environmental restrictions required that no permanent piers
could be placed in the river. This requires a 230-foot clear span.” “Restrictions
on falsework placement forced the use of self supporting precast concrete or
steel girders.”

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7. Executive Summary
The executive summary should be able to “stand alone” as a separate document.

The project and structure descriptions should be given. Show the recommended
alternative(s) with costs and include a summary of considerations used to select
preferred alternatives or to eliminate other alternatives.
8. Drawings
Preliminary plan drawings of the recommended alternative are included in

an appendix. The drawings show the plan, elevation, and typical section. For
projects where alternative designs are specified as recommended alternatives,
preliminary plan drawings for each of the different structure types shall be
included. Supplemental drawings showing special features, such as complex
piers, are often included to clearly define the project.
C. Reviews and Submittals
While writing the TS&L report, all major decisions should be discussed with the
Design Unit Manager, who can decide if the State Bridge Design Engineer needs to
be consulted. A peer review meeting with the State Bridge Design Engineer should
be scheduled at the 50 percent completion stage. If applicable, the FHWA Bridge
Engineer should be invited to provide input.
The final report must be reviewed, approved, and the Preliminary Plan drawings
signed by the State Bridge and Structures Architect, the Bridge Project Support
Engineer, the State Bridge Design Engineer, and the State Bridge and Structures
Engineer. The TS&L report is submitted with a cover letter to FHWA signed by the
State Bridge and Structures Engineer.
2.1.6 Alternate Bridge Designs
Bridge site conditions or current market conditions may justify the creation of alternate
bridge designs. WSDOT has successfully used alternate bridge designs in the past
to obtain best-value bridge design and construction solutions for specific locations.
Alternate bridge designs may be considered when the following conditions can
be satisfied:
• Construction cost estimates for the alternate designs should be comparable (within
10 percent). Cost estimates should include anticipated life-cycle costs (painting,
maintenance, inspection). Periods of market uncertainty, with associated structure
cost fluctuations, can provide further justification for alternate bridge designs.
• Region staff must approve the design expenditures for the preparation of alternate
bridge designs, including preliminary plans, final bridge plans, specifications and
construction cost estimates.
• WSDOT Bridge Office staffing levels and design schedules should allow for the
preparation of alternate bridge designs.

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• Variations in pier location may be required in order to optimize superstructure design

for different alternates. Environmental constraints, geotechnical, hydraulic and scour
conditions all need to allow for variations in pier location.
• Construction staging and traffic control must be determined for the alternates.
• Alternate bridge design concepts must be reviewed and approved by the Bridge and
Structures Architect.

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2.2 Preliminary Plan

The Preliminary Plan preparation stage is the most important phase of bridge and buried
structure design because it is the basis for the final design. The Preliminary Plan should
completely define the bridge and buried structure geometry so the final roadway design
by the Regions and the structural design by the Bridge and Structures Office can take
place with minimal revisions.
2.2.1 Development of the Preliminary Plan
A. Process and Sequence of Development
1. Schedule
Development of the Preliminary Plan is the first milestone in the Structure design
process. The Scope Of Work (SOW) agreement negotiated between the Region
Design PEO and the Bridge and Structures Office at or shortly after the project
kickoff establishes the deliverables (design submittals) to be produced and the
due dates for the various deliverable review milestones for the specific project.
The Structural Submittal Expectations Matrix at www.wsdot.wa.gov/

publications/fulltext/ProjectMgmt/DEM/Bridge.pdf outlines the expected
content of the design submittal deliverables at specific stages of design
development.
2. Structure Site Data
Structure Site Data is the background data and information developed by the
Region Project Office and submitted to the Bridge and Structures Office for use
in developing the Preliminary Plan. Development and content of Structure Site
Data is defined by Chapter 710 of the WSDOT Design Manual M 22-01.
Upon receipt by the Bridge and Structures Office, the Bridge Preliminary Plan
Engineer and the Bridge Preliminary Plan Detailer in the Bridge Project Support
Unit review the contents against the Structure Site Data checklist, Exhibit 710-
01 of Design Manual Chapter 710, to ensure completeness of the submittal.
Conformance with WSDOT CAD detailing protocol, especially geometric
consistency, is also confirmed at this time.
If inconsistencies or omissions are discovered, the Region Project Office is

contacted to revise and supplement the Structure Site Data submittal as
necessary.
When the Structure Site Data is confirmed as complete, the development of the
Preliminary Plan begins.
3. Preliminary Plan Design Assignment
Development of the Preliminary Plan within the Bridge and Structures Office
generally occurs in two different ways.

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The primary approach as project schedules allow, is for the Preliminary Plan to be
developed by designers and detailers within the Bridge Project Support Unit.
An alternative approach is for the Preliminary Plan to be developed by designers

and detailers within one of the Bridge Office Structural Design Units under
the review guidance of the Bridge Preliminary Plan Engineer and the Bridge
Preliminary Plan Detailer in the Bridge Project Support Unit.
The flowchart for alternative approach for the Preliminary Plan preparation is
shown in Appendix 1.2-A1: Bridge & Structures Design Office Workflow.
4. Preliminary Plan Development
Preliminary Plan development includes initial steps outlined in Sections 2.2.1.B

through 2.2.1.G, further development under Section 2.2.3 and Section 2.2.4, and
the review, submittal, and approval process outlined in Section 2.2.6.
The development steps of Sections 2.2.1.B through 2.2.1.G and Section

2.2.3 lead to selection of a preferred Structure Alternative for structure type,
configuration, and orientation. Through this process, the CAD details of plan,
elevation, cross sections, and other pertinent details are developed to sufficient
completeness and consistency to bring the Preliminary Plan to the Initial Internal
Review milestone.
5. Initial Internal Review
Once the Preliminary Plan is developed and detailed to the point of presenting
a complete concept solution, including an initial set of Notes To The Region
questions, the plan is ready for circulation for an initial internal review.
At this point, the preliminary plan designer circulates a PDF file of the Preliminary
Plan to the following:
• Region Project Office, including Designer(s), Team Leader, and Project
Engineer and any other actively involved Project Office management staff
• The Chief Foundation Engineer of the Materials Laboratory Geotechnical
Division, or the Geotechnical Engineer assigned to the project, if assigned at
that time
• The State Hydraulics Engineer
• The State Bridge and Structures Architect - see Section 2.2.6.A
• The appropriate Bridge and Structures Office structure design specialist
for the structure material type - Steel Specialist for steel bridges, Concrete
Specialist for concrete bridges and buried structures - see Section 2.2.6.A
• The Bridge Project Support Unit Manager
• The Structure Design Unit Manager assigned to design the structure
• The designer in the Structure Design Unit assigned to lead the design (if
assigned at that time)
• The State Bridge Design Engineer

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• The Coast Guard Liaison Engineer when the bridge requires a US Coast
Guard permit for navigation opening and clearance.
• The checker assigned to review the project - either another designer in the
Bridge Project Support Unit or, in the case of a Preliminary Plan prepared in a
Bridge Office Structural Design Unit, the Bridge Preliminary Plan Engineer in
the Bridge Project Support Unit
The deadline for return of review comments is specified in the distribution

email. The review period is conventionally two-weeks, but this may be adjusted
as appropriate to account for holidays, project schedule status, and complexity
of the project. Comments are reviewed and addressed as they are received. If
comments received are significant enough to trigger changes in structure type,
configuration, and orientation, there may be additional internal reviews at the
discretion of the Bridge Preliminary Plan Engineer.
6. Request for Geotechnical and Hydraulics Information
Coincident with the initial internal review distribution, the Request for
Geotechnical & Hydraulics Information for Bridge Preliminary Plan form
(Appendix 2.2.A-5) is completed and distributed to the (1) the Chief Foundation
Engineer or the Geotechnical Engineer assigned to the project, and, for waterway
crossings (2) the State Hydraulics Engineer.
The Preliminary Plan designer completes the project name and location, and the
survey line stations defining the structure limits. The geotechnical and hydraulic
contacts are responsible to complete the tabular data in the form. The return of a
completed form shall coincide with the end of the initial internal review.
The hydraulics information generated by this request pertains to how hydrology

affects geotechnical aspects of the foundation design (scour and channel
migration). This information is supplemental to the stream flow data provided
with the Structure Site Data.
7. Cost Estimate
Once consensus is reached on the structure type, configuration, and orientation

through the internal review process, and the Request for Geotechnical &
Hydraulics Information form is completed and returned, the Preliminary Plan with
the completed geotechnical and hydraulics Information form is presented to the
Bridge Project Support Engineer, or designee, for preparation of the preliminary
cost estimate. See Section 2.2.5.
8. Distribution for Preliminary Plan Approval
With the completion of the cost estimate, the Preliminary Plan is ready for
distribution to the Region for approval. See Section 2.2.6.B and Section 2.2.6.C.

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9. Distribution of Final Preliminary Plan
When consensus is reached with Region signature approval on the Preliminary

Plan as distributed in accordance with Section 2.2.6.B and Section 2.2.6.C,
the Preliminary Plan is ready for final distribution, to officially conclude the
Preliminary Plan process and fully transfer design responsibility for the project to
the Bridge Structural Design Unit. The distribution list for the Final Preliminary
Plan remains the same as specified in Section 2.2.6.B.
B. Responsibilities
In general, the responsibilities of the designer, checker, detailer, and Design Unit
Manager are described in Section 1.2.2. The Preliminary Plan designer as defined
in Section 2.2.1.A.3 is responsible for developing a Preliminary Plan for the bridge
or buried structure. The Preliminary Plan must be compatible with the geometric,
aesthetic, staging, geotechnical, hydraulic, and structural requirements and conditions
at the bridge site as presented by the Structure Site Data.
The Structural Design Unit Manager shall be kept informed of progress on the
Preliminary Plan so that the schedule can be monitored. If problems develop, the
Structural Design Unit Manager can request adjustments to the schedule or allocate
additional manpower to meet the schedule.
The Preliminary Plan designer keeps the job file up-to-date by documenting all
conversations, meetings, requests, questions, and approvals concerning the project.
Notes-to-the-designer, and details not shown in the preliminary plan shall be
documented in the job file.
The checker, as defined in Section 2-2.1.A.5, shall provide an independent review of

the plan, verifying that it is in compliance with the Structure Site Data as provided
by the Region and as corrected in the job file. The plan shall be compared against
the Preliminary Plan checklist (see Appendix 2.2-A4) to ensure that all necessary
information is shown. The checker reviews the plan for consistency with office design
practice, detailing practice, and for constructability.
The Preliminary Plan shall be detailed using current office CAD equipment and
software.
C. Site Reconnaissance
The Structure Site Data submitted by the Region will include photographs, and
in some cases a video, of the site. Even for minor projects, this may not be enough
information for the designer to work from to develop a Preliminary Plan. For most
bridge projects, site visits are necessary.
Site visits with Region project staff and other project stakeholders, such as, Materials
Laboratory Geotechnical Division, HQ Hydraulics Office, and Region Design PEO
should be arranged through the Bridge Project Support Unit Manager.

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D. Coordination
The designer is responsible for coordinating the design and review process
throughout the project. This includes seeking input from various WSDOT Offices
and outside agencies. The designer should consult with Materials Laboratory
Geotechnical Division, HQ Hydraulics Office, Bridge Preservation Office, and Region
design and maintenance, and other resources for their input.
One aspect of coordination with the Region Design PEO is review of the Not Included
In Bridge Quantities List (NIBQ), DOT Form 230-038 - see Appendix 12.1-A1. The
NIBQ itemizes elements shown in the Preliminary Plan that are not related to the
structural design, but rather are of civil design context and as such are the design
responsibility of the Region. Creation of the NIBQ helps to ensure that responsibility
for all elements identified in the Preliminary Plan is clearly assigned and understood.
E. Consideration of Alternatives
In the process of developing the Preliminary Plan, the designer brainstorms, develops,
and evaluates various design alternatives. See Section 2.2.3 General Factors for
Consideration and how they apply to a particular site. See also Section 2.1.5A.
Preliminary design calculations shall be done to verify feasibility of girder span and
spacing, falsework span capacity, geometry issues, and construction clearances.
Generally, the number of alternatives is usually limited to only an obvious few for
most projects. For some smaller projects and most major projects, design alternatives
merit development and close evaluation.
F. Designer Recommendation
After a thorough analysis of the needs and limitations of the site, studying all
information, and developing and evaluating the design alternatives for the project,
the designer selects the preferred alternative, and places justification of the selection
in the job file. At this stage, the designer should discuss the recommendation with the
Bridge Project Support Unit Manager.
G. Concept Approval
For some projects, the presentation, in “F” above, to the Bridge Project Support Unit
Manager satisfies the need for concept approval. Large complex projects, projects
of unique design, or projects where two or more alternatives appear viable, should
be presented to the Bridge Project Support Unit Manager, the Structure Design Unit
Manager assigned to design the project and the designer, if assigned at that time, and
State Bridge Design Engineer for concurrence before Preliminary Plan development
is completed.
H. Consideration for Accelerated Bridge Construction
In the process of developing the Preliminary Plan, the designer develops, and
evaluates to possibility of accelerated bridge construction (ABC). Preliminary
design calculations shall be done to verify feasibility of ABC for some projects with
consultation with the Region Development Engineer and Project office.

September 2020
2.2.2 Documentation
A. Job File
An official job file is created by the Bridge Preliminary Plan Detailer in the Bridge
Project Support Unit when a Structure Site Data submittal is received by the Bridge
and Structures Office from the Region Project Office. This job file serves as a
depository for all communications and resource information for the job. Scheduling
and time estimates are kept in this file, as well as cost estimates, preliminary
quantities, and documentation of all approvals. Records of important telephone
conversations and copies of e-mails approving decisions are also kept in the job file.
After completing the Preliminary Plan, the job file continues to serve as a depository
for useful communications and documentation for all pertinent project related
information and decisions during the design process through and including
preparation of the Final Bridge PS&E.
B. Structure Site Data
All Preliminary Plans are developed from Structure Site Data submitted by the Region
Project Office. This submittal consists of a document describing the project with a
bullet list itemization of the Structure Site Data components, forms, files, and data
that are also attached to or linked by the email transmittal. See WSDOT Design
Manual M 22-01 Chapter 710 and Exhibit 710-01. See also Section 2.2.1.A.2 and
Appendices 2.2-A1, 2.2-A2, and 2.2-A3.
C. Design Report or Design Summary and Value Engineering Studies
Some bridge and buried structure projects have a Design File Report or Design
Summary prepared by the Region. This is a document, which includes design
considerations and conclusions reached in the development of the project. It defines
the scope of work for the project. It serves to document the design standards and
applicable deviations for the roadway alignment and geometry. It is also an excellent
reference for project history, safety and traffic data, environmental concerns, and
other information. If a VE study was done on the project, the report will identify
alternatives that have been studied and why the recommended alternative
was chosen.
D. Other Resources
For some projects, preliminary studies or reports will have been prepared.
These resources can provide additional background for the development of the
Preliminary Plan.
E. Notes
Notes of meetings with Regions and other project stakeholders shall be included in
the job file.

September 2020
2.2.3 General Factors for Consideration
Many factors must be considered in preliminary bridge design. Some of the more common
of these are listed in general categories below. These factors are discussed in appropriate
detail in subsequent portions of this manual.
A. Site Requirements
Topography
Alignment (tangent, curved, skewed)
Vertical profile and superelevation
Highway Class and design speed
Proposed or existing utilities
B. Safety
Feasibility of falsework (impaired clearance and sight distance, depth requirements,

see Section 2.3.10)
Density and speed of traffic
Detours or possible elimination of detours by construction staging
Sight distance
Horizontal clearance to piers
Hazards to pedestrians, bicyclists
C. Economic
Funding classification (federal and state funds, state funds only, local
developer funds)
Funding level
Bridge preliminary cost estimate
D. Structural
Limitation on structure depth

Requirements for future widening
Foundation and groundwater conditions
Anticipated settlement
Stage construction
Falsework limitations
E. Environmental
Site conditions (wetlands, sensitive areas, and cultural resources)

Environmental requirements
Mitigating measures
Construction access

September 2020
F. Aesthetic
General appearance
Compatibility with surroundings and adjacent structures
Visual exposure and experience for public
G. Construction
Ease of construction
Falsework clearances and requirements
Erection problems
Hauling difficulties and access to site
Construction season
Time limit for construction
Use of ABC methods
H. Hydraulic
Bridge deck drainage

Stream flow conditions and drift
Passage of flood debris
Scour, effect of pier as an obstruction (shape, width, skew, number of columns)
Bank and pier protection
Consideration of a culvert as an alternate solution
Permit requirements for navigation and stream work limitations
I. Maintenance
Concrete vs. Steel

Expansion joints
Bearings
Deck protective systems
Inspection and Maintenance Access (UBIT clearances) (see Figure 2.3.11-1)
J. Bridge Security
Mitigation measures for the inappropriate and illegal access to the bridge Employing
the methods of Crime Prevention Through Environmental Design (CPTED)
K. Alternatives
Process of developing alternative designs as described I Section 2.2.1-E
L. Other
Prior commitments made to other agency officials and individuals of the community
Recommendations resulting from preliminary studies

September 2020
2.2.4 Permits
A. Coast Guard Waterway Jurisdiction and Navigation Permits for New Construction
For all waterway crossings, the US Coast Guard shall be contacted for determination
and confirmation of waterway jurisdiction and any associated permit requirements or
categorical assignment. When the structure length parallel to the roadway centerline
is less than 20-feet, this action is the responsibility of the Region, whether by the
Region Design Project Office or the associated Region Environmental Services Office
(ESO). When the structure length parallel to the roadway centerline is 20-feet or
greater, this action is the responsibility of either the Region ESO, ideally as part of the
project scoping phase, or the Bridge and Structures Office as part of the preliminary
plan process.
Based on the response provided by the US Coast Guard, whether through the Region
or through the Coast Guard Liaison Engineer, the preliminary plan identifies the
waterway jurisdiction status in the left margin of the plan. The USCG block specifies
whether the USCG has jurisdiction or not, along with the date that the USCG made
the determination, and indicates whether a USCG navigation permit is required.
When the response received from the US Coast Guard indicates that a navigation
permit Is required, the Bridge and Structures Office is responsible for coordinating
and applying for this permit, in accordance with Design Manual M 22.01 Chapter
710.03. The Coast Guard Liaison Engineer in the Bridge Project Support Unit of the
Bridge and Structures Office is responsible for this.
See the Design Manual M 22-01, chapter covering Environmental Permits and
Approvals, or the Environmental Manual Chapter 500 for general permitting
information. Section 9 Permit – Bridge Work in Navigable Waters can be found on
the WSDOT Federal Environmental Permits and Approval web page, www.wsdot.
wa.gov/environment/technical/permits-approvals/other-aquatic-resource-permits.
Permitting procedures are available on the WSDOT Environmental Permitting tools
and help page, www.wsdot.wa.gov/environment/technical/permits-approvals.
The work on developing the permit application should be started early in the
preliminary plan process so that it is ready to be sent to the US Coast Guard at
least eight months prior to the project ad date. The Coast Guard Liaison Engineer
should be included in all distributions of the Preliminary Plan as outlined in Sections
2.2.1.A.5, 2.2.1.A.8, and 2.2.1.A.9. The Coast Guard Liaison Engineer uses these
Preliminary Plans to develop the Coast Guard Application plan sheets, which become
part of the permit.
B. Coast Guard Temporary Regulation Adjustments for Construction Operations at

Existing Structures
Existing bridges crossing navigable waters occasionally require construction or

maintenance activities that impact navigation channels governed by USCG permits.
For fixed span bridges, this may include construction or maintenance activities
that infringe upon the horizontal and vertical navigation opening defined in the

September 2020
USCG permit. For movable bridges, in addition to the above, this may also include
adjustments to existing bridge opening operating regulations.
Such temporary adjustments require coordination with the US Coast Guard, and the
primary responsibility for this contact and coordination lies with the Region Design
Project Office. The scope of such coordination varies depending on the extent of the
infringement into the defined horizontal or vertical navigation clearance opening,
the extent of the change to the bridge operation regulation, and the duration of the
construction or maintenance activity.
This coordination activity may require the Design Project Office to conduct a survey
of waterway users or to perform other background information tasks requested
by the US Coast Guard. Projects with more extensive impacts may lie outside the
approval authority of the local USCG Commander and may require review and action
by US Coast Guard HQ in Washington, DC. In all cases, the earlier in the design
process that the Region Design Project Office initiates these coordination efforts, the
more likely the USCG can complete their regulatory process without impacting the
project schedule.
C. Other
All other permits will be the responsibility of the Region (see the Design Manual
M 22-01). The Bridge and Structures Office may be asked to provide information
to the Region to assist them in making applications for these permits.
2.2.5 Preliminary Cost Estimate
A preliminary cost estimate is developed when the bridge type, foundation type, deck
area and adjacent retaining walls are confirmed. At the Preliminary Plan stage the cost
estimate is based on square-foot costs taken from the Chapter 12 and adjusted for
structure specifics. Consult with the Bridge Project Support Engineer or designee.
The preliminary cost estimate is based on recent bidding history on similar structures,
degree of difficulty of construction, inflation trends, and length of time until Ad Date, and
time for completion of construction. It is considered accurate to within 15 percent, but
should be accurate enough to preclude a surprise increase at the time of the Engineer’s
estimate, which is based on completed design quantities. The preliminary cost estimate
shall be updated frequently as changes are made to the Preliminary Plan or new data
influences the costs.
As the Preliminary Plan is developed through the Initial Internal Review stage of Section
2.2.1.A.5, but before sending to the Bridge Design Engineer for signature, the Preliminary
Plan and completed Request For Geotechnical & Hydraulics Information form is submitted
to the Bridge Project Support Engineer or designee. The information presented shall
include the complete Preliminary Plan and all backup data previously prepared on costs
for the structures (such as preliminary quantity calculations, preliminary foundation type
selection, etc,). The Bridge Project Support Engineer or designee reviews the Preliminary
Plan, prepares, signs, and dates a cost estimate summary sheet, and returns the package
to the designer.

September 2020
When the Preliminary Plan is presented to the State Bridge Design Engineer for signature
(see Section 2.2.6.B), the submittal shall include the summary sheet prepared by the
Bridge Project Support Engineer or designee. The summary sheet and backup data is then
placed in the job file. Do not send the summary sheet to the Region.
After submittal of the Preliminary Plan to the Region, the Region shall be notified
immediately of any increases in the preliminary cost estimate during the structural design.
2.2.6 Approvals
A. State Bridge and Structures Architect/Specialists
For all preliminary plans, the State Bridge and Structures Architect and appropriate
specialists should be aware and involved when the designer is first developing the
plan. The State Bridge and Structures Architect and specialists should be given a print
of the plan by the Preliminary Plan designer. This is concurrent with the checking of
the Preliminary Plan. The State Bridge and Structures Architect and specialist reviews,
approves, signs and dates the print. This signed print is placed in the job file. If there
are any revisions, which affect the aesthetics of the approved preliminary plan,
the State Bridge and Structures Architect should be asked to review and approve,
by signature, a print showing the revisions, which change elements of aesthetic
significance.
For large, multiple bridge projects, the State Bridge and Structures Architect should
be contacted for development of a coordinated architectural concept for the project
corridor.
The architectural concept for a project corridor is generally developed in draft form
and reviewed with the project stakeholders prior to finalizing. When finalized, it
should be signed by the Region Administrator or designee.
Approval from the State Bridge and Structures Architect is required on all retaining
walls and noise wall aesthetics including finishes and materials, and configuration.
In order to achieve superstructure type optimization and detailing consistency, the

following guidelines shall be used for the preparation of all Preliminary Plans:
• Preliminary Plans for all steel bridges and structures shall be reviewed by the Steel
Specialist.
• Preliminary Plans for all concrete bridges and structures shall be reviewed by the
Concrete Specialist.
• Detailing of all Preliminary Plans shall be reviewed by the Preliminary Plans
Detailing Specialist.
These individuals shall signify their approval by signing the Preliminary Plan in the
Architect/Specialist block on the first plan sheet, together with the State Bridge and
Structures Architect.

September 2020
B. Bridge and Buried Structures Design
The Bridge Project Support Unit Manager signs the Preliminary Plan after it has
been checked and approved by the Architect/Specialists. At this point, it is ready for
review, approval, and signing by the State Bridge Design Engineer.
After the State Bridge Design Engineer has signed the Preliminary Plan, it is returned
to the designer. The designer places the original signed Preliminary Plan in the
job file and enters the names of the signers in the signature block. A PDF File of
this Preliminary Plan and a cover memorandum signed by the State Bridge Design
Engineer or designee is then sent to Region through the Region Project Office by
email for review and approval by the Approving Authority in the Region.
The email includes the cover memorandum, the preliminary plan and the WSDOT
Form 230-038 Not Included in Bridge Quantities List (NIBQ) and a brief explanation
of the preliminary cost estimate. The cover memorandum is addressed to the Region
Project Development Engineer/Engineering Manager or equivalent as the assigned
Approving Authority.
The following individuals should be included in the email distribution list with
attachments:
1. FHWA Washington Division Bridge Engineer
2. Region Project Engineer, Design Team Leader and Designer, and the Region
Project Development Engineer/Engineering Manager or equivalent.
3. Bridge Project Support Unit Manager
4. Bridge Design Unit Manager assigned to design the structure,
5. Bridge Preliminary Plan Detailer in the Bridge Project Support Unit
6. Chief Foundation Engineer,
7. HQ Hydraulics Engineer (when it is a water crossing),
8. Bridge Asset Management Engineer (when it is a replacement),
9. Bridge Preservation Engineer,
10. HQ RR Liaison Engineer (when a railroad is involved), and Region Traffic Engineer
(when ITS is required).
11. The Bridge Scheduling Engineer
12. Region and HQ Program Management Engineers.

September 2020
C. Region
The Region Project Office reviews the Preliminary Plan for compliance and agreement
with the Structure Site Data. The Region Project Office answers any “Notes to the
Region” that have been listed on the plan. When this review is complete, the Regional
Project Development Engineer/Engineering Manager or equivalent position, or
designee, signs the plan. The Region sends back a print of the signed plan with any
comments noted in red (additions) and green (deletions) along with responses to the
questions raised in the “Notes to the Region.”
D. Railroad
When a railroad is involved with a structure on a Preliminary Plan, the HQ RR Liaison

Engineer of the Design Office must be involved during the plan preparation process.
A copy of the Preliminary Plan is sent to the HQ RR Liaison Engineer, who then sends
a copy to the railroad involved for their comments and approval.
The railroad will respond with approval by letter to the HQ RR Liaison Engineer.
A copy of this letter is then routed to the Bridge and Structures Office and then
placed in the job file.
For design plans prepared within the Bridge and Structures Office, the Design Unit
Manager or lead designer will be responsible for coordinating and providing shoring
plans for structures adjacent to railroads. It is recommended that the Construction
Support Unit design, prepare, stamp, and sign shoring plans. However, the design unit
may elect to design, prepare, stamp, and sign shoring plans.
For consultant prepared design plans, the Design Unit Manager or lead reviewer will
be responsible for coordinating and having the consultant design shoring plans for
structures adjacent to railroads. The Construction Support Unit has design criteria
and sample plan details which can be used by the design units and consultants.
A Construction Support engineer is available to attend design project kick-off

meetings if there is a need for railroad shoring plans or other constructability
issues associated with the project. Regardless of who prepares the bridge plans, all
shoring plans should be reviewed by the Construction Support Unit before they are
submitted for railroad review and approval at the Constructability Review stage.
At the Constructability Review stage or sooner if possible, especially for seismic

retrofit project, the S&E Engineer will send copies of the layout, foundation plan,
temporary shoring plans, and appropriate special provision section for structures
adjacent to railroads to the HQ RR Liaison Engineer, who will submit this package
to the appropriate railroad for review and approval. The shoring plans shall show
the pressure loading diagram and calculations to expedite the railroad’s review
and approval.

September 2020
2.3 Preliminary Plan Criteria

2.3.1 Highway Crossings
A. General
A highway crossing is defined as a grade separation between two intersecting

roadways. Naming convention varies slightly between mainline highway crossings and
ramp highway crossings, but essentially, all bridges carry one highway, road, or street
over the intersecting highway, road, or street.
1. Mainline Highway Crossings
Names for mainline highway crossings are defined by the route designation
or name of state highway, county road, or city street being carried over another
highway, road, or street.
For example, a bridge included as part of an interchange involving I-205 and SR

14 and providing for passage of traffic on I-205 under SR 14 would be named SR
14 Over I-205 (followed by the bridge number).
2. Ramp Highway Crossings
Names for ramp highway crossings are defined by the state highway route
numbers being connected, the directions of travel being connected, and the
designation or name of the highway, road, or street being bridged.
For example, a bridge in the Hewitt Avenue Interchange connecting traffic from
westbound US 2 to northbound I-5 and passing over Everett Street would be
named 2W-5N Ramp Over Everett Street (followed by the bridge number).
A bridge connecting traffic from northbound I-5 to westbound SR 518 and
passing over northbound I-405 and a ramp connecting southbound I-405
to northbound I-5 would be named 5N-518W Over 405N, 405S-5N (followed by
the bridge number).
B. Bridge Width
The bridge roadway channelization (configuration of lanes and shoulders) is provided

by the region with the Bridge Site Data. For state highways, the roadway geometrics
are controlled by the Design Manual M 22-01. For city and county arterials, the
roadway geometrics are controlled by Chapter 42 of the Local Agency Guidelines
M 36-63.

September 2020
C. Horizontal Clearances
Safety dictates that fixed objects be placed as far from the edge of the roadway as
is economically feasible. Criteria for minimum horizontal clearances to bridge piers
and retaining walls are outlined in the Design Manual M 22-01. The Design Manual
M 22-01 outlines clear zone and recovery area requirements for horizontal clearances
without guardrail or barrier being required.
Actual horizontal clearances shall be shown in the plan view of the Preliminary Plan
(to the nearest 0.1 foot). Minimum horizontal clearances to inclined columns or wall
surfaces should be provided at the roadway surface and for a vertical distance of 6′
above the edge of pavement. When bridge end slopes fall within the recovery area,
the minimum horizontal clearance should be provided for a vertical distance of 6′
above the fill surface. See Figure 2.3.1-1.
Bridge piers and abutments ideally should be placed such that the minimum
clearances can be satisfied. However, if for structural or economic reasons, the best
span arrangement requires a pier to be within clear zone or recovery area, and then
guardrail or barrier can be used to mitigate the hazard.
There are instances where it may not be possible to provide the minimum horizontal
clearance even with guardrail or barrier. An example would be placement of a bridge
pier in a narrow median. The required column size may be such that it would infringe
on the shoulder of the roadway. In such cases, the barrier safety shape would be
incorporated into the shape of the column. Barrier or guardrail would need to taper
into the pier at a flare rate satisfying the criteria in the Design Manual M 22-01. See
Figure 2.3.1-2. The reduced clearance to the pier would need to be approved by the
Region. Horizontal clearances, reduced temporarily for construction, are covered
in Section 2.3.9.
Figure 2.3.1-1 Horizontal Clearance to Incline Piers


 
 
 

September 2020
Figure 2.3.1-2 Bridge Pier in Narrow Median




 






D. Vertical Clearances
The required minimum vertical clearances are established by the functional

classification of the highway and the construction classification of the project.
For state highways, this is as outlined in the Design Manual M 22-01. For
city and county arterials, this is as outlined in Chapter IV of the Local Agency
Guidelines M 36-63.
Actual minimum vertical clearances are shown on the Preliminary Plan (to the nearest
0.1 foot). The approximate location of the minimum vertical clearance is noted in the
upper left margin of the plan. For structures crossing divided highways, minimum
vertical clearances for both directions are noted.
E. End Slopes
The type and rate of end slope used at bridge sites is dependent on several factors.
Soil conditions and stability, right of way availability, fill height or depth of cut,
roadway alignment and functional classification, and existing site conditions are
important.
The region should have made a preliminary determination based on these factors
during the preparation of the bridge site data. The side slopes noted on the Roadway
Section for the roadway should indicate the type and rate of end slope.
The Materials Laboratory Geotechnical Services Branch will recommend the minimum
rate of end slope. This should be compared to the rate recommended in the Roadway
Section and to existing site conditions (if applicable). The types of end slopes and
bridge slope protection are discussed in the Design Manual M 22-01. Examples of
slope protection are shown in Standard Plans M 21-01 Section A.

September 2020
F. Determination of Bridge Length
Establishing the location of the end piers for a highway crossing is a function of the
profile grade of the overcrossing roadway, the superstructure depth, the minimum
vertical and horizontal clearances required for the structure, the profile grade and
channelization (including future widening) of the undercrossing roadway, and the
type and rate of end slope used.
For the general case of bridges in cut or fill slopes, the control point is where the
cut or fill slope plane meets the bottom of roadside ditch or edge of shoulder
as applicable. From this point, the fill or cut slope plane is established at the
recommended rate up to where the slope plane intersects the grade of the roadway
at the shoulder. Following the requirements of Standard Plans M 21-01 Section A, the
back of pavement seat, end of wing wall or end of retaining wall can be established at
3′ behind the slope intersection. See Figure 2.3.1-3
Figure 2.3.1-3 Determination of Bridge Length






 

 



For the general case of bridges on wall type abutments or “closed” abutments, the
controlling factors are the required horizontal clearance and the size of the abutment.
This situation would most likely occur in an urban setting or where right of way or
span length is limited.
G. Pedestrian Crossings
Pedestrian crossings follow the same format as highway crossings. Geometric criteria
for bicycle and pedestrian facilities are established in the Design Manual M 22-01.
Width and clearances would be as established there and as confirmed by region.
Minimum vertical clearance over a roadway is given in the Design Manual M 22-01.
Unique items to be addressed with pedestrian facilities include ADA requirements,
the railing to be used, handrail requirements, overhead enclosure requirements,
and profile grade requirements for ramps and stairs.
H. Bridge Redundancy
Design bridges to minimize the risk of catastrophic collapse by using redundant

supporting elements (columns and girders).

September 2020
For substructure design use the following in accordance with AASHTO LRFD Bridge
Design Specification Section 1.3.4.
• One column minimum for roadways 40′ wide and under.
• Two columns minimum for roadways over 40′ to 60′.
• Three columns minimum for roadways over 60′.
Collision protection or design for collision loads for piers with one or two columns
shall be provided.
For superstructure design use:

• Three girders (webs) minimum for roadways 32′ and under.
• Four girders (webs) minimum for roadways over 32′.
See Appendix 2.3-A2-1 for details.
Note: Any deviation from the above guidelines shall have a written approval by the
Bridge Design Engineer.
2.3.2 Railroad Crossings
A. General
A railroad crossing is defined as a grade separation between an intersecting highway

and a railroad. Names for railroad crossings are defined either as railroad over state
highway or state highway over railroad. For example, a bridge carrying BNSF railroad
tracks over I-5 would be named BNSF Over I-5 (followed by the bridge number) A
bridge carrying I-90 over Union Pacific railroad tracks would be named I-90 Over
UPRR (followed by the bridge number).
Requirements for highway/railway grade separations may involve negotiations with

the railroad company concerning clearances, geometrics, utilities, and maintenance
roads. The railroad’s review and approval will be based on the completed Preliminary
Plan.
B. Criteria
The initial Preliminary Plan shall be prepared in accordance with the criteria of
this section to apply uniformly to all railroads. Variance from these criteria will be
negotiated with the railroad, when necessary, after a Preliminary Plan has been
provided for their review.
C. Bridge Width
For highway over railway grade separations the provisions of Section 2.3.1 pertaining
to bridge width of highway crossings shall apply. Details for railway over highway
grade separations will depend on the specific project and the railroad involved.

September 2020
D. Horizontal Clearances
For railway over highway grade separations, undercrossings, the provisions of Section
2.3.1 pertaining to horizontal clearances for highway crossings shall apply. However,
because of the heavy live loading of railroad spans, it is advantageous to reduce the
span lengths as much as possible. For railroad undercrossings skewed to the roadway,
piers may be placed up to the outside edge of standard shoulders (or 8′ minimum)
if certain conditions are met (known future roadway width requirements, structural
requirements, satisfactory aesthetics, satisfactory sight distance, barrier protection
requirements, etc.).
For railroad overcrossings, minimum horizontal clearances are as noted below:
Railroad Alone
Fill Section 14′
Cut Section 16′
Horizontal clearance shall be measured from the center of the outside track to the
face of pier. When the track is on a curve, the minimum horizontal clearance shall
be increased at the rate of 1½″ for each degree of curvature. An additional 8′ of
clearance for off-track equipment shall only be provided when specifically requested
by the railroad.
The actual minimum horizontal clearances shall be shown in the Plan view of the
Preliminary Plan (to the nearest 0.1 foot).
E. Crash Walls
Crash walls, when required, shall be designed to conform to the criteria of the AREMA
Manual. To determine when crash walls are required, consult the following:
Union Pacific Railroad “Guidelines for Design of Highway Separation Structures over
Railroad (Overhead Grade Separation)”
AREMA Manual Railroad Liaison Engineer the Railroad.
F. Vertical Clearances
For railway over highway grade separations, the provisions of Section 2.3.1 pertaining
to vertical clearances of highway crossings shall apply. For highway over railway grade
separations, the minimum vertical clearance shall satisfy the requirements of the
Design Manual M 22-01.
The actual minimum vertical clearances shall be shown on the Preliminary Plan (to the
nearest 0.1 foot). The approximate location of the minimum vertical clearance is
noted in the upper left margin of the plan.

September 2020
G. Determination of Bridge Length
For railway over highway grade separations, the provisions of Section 2.3.1 pertaining
to the determination of bridge length shall apply. For highway over railway grade
separations, the minimum bridge length shall satisfy the minimum horizontal
clearance requirements. The minimum bridge length shall generally satisfy the
requirements of Figure 2.3.2-1.
Figure 2.3.2-1 Determination of Bridge Length For a Highway Over Railway

Grade Separation




 



H. Special Considerations
For highway over railway grade separations, the top of footings for bridge piers or
retaining walls adjacent to railroad tracks shall be 2′ or more below the elevation of
the top of tie and shall not have less than 2′ of cover from the finished ground. The
footing face shall not be closer than 10′ to the center of the track. Any cofferdams,
footings, excavation, etc., encroaching within 10′ of the center of the track requires
the approval of the railroad.
I. Construction Openings
For railroad clearances, see Design Manual M 22-01. The minimum horizontal
construction opening is 9′ to either side of the centerline of track. The minimum
vertical construction opening is 23′-6″ above the top of rail at 6′ offset from the
centerline of track. Falsework openings shall be checked to verify that enough space
is available for falsework beams to span the required horizontal distances and still
provide the minimum vertical falsework clearance. Minimum vertical openings of less
than 23′-6″ shall be coordinated with the HQ Railroad Liaison Engineer.

September 2020
2.3.3 Water Crossings
A. Bridge Width
The provisions of Section 2.3.1 pertaining to bridge width for highway crossings apply
here.
B. Horizontal Clearances
Water crossings over navigable waters requiring clearance for navigation channels
shall satisfy the horizontal clearances required by the Coast Guard. Communication
with the Coast Guard will be handled through the Coast Guard Liaison Engineer.
For bridges over navigable waters, the centerline of the navigation channel and the
horizontal clearances (to the nearest 0.1 foot) to the piers or the pier protection shall
be shown on the Plan view of the Preliminary Plan. Pier locations shall be reviewed
by the HQ Hydraulics unit.
C. Vertical Clearances
Water crossings structures shall provide vertical clearance for both freeboard,
maintenance, hydraulic and, where applicable, shall satisfy navigation clearance
requirements.
Bridges over navigable waters shall satisfy the vertical clearances required by
the Coast Guard. Communication with the Coast Guard will be handled through
the Coast Guard Liaison Engineer. The actual minimum vertical clearance (to the
nearest 0.1 foot) for the channel span shall be shown on the Preliminary Plan. The
approximate location of the minimum vertical clearance shall be noted in the upper
left margin of the plan. The clearance shall be shown to the water surface as required
by the Coast Guard criteria.
Minimum vertical clearances for the 100-year design freeboard and Maintenance
shall be determined and documented in accordance with the WSDOT Design Manual
M 22-01 Section 720.03(5)(b)(4) for Water Crossing Structures. The roadway profile
and the bridge superstructure depth shall accommodate all minimum vertical
clearances provided.
The actual minimum vertical clearance to the 100-year flood shall be shown (to
the nearest 0.1 foot) on the Preliminary Plan, and the approximate location of the
minimum vertical clearance shall be noted in the upper left margin of the plan.

September 2020
D. End Slopes
The type and rate of end slopes for water crossings is similar to that for highway
crossings. Soil conditions and stability, fill height, location of toe of fill, existing
channel conditions, flood and scour potential, and environmental concerns are
all important.
As with highway crossings, the Region, and HQ Materials Laboratory Geotechnical

Services Branch will make preliminary recommendations as to the type and
rate of end slope. The State Hydraulics Branch will also review the Region’s
recommendation for slope protection.
E. Determination of Bridge Length
Determining the overall length of a water crossing is not as simple and

straightforward as for a highway crossing. Floodway requirements and environmental
factors have a significant impact on where piers and fill can be placed.
If a water crossing is required to satisfy floodway and environmental concerns, it will

be known by the time the Preliminary Plan has been started. Environmental studies
and the Design Report prepared by the region will document any restrictions on fill
placement, pier arrangement, and overall floodway clearance. The Hydraulics Branch
will need to review the size, shape, and alignment of all bridge piers in the floodway
and the subsequent effect they will have on the base flood elevation. The overall
bridge length may need to be increased depending on the span arrangement selected
and the change in the flood backwater, or justification will need to be documented.
F. Scour and Stream Migration
The State Hydraulics Branch will indicate the anticipated depth of scour at the bridge
piers. They will recommend pier shapes to best streamline flow and reduce the scour
forces. They will also recommend measures to protect the piers from scour activity
or accumulation of drift (use of deep foundations, minimum cover to top of footing,
riprap, pier alignment to stream flow, closure walls between pier columns, etc.).
The State Hydraulics Branch will indicate the likelihood and severity of stream
migration at the bridge piers. Where lateral stream migration is a possibility, the
design shall include a reliability based estimate of the effects on the structure. The
design requirements for stream migration is shown in BDM Section 7.1.7.

September 2020
G. Pier Protection
For bridges over navigable channels, piers adjacent to the channel may require
pier protection such as fenders or pile dolphins. The Coast Guard will determine
whether pier protection is required. This determination is based on the horizontal
clearance provided for the navigation channel and the type of navigation traffic using
the channel.
H. Construction Access and Time Restrictions
Water crossings will typically have some sort of construction restrictions associated
with them. These must be considered during preliminary plan preparation.
The time period that the Contractor will be allowed to do the work within the
waterway may be restricted by regulations administered by various agencies.
Depending on the time limitations, a bridge with fewer piers or faster pier
construction may be more advantageous even if more expensive.
Contractor access to the water may also be restricted. Shore areas supporting
certain plant species are sometimes classified as wetlands. A work trestle may be
necessary in order to work in or gain access through such areas. Work trestles may
also be necessary for bridge removal as well as new bridge construction. Work
trestle feasibility, location, staging, deck area and approximate number of piles, and
estimated cost need to be determined to inform the Region as part of the bridge
preliminary plan.
I. Buried structures that qualify as a bridge per National Bridge Inspection Standards
(NBIS) shall be designed to meet above requirements for Water Crossings.
2.3.4 Bridge Widening
A. Bridge Width
The provisions of Section 2.3.1 pertaining to bridge width for highway crossings shall
apply. In most cases, the width to be provided by the widening will be what is called
for by the design standards, unless a deviation is approved.
B. Traffic Restrictions
Bridge widening involve traffic restrictions on the widened bridge and, if applicable,
on the lanes below the bridge. The bridge site data submitted by the region should
contain information regarding temporary lane widths and staging configurations. This
information should be checked to be certain that the existing bridge width and the
bridge roadway width during the intermediate construction stages of the bridge are
sufficient for the lane widths, shy distances, temporary barriers, and construction
room for the contractor. These temporary lane widths and shy distances are noted on
the Preliminary Plan. The temporary lane widths and shy distances on the roadway
beneath the bridge being widened should also be checked to ensure adequate
clearance is available for any substructure construction.

September 2020
C. Construction Sequence
A construction sequence shall be developed using the traffic restriction data in the
bridge site data. The construction sequence shall take into account the necessary
steps for construction of the bridge widening including both the substructure and
superstructure. Placement of equipment is critical because of limited access and
working space limitations. Space is required for cranes to construct shafts and
erect the girders. Consult the Construction Support Unit for crane information,
such as: boom angle, capacities, working loads, working radius, and crane footprint.
Construction work off of and adjacent to the structure and the requirements of traffic
flow on and below the structure shall be taken into account. Generally, cranes are
not allowed to lift loads while supported from the existing structure. Checks shall
be made to be certain that girder spacing, closure pours, and removal work are all
compatible with the traffic arrangements.
Projects with several bridges being widened at the same time should have sequencing
that is compatible with the Region’s traffic plans during construction and that allow
the Contractor room to work. It is important to meet with the Region project staff to
assure that the construction staging and channelization of traffic during construction
is feasible and minimizes impact to the traveling public.
2.3.5 Temporary Bridges
The lane widths, shy distances, and overall roadway widths are determined by the Region.
Review and approval of detour roadway widths is done by the HQ Traffic Office.
A. Bridge Width
The lane widths, shy distances, and overall roadway widths are determined by
the Region. Review and approval of detour roadway widths is done by the HQ
Traffic Office.
B. Live Load
For live load design criteria of temporary bridges, see Section 10.13.2.
C. Temporary Bridge Type
Temporary bridge is typically designed by the Contractor per Contract Documents

unless otherwise specified.
D. Temporary Bridge Traffic Barrier
Temporary bridge traffic barrier shall be designed in accordance with

Section 10.13.3.C.

September 2020
2.3.6 Retaining Walls and Noise Walls
The requirements for Preliminary Plans for retaining walls and noise walls are similar
to the requirements for bridges. The plan and elevation views define the overall limits
and the geometry of the wall. The section view will show general structural elements that
are part of the wall and the surface finish of the wall face.
The most common types of walls are outlined in Chapter 730 of the Design Manual
M 22-01. The Bridge and Structures Office is responsible for all nonstandard walls
(retaining walls and noise walls) as spelled out in the Design Manual M 22-01.
2.3.7 Bridge Deck Drainage
The State Hydraulics Branch provides a review of the Preliminary Plan with respect to the
requirements for bridge deck drainage. An 11″ x 17″ print shall be provided to the State
Hydraulics Branch for their review as soon as the Preliminary Plan has been developed.
The length and width of the structure, profile grade, superelevation diagram, and any
other pertinent information (such as locations of drainage off the structure) should be
shown on the plan. For work with existing structures, the locations of any and all bridge
drains shall be noted.
The State Hydraulics Branch or the Region Hydraulics staff will determine the type of
drains necessary (if any), the location, and spacing requirements. They will furnish any
details or modifications required for special drains or special situations.
If low points of sag vertical curves or superelevation crossovers occur within the limits of
the bridge, the region should be asked to revise their geometrics to place these features
outside the limits of the bridge. If such revisions cannot be made, the Hydraulics Branch
will provide details to handle drainage with bridge drains on the structure.
2.3.8 Bridge Deck Protection Systems
An appropriate Bridge Deck Protection System shall be selected for each bridge in
accordance with Section 5.7.4. The Preliminary Plan shall note in the lower left margin the
type of Bridge Deck Protective System to be utilized on the bridge.
2.3.9 Construction Clearances
Most projects involve construction in and around traffic. Both traffic and construction
must be accommodated. Construction clearances and working room must be reviewed at
the preliminary plan stage to verify bridge constructability.
For construction clearances for roadways, the Region shall supply the necessary traffic
staging information with the bridge site data. This includes temporary lane widths and
shoulder or shy distances, allowable or necessary alignment shifts, and any special
minimum vertical clearances. With this information, the designer can establish the
falsework opening or construction opening.

September 2020
The horizontal dimension of the falsework or construction opening shall be measured

normal to the alignment of the road which the falsework spans. The horizontal dimension
of the falsework or construction opening shall be the sum of the temporary traffic lane
widths and shoulder or shy distances, plus two 2′ widths for the temporary concrete
barriers, plus additional 2′ shy distances behind the temporary barriers. For multi-span
falsework openings, a minimum of 2′, and preferably 4′, shall be used for the interior
support width. This interior support shall also have 2′ shy on both sides to the two 2-foot
wide temporary concrete barriers that will flank the interior support.
The minimum vertical clearance of the construction opening shall normally be 16′-6″ or
as specified by the Region. The vertical space available for the falsework must be deep
to accommodate the falsework stringers, camber strips, deck, and all deflections. If the
necessary depth is greater than the space available, either the minimum vertical clearance
for the falsework shall be reduced or the horizontal clearance and span for the falsework
shall be reduced, or the profile grade of the structure shall be raised. Any of these
alternatives shall be approved by the Region.
Once the construction clearances have been determined the designer should meet
with the region to review the construction clearances to ensure compatibility with the
construction staging. This review should take place prior to finalizing the preliminary
bridge plan.
For railroads, see Section 2.3.2H.
2.3.10 Design Guides for Falsework Depth Requirements
Where falsework is required to support construction of cast-in-place superstructure or

segmental elements, the designer of the Preliminary Plan shall confirm with the Region
the minimum construction opening. See Section 2.3.9
The bridge designer shall consult with the Construction Support Engineer on falsework
depth requirements outlined below.
Bridge designers shall evaluate falsework depth requirements based on the

following guidelines:
A. Falsework Spans < 36′ and No Skews
No evaluation is necessary. Provide for a minimum vertical clearance and a minimum

falsework depth of 4′ to accommodate:
W36X___ steel beam sections

¾″ camber strip
⅝″plywood
4 x 4 joists
6″ depth for segmental falsework release

September 2020
B. Falsework Spans > 36′ or Spans with Skews or Limited Falsework Depth
While the falsework or construction openings are measured normal to the alignment
which the falsework spans, the falsework span is measured parallel to the bridge
alignment.
The Preliminary Plan designer shall perform preliminary design of the falsework
sufficiently to determine its geometric and structural feasibility. Shallow, heavy, close-
spaced wide-flange steel beams may be required to meet the span requirements
within the available depth. The preliminary design shall be based on design guides
in the Standard Specifications Section 6-02.3(17). Beams shall be designed parallel
to the longitudinal axis of the bridge. The falsework span deflection shall be limited
according to the Standard Specifications Section 6-02.3(17)B: generally span/360 for
a single concrete placement, such as a slab, and span/500 for successive concrete
placement forming a composite structure. This limits the stresses in the new structure
from the construction and concrete placement sequences. Beam sizes shall be shown
in the final plans (and in the Preliminary Plans as required) with the Contractor having
the option of submitting an alternate design. The designer shall verify availability of
the beam sizes shown in the plans.
C. Bridge Widening
For bridge widening where the available depth for the falsework is fixed, designers
shall design falsework using shallower and heavier steel beams to fit within the
available depth. Beam sizes and details shall be shown in the final plans (and in the
Preliminary Plans as required) with the Contractor having the option of using an
alternate design. The designer shall verify availability of the beam sizes shown in
the plans.
In some cases it may be appropriate to consider a shallower superstructure widening,

but with similar stiffness, in order to accommodate the falsework and vertical
clearance.
D. Bridge with Skews
Falsework beams shall be laid out and designed for spans parallel to the bridge
centerline or perpendicular to the main axis of bending. The centerline of falsework
beams shall be located within 2′ of the bridge girder stems and preferably
directly under the stems or webs in accordance with the Standard Specifications
Section 6-02.3(17)E. Falsework beams placed normal to the skew or splayed
complicate camber calculations and shall be avoided.

September 2020
2.3.11 Inspection and Maintenance Access
A. General
FHWA mandates that bridges be inspected every 24 months. The BPO inspectors
are required to access bridge components to within 3′ for visual inspection and to
access bearings close enough to measure movement. Maintenance personnel need to
access damaged members and locations that may collect debris. This is accomplished
by using many methods. Safety cables, ladders, bucket trucks, Under Bridge
Inspection Truck (UBIT), (see Figure 2.3.11-1), and under bridge travelers are just a
few of the most common methods. Preliminary Plan designers need to be aware of
these requirements and prepare designs that allow access for bridge inspectors and
maintenance personnel throughout the Preliminary Plan and TS&L planning phases.
Figure 2.3.11-1 Limits of Under Bridge Inspection Truck

FACE OF CURB
8'-6"
9'-0" MAX. FENCE

OR RAIL HEIGHT 11'-0" MAX.
MAX. WORKING GRADE ±5%

MAX. SUPERELEVATION 8%
7'-0" MIN. 60'-0" MAX.

BETWEEN
STRUCTURES

September 2020
B. Safety Cables
Safety cables strung on steel plate girders or trusses allow for walking access. Care
must be given to the application and location. Built-up plate girder bridges are
detailed with a safety cable for inspectors walking the bottom flange. However, when
the girders become more than 8′ deep, the inspection of the top flange and top
lateral connections becomes difficult to access. It is not feasible for the inspectors to
stand on the bottom flanges when the girders are less than 5′ deep. On large trusses,
large gusset plates (3′ or more wide) are difficult to circumvent. Tie-off cables are
best located on the interior side of the exterior girder of the bridge except at large
gusset plates. At these locations, cables or lanyard anchors should be placed on the
inside face of the truss so inspectors can utilize bottom lateral gusset plates to stand
on while traversing around the main truss gusset plates.
C. Travelers
Under bridge travelers, placed on rails that remain permanently on the bridge, can
be considered on large steel structures. This is an expensive option, but it should be
evaluated for large bridges with high average daily traffic (ADT) because access to the
bridge would be limited by traffic windows that specify when a lane can be closed.
Some bridges are restricted to weekend UBIT inspection for this reason.
D. Abutment Slopes
Slopes in front of abutments shall provide enough overhead clearance to the bottom
of the superstructure to access bearings for inspection and possible replacement
(usually 3′ minimum).
E. Inspection Lighting and Access
1. Reinforced Concrete Box and Post-Tensioned Concrete Box Girders
Refer to Section 5.2.6 for design criteria.
2. Composite Steel Box Girders

• All steel box or tub girders shall have inspection lighting and access.
• Inside clear height shall be 5 feet or greater to provide reasonable inspection
access.
• Refer to Section 6.4.9 for design criteria.

September 2020
2.4 Selection of Structure Type

2.4.1 Bridge Types
The required superstructure depth is determined during the preliminary plan development
process. The AASHTO LRFD Section 2.5.2.6.3 shows traditional minimum depths for
constant depth superstructures. WSDOT has developed superstructure depth-to-span
ratios based on past experience.
The AASHTO LRFD Section 2.5.2.6.1, states that it is optional to check deflection criteria,
except in a few specific cases. The WSDOT criteria is to check the live load deflection for
all structures as specified in AASHTO LRFD Section 3.6.1.3.2 and 2.5.2.6.2.
The superstructure depth is used to establish the vertical clearance that is available below
the superstructure. For preliminary plans, the designer should use the more conservative
depth determined from either the AASHTO LRFD criteria or the WSDOT criteria outlined
below. In either case, the minimum depth includes the deck thickness. For both simple
and continuous spans, the span length is the horizontal distance between centerlines
of bearings.
Refer to Section 2.3.11 for inspection and maintenance access requirements.

Superstructure depth may be influenced when inspection lighting and access is required
for certain bridge types.
The superstructure depth may be refined during the final design phase. It is assumed that
any refinement will result in a reduced superstructure depth so the vertical clearance
is not reduced from that shown in the preliminary plan. However, when profile grade
limitations restrict superstructure depth, the preliminary plan designer shall investigate
and/or work with the structural designer to determine a superstructure type and depth
that will fit the requirements.
A. Reinforced Concrete Slab
l. Application
Used for simple and continuous spans up to 60′.
2. Characteristics
Design details and falsework relatively simple. Shortest construction time for
any cast-in-place structure. Correction for anticipated falsework settlement
must be included in the dead load camber curve because of the single concrete
placement sequence.

September 2020
3. Depth/Span Ratios
i. Constant Depth
Simple span 1/22

Continuous spans 1/25
ii. Variable Depth
Adjust ratios to account for change in relative stiffness of positive and

negative moment sections.
B. Reinforced Concrete Tee-Beam
WSDOT restricts the use of cast-in-place reinforced concrete Tee-Beam girder for
bridge superstructure. This type of superstructure may only be used for bridges with
tight curvatures or irregular geometry upon Bridge Design Engineer approval.
1. Application
This type of Super Structure is not recommended for new bridges. It could
only be used for bridge widening and bridges with tight curvature or unusual
geometry.
Used for continuous spans 30′ to 60′. Has been used for longer spans with
inclined leg piers.
2. Characteristics
Forming and falsework is more complicated than for a concrete slab.

Construction time is longer than for a concrete slab.
i. Constant Depth
Simple spans 1/13

ii. Variable Depth


September 2020
C. Reinforced Concrete Box Girder
WSDOT restricts the use of cast-in-place reinforced concrete box girder for bridge
superstructure. This type of superstructure may only be used for bridges with tight
curvatures or irregular geometry upon Bridge Design Engineer approval.
1. Application
This type of super structure is not recommended for new bridges. It could
only be used for bridge widening and bridges with tight curvature or unusual
geometry.
Used for continuous spans 50′ to 120′. Maximum simple span 100′ to limit
excessive dead load deflections.
2. Characteristics
Forming and falsework is somewhat complicated. Construction time

is approximately the same as for a tee-beam. High torsional resistance makes
it desirable for curved alignments.
3. Depth/Span Ratios*
i. Constant Depth
Simple spans 1/18

ii. Variable Depth

*If the configuration of the exterior web is sloped and curved, a larger depth/
span ratio may be necessary.
D. Post-tensioned Concrete Box Girder
1. Application
Normally used for continuous spans longer than 120′ or simple spans longer than
100′. Should be considered for shorter spans if a shallower structure depth is
needed.
2. Characteristics
Construction time is somewhat longer due to post-tensioning operations. High

torsional resistance makes it desirable for curved alignments.

September 2020
3. Depth/Span Ratios*
i. Constant Depth
Simple spans 1/20.5

ii. Variable Depth
Two span structures
At Center of span 1/25

At Intermediate pier 1/12.5
Multi-span structures
At Intermediate pier 1/18
*If the configuration of the exterior web is sloped and curved, a larger depth/
span ratio may be necessary.
E. Prestressed Concrete Girder Sections
1. Application
Local precast fabricators have several standard forms available for precast
concrete sections based on the WSDOT standard girder series. These are
versatile enough to cover a wide variety of span lengths.
WSDOT standard girders are:
a. WF100G, WF95G, WF83G, WF74G, WF58G, WF50G, WF42G, WF36G,

W74G, W58G, W50G, and W42G precast, prestressed concrete I-girders
requiring a cast-in-place reinforced concrete bridge deck used for spans less
than 200-feet. The number (eg. 95) specifies the girder depth in inches.
WF95PTG, WF83PTG and WF74PTG post-tensioned, precast segmental

I-girders with cast-in-place reinforced concrete bridge deck use for simple
span up to 230-feet, and continuous span up to 250-feet with continuous
post-tensioning over the intermediate piers.
b. U**G* and UF**G* precast, prestressed concrete tub girders requiring

a cast-in-place reinforced concrete bridge deck are used for spans less
than 140-feet. “U” specifies webs without flanges, “UF” specifies webs
with flanges, ** specifies the girder depth in inches, and * specifies the
bottom flange width in feet. U**G* girders have been precast as shallow
as 26-inches.
Post-tensioned, precast, prestressed tub girders with cast-in-place

reinforced concrete bridge deck are used for simple span up to 160-feet and
continuous span up to 200-feet.

September 2020
c. W65DG, W53DG, W41DG, and W35DG precast, prestressed concrete

decked bulb tee girders requiring a 1-1/2-inch minimum modified concrete
overlay or a 3-inch minimum Hot Mix Asphatl (HMA) overlay wearing surface
used for span less than 150-feet, with the Average Daily Traffic (ADT)
limitation of 30,000 or less.
d. W62BTG, W38BTG, and W32BTG precast, prestressed concrete bulb tee

girders requiring a cast-in-place reinforced concrete bridge deck for simple
spans up to 130-feet.
e. 12-inch, 18-inch, 26-inch, 30-inch, and 36-inch precast, prestressed slabs

requiring 5-inch minimum cast-in-place reinforced concrete bridge deck
used for spans less than 100-feet.
f. 26-inch precast, prestressed ribbed girder, deck double tee, used for spans
less than 60-feet, and double tee members requiring an HMA overlay
wearing surface used for spans less than 40-feet.
g. WF36TDG, WF42TDG, WF50TDG, WF58TDG, WF66TDG, WF74TDG,

WF83TDG, WF95TDG, and WF100TDG precast, prestressed concrete
thin top flange girders requiring a 5-inch minimum cast in place reinforced
concrete bridge deck for simple spans up to 225-feet.
h. WF39DG, WF45DG, WF53DG, WF61DG, WF69DG, WF77DG, WF86DG,

WF98DG, and WF103DG precast, prestressed concrete wide flange girders
requiring a 1-1/2-inch minimum modified concrete or 3-inch minimum HMA
overlay wearing surface used for spans less than 195-feet, with the Average
Daily Traffic (ADT) limitation of 30,000 or less.
2. Characteristics
Superstructure design is quick for pre-tensioned girders with proven user-

friendly software (PGSuper, PGSplice, and QConBridge)
Construction details and forming are fairly simple. Construction time is less than
for a cast-in-place bridge. Little or no falsework is required. Falsework over traffic
is usually not required; construction time over existing traffic is reduced.
Precast girders usually require that the bridge roadway superelevation transitions
begin and end at or near piers; location of piers should consider this. The Region
may be requested to adjust these transition points if possible.
Fully reinforced, composite 8 inch cast-in-place deck slabs continuous over

interior piers or reinforced 5 inch cast-in-place deck slabs continuous over
interior piers have been used with e. and f.

September 2020
F. Composite Steel Plate Girder
1. Application
Used for simple spans up to 260′ and for continuous spans from 120′ to 400′.
Relatively low dead load when compared to a concrete superstructure makes this
bridge type an asset in areas where foundation materials are poor.
2. Characteristics
Construction details and forming are fairly simple Construction time is

comparatively short. Shipping and erecting of large sections must be reviewed.
Cost of maintenance is higher than for concrete bridges. Current cost information
should be considered because of changing steel market conditions.
i. Constant Depth
Simple spans 1/22

ii. Variable Depth
@ Center of span 1/40

@ Intermediate pier 1/20
G. Composite Steel Box Girder
1. Use
Used for simple spans up to 260′ and for continuous spans from 120′ to 400′.
Relatively low dead load when compared to a concrete superstructure makes this
bridge type an asset in areas where foundation materials are poor.
Inside clear height of less than 5 feet shall not be used because reasonable
inspection access cannot be provided.
2. Characteristics
Construction details and forming are more difficult than for a steel plate
girder. Shipping and erecting of large sections must be reviewed. Current cost
information should be considered because of changing steel market conditions.

September 2020
i. Constant Depth
Simple spans 1/22

ii. Variable Depth

Note: Sloping webs are not used on box girders of variable depth.
H. Steel Truss (Through or Deck)
1. Application
Used for simple spans up to 300′ and for continuous spans up to 1,200′.
Used where vertical clearance requirements dictate a shallow superstructure
and long spans or where terrain dictates long spans and construction by
cantilever method.
2. Characteristics
Construction details are numerous and can be complex. Cantilever construction

method can facilitate construction over inaccessible areas. Through trusses are
discouraged because of the resulting restricted horizontal and vertical clearances
for the roadway.
a. Simple spans 1/6
b. Continuous spans
@ Center of span 1/18

@ Intermediate pier 1/9
I. Segmental Concrete Box Girder
1. Application
Used for continuous spans from 200′ to 700′. Used where site dictates long
spans and construction by cantilever method.
2. Characteristics
Use of travelers for the form apparatus facilitates the cantilever construction
method enabling long-span construction without falsework. Precast concrete
segments may be used. Tight geometric control is required during construction
to ensure proper alignment.

September 2020
Variable depth
J. Railroad Bridges
1. Use
For railway over highway grade separations, most railroad companies prefer
simple span steel construction. This is to simplify repair and reconstruction in the
event of derailment or some other damage to the structure.
2. Characteristics
The heavier loads of the railroad live load require deeper and stiffer members
than for highway bridges. Through girders can be used to reduce overall structure
depth if the railroad concurs. Piers should be normal to the railroad to eliminate
skew loading effects.
Constant depth
Simple spans 1/12
Continuous two span 1/14
Continuous multi-span 1/15
K. Timber
1. Use
Generally used for spans under 40′. WSDOT restricts the use of timber girders
for bridge superstructures to non-vehicle use bridges or temporary bridges.
2. Characteristics
Excellent for short-term duration as for a detour. Simple design and details.
Constant depth
Simple span – Timber beam 1/10
Simple span – Glulam beam 1/12
L. Other
Bridge types such as cable-stayed, suspension, arch, tied arch, and floating bridges
have special and limited applications. The use of these bridge types is generally
dictated by site conditions. Preliminary design studies will generally be done when
these types of structures are considered.

September 2020
2.4.2 Wall Types
Retaining walls, wingwalls, curtain walls, and tall closed abutment walls may be used
where required to shorten spans or superstructure length or to reduce the width of
approach fills. The process of selecting a type of retaining wall should economically satisfy
structural, functional, and aesthetic requirements and other considerations relevant to a
specific site. A detailed listing of the common wall types and their characteristics can be
found in Section 8.3.
2.4.3 Buried Structure Types
Buried structures may be used where required in accordance to specific site conditions.
The process of selecting a type of buried structure should economically satisfy structural,
functional, and aesthetic requirements and other considerations relevant to a specific site.
Detailed discussion of the common types of buried structures, their characteristics and
appropriate applications is found in Section 8.3.
Refer to Section 2.3.3 for Freeboard and Maintenance access requirements.

September 2020
2.5 Aesthetic Considerations

2.5.1 General Visual Impact
Bridge, retaining walls and noise walls have a strong visual impact in any landscape. Steps
must be taken to assure that even the most basic structure will complement rather than
detract from its surroundings. The EIS and bridge site data submitted by the Region
should each contain a discussion on the aesthetic importance of the project site. This
commentary, together with submitted video and photographs, will help the designer
determine the appropriate structure type.
The State Bridge and Structures Architect should be contacted early in the preliminary
bridge plan process for input on aesthetics. Normally, a visit to the bridge site with the
State Bridge and Structures Architect and Region design personnel should be made.
Aesthetics is a very subjective element that must be factored into the design process
in the otherwise very quantitative field of structural engineering. Bridges that are
structurally efficient using the least material possible are generally visually well
proportioned. However, the details such as pier walls, columns, and crossbeams require
special attention to ensure a structure that will enhance the general vicinity.
For large projects incorporating several to many bridges and retaining walls, an
architectural theme is frequently developed to bring consistency in structure type, details,
and architectural appointments. The preliminary plan designer shall work with the State
Bridge and Structures Architect to implement the theme.
2.5.2 End Piers
A. Wingwalls
The size and exposure of the wingwall at the end pier should balance, visually,
with the depth and type of superstructure used. For example, a prestressed girder
structure fits best visually with a 15′ wingwall (or curtain wall/retaining wall).
However, there are instances where a 20′ wingwall (or curtain wall/retaining wall)
may be used with a prestressed girder (maximizing a span in a remote area, for
example or with deep girders where they are proportionally better in appearance).
The use of a 20′ wingwall shall be approved by the Bridge Design Engineer and the
State Bridge and Structures Architect.
It is less expensive for bridges of greater than 40′ of overall width to be designed
with wingwalls (or curtain wall/retaining wall) than to use a longer superstructure.
B. Retaining Walls
For structures at sites where profile, right of way, and alignment dictate the use of
high exposed wall-type abutments for the end piers, retaining walls that flank the
approach roadway can be used to retain the roadway fill and reduce the overall
structure length. Stepped walls are often used to break up the height, and allow
for landscape planting. A curtain wall runs between the bridge abutment and the
heel of the abutment footing. In this way, the joint in the retaining wall stem can

September 2020
coincide with the joint between the abutment footing and the retaining wall footing.
This simplifies design and provides a convenient breaking point between design
responsibilities if the retaining walls happen to be the responsibility of the Region.
The length shown for the curtain wall dimension is an estimated dimension based
on experience and preliminary foundation assumptions. It can be revised under
design to satisfy the intent of having the wall joint coincide with the end of the
abutment footing.
C. Slope Protection
The Region is responsible for making initial recommendations regarding slope

protection. It should be compatible with the site and should match what has been
used at other bridges in the vicinity. The type selected shall be shown on the
Preliminary Plan. It shall be noted on the “Not Included in Bridge Quantities” list.
D. Noise Walls
Approval of the State Bridge and Structures Architect is required for the final
selection of noise wall appearance, finish, materials and configuration.
2.5.3 Intermediate Piers
The size, shape, and spacing of the intermediate pier elements must satisfy two criteria.
They must be correctly sized and detailed to efficiently handle the structural loads
required by the design and shaped to enhance the aesthetics of the structure.
The primary view of the pier must be considered. For structures that cross over another
roadway, the primary view will be a section normal to the roadway. This may not always
be the same view as shown on the Preliminary Plan as with a skewed structure, for
example. This primary view should be the focus of the aesthetic review.
Tapers and flares on columns should be kept simple and structurally functional.
Fabrication and constructability of the formwork of the pier must be kept in mind.
Crossbeam ends should be carefully reviewed. Skewed bridges and bridges with steep
profile grades or those in sharp vertical curves will require special attention to detail.
Column spacing should not be so small as to create a cluttered look. Column spacing
should be proportioned to maintain a reasonable crossbeam span balance.
2.5.4 Barrier and Wall Surface Treatments
A. Plain Surface Finish
This finish will normally be used on structures that do not have a high degree of
visibility or where existing conditions warrant. A bridge in a remote area or a bridge
among several existing bridges all having a plain finish would be examples.

September 2020
B. Formliner Finishes
These finishes are the most common and an easy way to add a decorative texture to
a structure. Variations on this type of finish can be used for special cases. The specific
areas to receive this finish should be reviewed with the State Bridge and Structures
Architect.
C. Pigmented Sealer
The use of a pigmented sealer is used to control graffiti and can also be an aesthetic
enhancement. Most commonly it is always used in urban areas. The selection should
be reviewed with the State Bridge and Structures Architect and the Region.
D. Architectural Details
Rustication grooves, relief panels, pilasters, and decorative finishes may visually
improve appearance at transitions between different structure types such as cast-
in-place abutments to structural earth retaining walls. Contact the State Bridge and
Structures Architect for guidance.
In special circumstances custom designs may be provided. Designs rising to the level
of art shall be subject to the procedures outlined in the Design Manual M 22-01
2.5.5 Superstructure
The horizontal elements of the bridge are perhaps the strongest features. The sizing
of the structure depth based on the span/depth ratios in Section 2.4.1, will generally
produce a balanced relationship.
Designs rising to the level of "Art" shall be subject to the procedures outlined in the
Design Manual M 22-01.
Haunches or rounding of girders at the piers can enhance the structure’s appearance.
The use of such features should be kept within reason considering fabrication of materials
and construction of formwork. The amount of haunch should be carefully reviewed for
overall balance from the primary viewing perspective. Haunches are not limited to cast-in-
place superstructures, but may be used in special cases on precast, prestressed I girders.
They require job-specific forms which increase cost, and standard design software is not
directly applicable.
The slab overhang dimension should approach that used for the structure depth. This
dimension should be balanced between what looks good for aesthetics and what is
possible with a reasonable slab thickness and reinforcement.
For box girders, the exterior webs can be sloped, but vertical webs are preferred. The
amount of slope should not exceed l½: l for structural reasons, and should be limited
to 4:1 if sloped webs are desired. Sloped webs should only be used in locations of high
aesthetic impact.
When using precast, prestressed girders, all spans shall be the same series, unless
approved otherwise by the Bridge Design Engineer.

September 2020
2.6 Miscellaneous
2.6.1 Structure Costs
See Section 12.3 for preparing cost estimates for preliminary bridge design.
2.6.2 Handling and Shipping Precast Members and Steel Beams
Bridges utilizing precast concrete beams or steel beams need to have their access routes
checked and sites reviewed to be certain that the beams can be transported to the site.
It must also be determined that they can be erected once they reach the site.
Both the size and the weight of the beams must be checked. Likely routes to the site must
be adequate to handle the truck and trailer hauling the beams. Avoid narrow roads with
sharp turns, steep grades, and/or load-rated bridges, which may prevent the beams from
reaching the site. The Bridge Preservation Office should be consulted for limitations on
hauling lengths and weights.
Generally 252 kips is the maximum weight of a girder that may be hauled by truck.
The site should be reviewed for adequate space for the contractor to set up the cranes
and equipment necessary to pick up and place the girders. The reach and boom angle
should be checked and should accommodate standard cranes.
2.6.3 Salvage of Materials
When a bridge is being replaced or widened, the material being removed should be
reviewed for anything that WSDOT may want to salvage. Items such as aluminum rail,
luminaire poles, sign structures, and steel beams should be identified for possible salvage.
The Region should be asked if such items are to be salvaged since they will be responsible
for storage and inventory of these items.

September 2020
2.7 WSDOT Standards for Highway Bridges

2.7.1 Design Elements
The following are standard design elements for bridges carrying highway traffic. They
are meant to provide a generic base for consistent, clean looking bridges, and to
reduce design and construction costs. Modification of some elements may be required,
depending on site conditions. This should be determined on a case-by-case basis during
the preliminary plan stage of the design process.
A. General
Fractured Fin Finish shall be used on the exterior face of the traffic barrier. All other
surfaces shall be Plain Surface Finish.
Exposed faces of wingwalls, columns, and abutments shall be vertical. The exterior
face of the traffic barrier and the end of the intermediate pier crossbeam and
diaphragm shall have a 1:12 backslope.
B. Substructure
End piers use the following details:
15-foot wingwalls with prestressed concrete girders up to 74-inches in depth or a

combination of curtain wall/retaining walls.
Stub abutment wall with vertical face. Footing elevation, pile type (if required),
and setback dimension are determined from recommendations in the Materials
Laboratory Geotechnical Services Branch Geotechnical Report.
Intermediate piers use the following details:
“Dropped” Crossbeams – The crossbeam below the girders is designed for the girder
and bridge deck dead load, construction loads, live load, and superimposed dead
loads. The minimum depth of the crossbeam shall be 3-feet. This crossbeam may be
used for simple span continuous prestressed concrete girder bridges and continuous
steel girder bridges.
“Semi-raised” Crossbeams – The crossbeam below the girders is designed for the
girder and slab dead load, and construction loads. The crossbeam and the diaphragm
together are designed for all live loads and composite dead loads. The minimum
depth of the crossbeam shall be 3-feet.
“Raised” Crossbeams – The crossbeam is at the same level as the girders are
designed for all dead and live loads.
Round Columns – Columns shall be 3-feet to 6-feet diameter. Dimensions are

constant full height with no tapers. Bridges with roadway widths of 40-feet or
less will generally be single column piers. Bridges with roadway widths of greater
the 40-feet shall have two or more columns, following the criteria established in
Section 2.3.1.H. Oval or rectangular column may be used if required for structural
performance or bridge visual.

September 2020
C. Superstructure
Concrete Slab – 7½ inch minimum thickness with epoxy coated steel reinforcing
bars in general with 5 inch minimum thickness for deck girders and 8 inch minimum
thickness for steel girders.
Prestressed Concrete Girders – Girder spacing will vary depending on roadway width
and span length. The bridge deck overhang dimension is approximately half of the
girder spacing. Girder spacing typically ranges between 6-feet and 12-feet.
Intermediate Diaphragms – Locate in accordance with Table 5.6.2-1 and Section

5.6.4.C. Provide full or partial depth in accordance with Section 5.6.4.C.4.
End Diaphragms – “End Wall on Girder” type.
Traffic Barrier – Use 3’-6” high “F-shape” or Single-sloped barrier to meet worker fall
protection requirements.
Fixed Diaphragm at Inter. Piers – Full or partial width of crossbeam between girders
and outside of the exterior girders.
Hinged Diaphragm at Inter. Piers – Partial width of crossbeam between girders.

Sloped curtain panel full width of crossbeam outside of exterior girders, fixed to ends
of crossbeam.
BP Rail – 3′–6″ overall height for pedestrian traffic. 4′–6″ overall height for bicycle
traffic.
Sidewalk – 6-inch height at curb line. Transverse slope of -0.02 feet per foot towards
the curb line.
Sidewalk barrier – Inside face is vertical. Outside face slopes 1:12 outward.
Expansion Joints – refer to table in Section 9.1.1 for guidance regarding maximum
bridge superstructure length beyond which the use of either intermediate expansion
joints or modular expansion joints at the ends is required.
D. Examples
Appendices 2.3-A2-1 and 2.7-A1-1 detail the standard design elements of a standard
highway bridge.
The following bridges are good examples of a standard highway bridge. However,
they do have some modifications to the standard.
SR 17 Undercrossing 395/110 Contract 3785

Mullenix Road Overcrossing 16/203E&W Contract 4143

September 2020
2.7.2 Detailing the Preliminary Plan
The Bridge or Culvert Preliminary Plan is used and reviewed by the Bridge and
Structures Office or consultant who will do the structural design, Region designers and
managers, Geotechnical engineers, Hydraulics engineers, Program managers, FHWA
engineers and local agency designers and managers. It sometimes is used in public
presentation of projects. With such visibility it is important that it's detailing is clear,
complete, professional, and attractive. The designer, detailer, and checker shall strive for
completeness and consistency in information, layout, line style, and fonts. Appendix B
contains examples of Preliminary Plans following time-proven format that may be helpful.
See also Chapter 11.
Typical sheet layout is as follows:
1. Plan and Elevation views. (This sheet ultimately becomes the Layout sheet of the
design plan set)
2. Typical Section including details of stage construction.
Superelevation diagrams, tables of existing elevations, Notes to Region, and other

miscellaneous details as required shall go on Sheet 2, 3, or 4, as many as required.
See also the Preliminary Plan Checklist for details, dimensions, and notes typically
required. The completed plan sheets shall be reviewed for consistency by the
Preliminary Plans Detailing Specialist.

September 2020
2.8 Bridge Security

2.8.1 General
Security based bridge design and its direct correlation to modern social issues is
addressed in this section. Criminal activity, illegal encampments, graffiti, hindrance to
economic development and public eyesore create unwanted expensive. They also pose
safety hazard for State Maintenance and Operations practices. The issue exists in urban
areas as well as rural and recreational locales.
Bridges are dominant structures in landscapes. They are held to a higher standard of
design due to their influence on communities, where economic and social settings are
affected by their quality. Initial project cost savings may quickly be overshadowed by
increased externalized costs. These externalized costs are born by local municipalities and
businesses as well as other departments within WSDOT.
WSDOT bridge inspectors are required to inspect all bridges at least once every
24 months. The presence of the illegal encampments, as well as garbage, hypodermic
needles, and feces often makes it impossible to do a close, hands-on inspection of the
abutments and bearings of bridges. The Bridge Preservation Office has requested that
maintenance clean up transient camps when it becomes difficult or impossible to do an
adequate inspection of the bridges. Campfires set by the homeless have also caused
damage to bridges.
Bridge Maintenance Crews also face the same difficulty when they need to do repair work
on bridges in the urban area. Clean up requires (per law) posting the bridge seventy-two
hours prior to any work. Material picked up is tagged, bagged, and stored for retrieval.
Often the offenders are back the next day.
2.8.2 Design
Design is determined on a case by case basis using two strategies. These strategies are
universally accepted best practices. The first, Crime Prevention through Environmental
Design (CPTED), is a multi-disciplinary approach to deterring criminal behavior. The
second, Context Sensitive Solutions (CSS), is also multi-disciplinary and focuses on
project development methods. Multi-disciplinary teams consist of engineers and
architects but may include law enforcement, local businesses, social service providers, and
psychologists.
A. CPTED principals are based upon the theory that the proper design and effective
use of the built environment can reduce crime, reduce the fear of crime, and
improve the quality of life. Built environment implementations of CPTED seek to
dissuade offenders from committing crimes by manipulating the built environment
in which those crimes proceed from or occur. The six main concepts are territoriality,
surveillance, access control, image/maintenance, activity support and target
hardening. Applying all of these strategies is key when preventing crime in any
neighborhood or right-of-way.

September 2020
Natural surveillance and access control strategies limit the opportunity for crime.
Territorial reinforcement promotes social control through a variety of measures.
These may include enhanced aesthetics or public art. Image/maintenance and activity
support provide the community with reassurance and the ability to stop crime by
themselves. Target hardening strategies may involve fencing or concrete enclosures
or they may include all techniques to resolve crime or chronic trespass into one
final step.
B. WSDOT implements FHWA’s CSS design development principles. The CSS methods
require designers to consider the physical, economic, and social setting of a project.
Stakeholder’s interests are to be accounted for; including area residents and
business owners.
2.8.3 Design Criteria
New bridges need to address design for the environment by basic criteria:
• Slopes under bridges need to be steep slope, and hardened with something like solid
concrete so that flat areas cannot be carved into the hillside. Flat areas under bridge
superstructures attract inappropriate uses and should be omitted.
• Illegal urban campers have been known to build shelters between the concrete
girders. Abutment walls need to be high enough that they deny access to the
superstructure elements. When it is not feasible to design for deterrence the sites
need to be hardened with fencing buried several feet into the soil or with solid
concrete walls. See Figures 2.8.3-1 and 2.8.3-2 for high security fence and concrete
wall examples.
• Regular chain link is easy cut, therefore stouter material needs to be specified.
• Landscape design should coordinate with region or headquarters landscape architects.
Areas need to be visible to law enforcement.
Figure 2.8.3-1 Bent Type Abutment Plan

APPROACH EMBANKMENT WALL
CONCRETE FASCIA WITH

INSPECTION DOOR.
BRIDGE ABUTMENT END PIER

CONFIGURATION WITH COLUMNS.

Figure 2.8.3-1 September 2020
Figure 2.8.3-2
½" GAP (TYP. AT

VERTICAL ELEMENTS)
1" GAP (TYP. AT
September 2020
GALV. STEEL WELDED HORIZONTAL ELEMENTS)
Preliminary Design
WIRE MESH FABRIC

BRIDGE SECURITY FENCE
ON TOP OF ABUTMENT
PRY RESISTANT ELEMENT WITH
DIRECT CONNECTION TO RAIL
POST (TYP.)
GALV. STEEL WELDED
WIRE MESH FABRIC SEE DETAIL 1
RAIL (TYP.)
WSDOT Bridge Design Manual M 23-50.20

RAIL BRIDGE SECURITY FENCE
BOTTOM OF RETURN TO ABUTMENT
POST GIRDER FLANGE
FINISHED GROUND LINE
DETAIL 1 CONTINUOUS CONC.

BRIDGE SECURITY FENCE CURB (TYP.)
IN FRONT OF ABUTMENT
POST FOUNDATION (TYP.)
ABUTMENT FOUNDTAION
Page 2-55
Chapter 2
2.9 Bridge Standard Drawings

2-B-1 Bridge Preliminary Plan Example - Precast Slab Bridge
2-B-2 Bridge Preliminary Plan Example - Temporary Bridge
2-B-3 Bridge Preliminary Plan Example - Bridge Cross Sections
2-B-4 Bridge Preliminary Plan Example - Precast Tub Girder Bridge
2-B-5 Bridge Preliminary Plan Example - Bridge Cross Section
2-B-6 Bridge Preliminary Plan Example - Roadway Data
2-B-7 Bridge Preliminary Plan Example - Precast Girder Bridge Widening
2-B-8 Bridge Preliminary Plan Example - Widened Bridge Cross Section
2-B-9 Bridge Preliminary Plan Example - Existing Roadway Survey Data
2.3-A1 Bridge Stage Construction Comparison
2.3-A2 Bridge Redundancy Criteria
2.7-A1 Standard Superstructure Elements

September 2020
2.10 Appendices
Appendix 2.2-A1 Bridge Site Data General
Appendix 2.2-A2 Structure Site Data Rehabilitation
Appendix 2.2-A3 Structure Site Data Stream Crossings
Appendix 2.2-A4 Preliminary Plan Checklist
Appendix 2.2-A5 Request For Geotechnical & Hydraulic Information for Bridge
Preliminary PlanRequest For Geotechnical & Hydraulic Information
for Bridge Preliminary Plan

September 2020
Appendix 2.2-A1 Bridge Site Data General
Structure Site Data

General
Region Made By Date
Structure Information
SR Structure Name Control Section Project No.
Highway Section Section, Township & Range Datum
Roadway width between curbs What are expected foundation conditions?
Will the structure be widened in a When can foundation drilling be accomplished?

contract subsequent to this contract ? Yes No N/A
Which side and amount ?
Is slope protection or riprap required for the structure end slope
Will the roadway under the structure be widened in the future? Yes No N/A
Yes No N/A Are sidewalks to be provided?
Yes No N/A
Stage construction requirements?
Yes No N/A If Yes, which side and width?
Should the additional clearance for off-track railroad maintenance Will there be bicycle traffic using this structure
equipment be provided?
Yes No N/A
Can a pier be placed in the median? If Yes, which side(s)?
Yes No N/A
Will signs or illumination be attached to the structure?
What are the required falsework or construction opening dimensions ?
Yes No N/A
Will utility conduits be incorporated in the bridge?
Are there detour or shoofly requirements? Yes No N/A
(If Yes, attach drawings) Yes No N/A What do the traffic barriers on the structure transition to?
Can the R/W be adjusted to accommodate toe of approach fills?
Yes No N/A
What is the required vertical clearance? Furnish type and location of existing features within the limits of this
project, such as retaining walls, sign support structures, utilities,
buildings, powerlines, etc.
What is the available depth for superstructure?
Are overlays planned for a contract subsequent to this contra Are there security issues, such as the presence of illegal campers, that
Yes No N/A require design considerations?
Can profile be revised to provide greater

or less clearance?
Yes No N/A
Any other data relative to selection of type, including your
If Yes, which line and how much? recommendations?
Will structure be constructed before, with or after approach f

Before With After N/A
Attachments
Vicinity Map
Structure Site Contour Map
Specific Roadway sections at structure site and approved roadway sec
Vertical Profile Data
Horizontal Curve Data
Superelevation Transition Diagrams
Tabulated field surveyed and measured stations, offsets, and elevations of existing roadways (See Design Manual M 22-01, Cha
Photographs and video of structure site, adjacent existing structures and surrounding terrain
DOT Form 235-002

Revised 07/2017

September 2020
Appendix 2.2-A2 Structure Site Data Rehabilitation
Structure Site Data Rehabilitation

Region Made By Date
Highway Section Section, Township & Range Vertical Datum
Existing roadway width, curb to curb Left of CL Right of CL
Proposed roadway width, curb to curb Left of CL Right of CL
Existing wearing surface (concrete, HMA, HMA w /membrane, MC, epoxy, other) Thickness
Existing drains to be plugged, modified, moved, other?
Proposed overlay (HMA, HMA w /membrame, MC, epoxy) Thickness
Is traffic barrier/railing to be modified? Yes No

Existing rail type
Proposed rail replacement type
Will terminal design “F” be required? Yes No

Will utilities be placed in the new barrier? Yes No
Will the structure be overlayed with or after rail replacement? With Rail Replacement After Rail Replacement
Condition of existing expansion joints
Existing expansion joints watertight? Yes No

@ curb line @ CL roadway @ curb line
Measure width of existing expansion joint, normal to skew. Inch Inch Inch
Estimate structure temperature at time of expansion joint measurement
Type of existing expansion joint
Describe damage, if any, to existing expansion joints
Existing Vertical Clearance
Proposed Vertical Clearance (at curb lines of traffic barrier)
Attachments
Video tape of project
Sketch indicating points at which expansion joint width was measured.
Photographs of existing expansion joints.
Existing deck chloride and delamination data.
Roadway deck elevations at curb lines (10-foot spacing)
DOT Form 235-002A

Revised 07/2017

September 2020
Appendix 2.2-A3 Structure Site Data Stream Crossings
Structure Site Data

Stream Crossings
Region Made By Date
Highway Section Section, Township & Range Datum (e.g. NGVD29, NAVD88, USGS)
Name of Stream Tributary of
Elevation of W.S. (@ Date/Time of survey) Non-Tidal Tidal

Flow (CFS) WSE (ft) Flow (CFS) WSE (ft)
2-YR 2-YR
Streambed Material 100-YR 100-YR
Fines Gravel Boulder 500-YR 500-YR
Sand Cobble MLLW
MHHW
Amount and Character of Drift
Manning’s “N” Value (Est.)
Attachments
Site Contour Map (See Sect. 710.04 WSDOT Design Manual)
Highway Alignment and Profile (refer to base map and profiles)
Streambed: Profile and Cross Sections defining bankfull width and bank shelf widths and slopes (See Sect. 710.03
WSDOT Design Manual)
Photographs
Character of Stream Banks (e.g., rock, silt.) / Location of Solid Rock
Other Data Relative to Selection of Type and Design of Structure, Including your Recommendations (e.g., requirements
of riprap, permission of piers in channel.)
DOT Form 235-001

Revised 11/2019

September 2020
Appendix 2.2-A4 Preliminary Plan Checklist

Project __________________ SR ______ Prelim. Plan by ____________ Check by _____ Date_______
Plan Miscellaneous
Survey Lines and Station Ticks Structure Type

Survey Line Intersection Angles Live Loading
Survey Line Intersection Stations Undercrossing Alignment Profiles/Elevs.
Survey Line Bearings Superelevation Diagrams
Roadway and Median Widths Curve Data
Lane and Shoulder Widths Riprap Detail
Sidewalk Width Plan Approval Block
Connection/Widening for Guardrail/Barrier Notes to Region
Profile Grade and Pivot Point Names and Signatures
Roadway Superelevation Rate (if constant) Not Included in Bridge Quantities List
Lane Taper and Channelization Data Inspection and Maintenance Access
Traffic Arrows
Mileage to Junctions along Mainline Elevation
Back to Back of Pavement Seats Full Length Reference Elevation Line

Span Lengths Existing Ground Line x ft. Rt of Survey Line
Lengths of Walls next to/part of Bridge End Slope Rate
Pier Skew Angle Slope Protection
Bridge Drains, or Inlets off Bridge Pier Stations and Grade Elevations
Existing drainage structures Profile Grade Vertical Curves
Existing utilities Type, Size, and Location BP/Pedestrian Rail
New utilities - Type, Size, and Location Barrier/Wall Face Treatment
Luminaires, Junction Boxes, Conduits Construction/Falsework Openings
Bridge mounted Signs and Supports Minimum Vertical Clearances
Contours Water Surface Elevations and Flow Data
Top of Cut, Toe of Fill Riprap
Bottom of Ditches Seal Vent Elevation
Test Holes (if available) Datum
Riprap Limits Grade elevations shown are equal to …
Stream Flow Arrow For Embankment details at bridge ends...
R/W Lines and/or Easement Lines Indicate F, H, or E at abutments and piers
Points of Minimum Vertical Clearance
Horizontal Clearance
Exist. Bridge No. (to be removed, widened)
Section, Township, Range
City or Town
North Arrow
SR Number
Bearing of Piers, or note if radial

September 2020
Typical Section
Bridge Roadway Width

Lane and Shoulder Widths
Profile Grade and Pivot Point
Superelevation Rate
Survey Line
Overlay Type and Depth
Barrier Face Treatment
Limits of Pigmented Sealer
BP/Pedestrian Rail dimensions
Stage Construction, Stage traffic
Locations of Temporary Concrete Barrier
Closure Pour
Structure Depth/Prestressed Girder Type
Conduits/Utilities in bridge
Substructure Dimensions
Bridge Inspection Lighting and Access
Left Margin
Job Number
Bridge (before/with/after) Approach Fills
Structure Depth/Prestressed Girder Type
Deck Protective System
Coast Guard Permit Status
(Requirement for all water crossing)
Railroad Agreement Status
Points of Minimum Vertical Clearance
Cast-in-Place Concrete Strength
Right Margin
Control Section
Project Number
Region
Highway Section
SR Number
Structure Name

September 2020
Request For Geotechnical & Hydraulics Information For Bridge Preliminary Plans
September 2020
Chapter 2
Preliminary Design
Date: Requested By: Geotech Info Rovided By:
Hydraulics Info Provided By:
Project Name & Location:
Back Of Pavement Seat Stations (Bridge Or Structure Limits):

Appendix 2.2-A5
Geotechnical Information Requested PIER: PIER: PIER: PIER: PIER:
STA: STA: STA: STA: STA:
Anticipated foundation type:
WSDOT Bridge Design Manual M 23-50.20

shallow, deep, or complex/very deep
If shallow, expect seal/coffer dams: Yes or No
If deep, expected type: pile, shaft, unknown
If shaft casing requirements:

permanent, temporary, both, unknown
Bridge and slopes: 2:1 or other (fill in)
Landslide risk: Yes or No
Liquefaction/lateral spread risk: Yes or No
Anticipate soil improvement: Yes or No
Early boring(s) recommended: Yes or No
Any additional comments or concerns:
Hydraulics Information Requested

Scour potential: Yes or No
Channel migration risk: High or Low
Early boring(s) recommended: Yes or No
Any additional comments or concerns:

Preliminary Design
Page 2-63
Chapter 2
Request For Geotechnical & Hydraulic

Information for Bridge Preliminary Plan
2.99 References
1. Federal Highway Administration (FHWA) publication Federal Aid Highway
Program Manual.
FHWA Order 5520.1 (dated December 24, 1990) contains the criteria pertaining
to Type, Size, and Location studies.
Volume 6, Chapter 6, Section 2, Subsection 1, Attachment 1 (Transmittal 425)

contains the criteria pertaining to railroad undercrossings and overcrossings.
2. WAC480-60 Railroad Companies - Clearances
3. American Railway Engineering and Maintenance Association (AREMA) Manual

for Railroad Engineering. Note: This manual is used as the basic design and geometric
criteria by all railroads. Use these criteria unless superseded by FHWA or WSDOT
criteria.
4. WSDOT Design Manual M 22-01.
5. WSDOT Geotechnical Design Manual M 46-03.
6. WSDOT Hydraulics Manual M 23-03.
7. WSDOT Local Agency Guidelines M 36-63.
8. American Association of State Highway and Transportation Officials AASHTO LRFD

Bridge Design Specification.
9. The Union Pacific Railroad “Guidelines for Design of Highway Separation Structures over
Railroad (Overhead Grade Separation)”
10. WSDOT Context Sensitive Solutions Executive Order E 1028
11. Newman, O. Defensible Space: Crime Prevention Through Urban Design. New York:
Macmillan. 1972.
12. Jacobs, Jane. The Death and Life of Great American Cities. New York: Random House.
1961.

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Chapter 2 Preliminary Design

2.2 Preliminary Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8

2.3 Preliminary Plan Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21

2.4 Selection of Structure Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37

2.5 Aesthetic Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46

2.6 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49

2.7 WSDOT Standards for Highway Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50

2.8 Bridge Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53

2.9 Bridge Standard Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-56

WSDOT Bridge Design Manual M 23-50.20 Page 2-i

2.10 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-57

2.99 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64

Page 2-ii WSDOT Bridge Design Manual M 23-50.20

2.1 Preliminary Studies

2.1.1 Interdisciplinary Design Studies

Bridge designers may be asked to participate either as a support resource or as a member

2.1.2 Value Engineering Studies

The VE team is headed by a facilitator and is composed of members with different

Bridge designers may be asked to participate either as a support resource or as a member

Engineers participating in VE studies, Cost-Risk Assessment (CRA) or Cost Estimate and

WSDOT Bridge Design Manual M 23-50.20 Page 2-1

2.1.3 Preliminary Recommendations for Bridge Rehabilitation Projects

Following the site visit, the next steps are:

2.1.4 Preliminary Recommendations for New Bridge Projects

Page 2-2 WSDOT Bridge Design Manual M 23-50.20

2.1.5 Type, Size, and Location (TS&L) Reports

The FHWA should be contacted as early as possible in the Project Development

The Materials Laboratory Geotechnical Services Branch must be contacted early in

To determine the preferred structural alternative, the designer should:

WSDOT Bridge Design Manual M 23-50.20 Page 2-3

2 Eliminate the least desirable alternatives by applying the constraints of the

3. Perform preliminary design calculations for unusual or unique structural

4. Compare the advantages, disadvantages, and costs of the remaining alternatives

1. Cover, Title Sheet, and Index

Page 2-4 WSDOT Bridge Design Manual M 23-50.20

WSDOT Bridge Design Manual M 23-50.20 Page 2-5

The executive summary should be able to “stand alone” as a separate document.

Preliminary plan drawings of the recommended alternative are included in

C. Reviews and Submittals

2.1.6 Alternate Bridge Designs

Page 2-6 WSDOT Bridge Design Manual M 23-50.20

• Variations in pier location may be required in order to optimize superstructure design

WSDOT Bridge Design Manual M 23-50.20 Page 2-7

2.2 Preliminary Plan

2.2.1 Development of the Preliminary Plan

A. Process and Sequence of Development

The Structural Submittal Expectations Matrix at www.wsdot.wa.gov/

2. Structure Site Data

If inconsistencies or omissions are discovered, the Region Project Office is

3. Preliminary Plan Design Assignment

Page 2-8 WSDOT Bridge Design Manual M 23-50.20

An alternative approach is for the Preliminary Plan to be developed by designers

4. Preliminary Plan Development

Preliminary Plan development includes initial steps outlined in Sections 2.2.1.B

The development steps of Sections 2.2.1.B through 2.2.1.G and Section

5. Initial Internal Review

WSDOT Bridge Design Manual M 23-50.20 Page 2-9

The deadline for return of review comments is specified in the distribution

6. Request for Geotechnical and Hydraulics Information

2.1.3 Preliminary Recommendations for Bridge Rehabilitation Projects