Bridge Design Manual

VERSION APRIL 2024
4/30/2024
BRIDGE DESIGN MANUAL

SECTION 1: DESIGN STANDARDS
BRIDGE ENGINEERING SECTION

OREGON DEPARTMENT OF TRANSPORTATION
Bridge Engineering Section
Bridge Design Manual – Preface
Note: Revisions for April 2024 are marked with yellow highlight. Deleted text is not marked; past
editions of the Bridge Design Manual (BDM) are available for comparison on the Bridge website.
Preface
PURPOSE:
The purpose of the Bridge Design Manual (BDM) is to ensure the design of bridges that are safe,
practical, economical, and appropriate for the site through the establishment of standards and
best practices.
FORMAT:
Section 1 of the BDM is being updated to a two-column format with specifications in the left-hand
column, and guidance and commentary on the right. For more information about the BDM
format, see the BDM Format Guide.
For any portions that have not been updated to the two-column format, consult with the relevant
section owners to clarify whether statements are requirements or guidance.
BACKGROUND:
The BDM documents design standards and construction practices that have proven to be
successful in Oregon over the years. The BDM has been consistently updated to draw alongside
the advancement of materials and construction techniques and is not intended to prevent the
designer from exercising sound engineering judgment. The BDM was developed to address the
design of conventional bridges. Develop project specific design criteria for non-conventional
bridges.
For state-owned bridges the specifications column of the BDM is intended to modify and
supplement national Bridge Design Specifications (BDM 1.2.1). Where in conflict, the BDM
controls.
DESIGN DEVIATIONS, DESIGN EXCEPTIONS, AND UPDATING:
Adhere to requirements in the specification column unless the section owner technical resource
approves the modification. When varying from the BDM, communicate with the relevant
section owner technical resource regarding the need for a deviation or exception (BDM 1.2.2).
If any BDM section is found to be inadequate or out of date, consider requesting a BDM update
from the section owner technical resource. The form to request an update is on the bridge website.
LOCAL AGENCIES:
Local Agency projects use the BDM as a guidance document and the primary bridge design
specification for the local agency is the AASHTO LRFD Bridge Design Specifications. If there is a
conflict with the BDM, then the AASHTO LRFD Design Specifications governs. For design
deviation or exception see BDM 1.2.2.
April 2024 i-2

Bridge Design Manual – Section 1
Table of Contents
Preface ................................................................................................................................ 1
Table of Contents .............................................................................................................. 1
Index of Figures and Tables ........................................................................................... 20
1.1 Introduction ........................................................................................................... 1
1.2 Bridge Design, General ......................................................................................... 2
1.2.1 Bridge Design Standards ......................................................................................................... 2

1.2.1.1 Standard Specifications and Standard Drawing Manuals ......................................... 2
1.2.1.2 Use of Oregon Standard Drawing and Standard Details ........................................... 3
1.2.2 Bridge Design Deviations (DD) and Roadway Design Exceptions (DE) .......................... 3
1.2.2.1 Design Exceptions ............................................................................................................ 4
1.2.2.2 Design Deviations ............................................................................................................ 5
1.2.2.3 Technical Bulletins ........................................................................................................... 5
1.2.3 Bridge Design Categories ........................................................................................................ 5
1.2.3.1 Bridge Design Categories, General................................................................................ 5
1.2.3.2 Bridge Modernization ..................................................................................................... 3
1.2.3.3 Bridge Retrofit .................................................................................................................. 3
1.2.3.4 Bridge Preservation ......................................................................................................... 3
1.2.3.5 Bridge Maintenance ......................................................................................................... 4
1.2.3.6 Local Agency .................................................................................................................... 4
1.2.4 Bridge Location and Environment ......................................................................................... 5
1.2.4.1 Marine Areas .................................................................................................................... 5
1.2.4.2 Coastal Areas .................................................................................................................... 5
1.2.4.3 Snow and Ice Areas ......................................................................................................... 5
1.2.4.4 Mild Areas......................................................................................................................... 5
1.2.5 Structure Appearance and Aesthetics ................................................................................... 6
1.2.5.1 General .............................................................................................................................. 6
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1.2.5.2 Location and Surroundings ............................................................................................ 7
1.2.5.3 Horizontal and Vertical Geometry ................................................................................ 7
1.2.5.4 Superstructure Type and Shape ..................................................................................... 8
1.2.5.5 Bent Shape and Placement.............................................................................................. 8
1.2.5.6 End Bent Shape and Placement ..................................................................................... 9
1.2.5.7 Parapet and Railing Details ............................................................................................ 9
1.2.5.8 Colors ............................................................................................................................... 10
1.2.5.9 Textures ........................................................................................................................... 10
1.2.5.10 Ornamentation ........................................................................................................... 10
1.2.6 Bridge Types & Selection Guidance ..................................................................................... 11
1.2.6.1 Bridge Types and Economics ....................................................................................... 11
1.2.6.1.1 Precast Concrete versus Cast-in-Place Concrete ....................................... 13
1.2.6.1.2 Short Span Steel Bridges ............................................................................... 13
1.2.6.1.3 Composite Steel Girder Bridges ................................................................... 14
1.2.6.1.4 Bridge Widening ............................................................................................ 14
1.2.6.1.5 Design Criteria for Major or Unusual Bridges ........................................... 14
1.2.6.1.6 Maintenance and Provisions for Inspection of Bridges ............................ 15
1.2.6.2 Substructure Guidance .................................................................................................. 15
1.2.6.3 Special Considerations for Federal-Aid Projects ....................................................... 15
1.2.6.3.1 Alternate Designs ........................................................................................... 15
1.2.6.3.2 Unusual Structures ........................................................................................ 16
1.2.6.3.3 Experimental Features Program .................................................................. 16
1.2.6.3.4 Specifying Proprietary Items ........................................................................ 17
1.2.6.3.5 Use of Debris from Demolished Bridges and Overpasses ....................... 17
1.2.6.4 Use of Salvage Materials ............................................................................................... 17
1.2.7 Bridge Layout .......................................................................................................................... 18
1.2.7.1 ADA Considerations ..................................................................................................... 18
1.2.7.2 Spans and Proportions .................................................................................................. 19
1.2.7.3 Bridge Length ................................................................................................................. 21
1.2.7.4 Substructure Guidance .................................................................................................. 21
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1.2.8 Bridge Security Design Considerations ............................................................................... 22
1.2.8.1 Bridge Security Design Considerations ...................................................................... 22
1.2.8.1.1 Countermeasures ......................................................................................... 22
1.2.8.1.2 Process ........................................................................................................... 22
1.2.8.2 Placing Buildings Beneath ODOT Bridges ................................................................. 24
1.2.9 Bridge Name Plates & Markers ............................................................................................ 26
1.2.9.1 Existing Bridge Name Plates ........................................................................................ 26
1.2.9.2 Bridge and Structure ID Markers ................................................................................ 26
1.2.10 Safety and Accessibility ........................................................................................................ 28
1.2.10.1Accessibility Standards ................................................................................................. 28
1.2.10.2ADA Compliance for Bridge Work ............................................................................. 28
1.2.10.2.1 General Guidance ........................................................................................ 28
1.2.10.2.2 Work Activity Triggers ............................................................................... 29
1.2.10.2.3 Design Considerations ................................................................................ 34
1.3 Loads and Distributions ...................................................................................... 36
1.3.1 Ductility, Redundancy and Operational Importance ........................................................ 36

1.3.2 Dead Loads .............................................................................................................................. 37
1.3.2.1 Wearing Surface ............................................................................................................. 38
1.3.2.2 Load Rating of Existing Bridges .................................................................................. 38
1.3.3 Live Loads................................................................................................................................ 39
1.3.3.1 New Vehicular Traffic Structure .................................................................................. 39
1.3.3.2 Pedestrian Structures ..................................................................................................... 44
1.3.3.3 Widening of Vehicular Traffic Structures................................................................... 45
1.3.3.4 Structure Strengthening ................................................................................................ 45
1.3.4 Construction and Temporary Loading ................................................................................ 46
1.3.4.1 Jacking Forces ................................................................................................................. 47
1.3.4.2 Bridge Raising ................................................................................................................ 48
1.3.4.3 Falsework ........................................................................................................................ 49
1.3.4.4 Work Access Platforms ................................................................................................. 49
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1.3.5 Sidewalk Loading ................................................................................................................... 50
1.3.6 Vehicular Collision Forces: CT ............................................................................................. 51
1.3.7 Change in Foundations Due to Limit State for Scour ........................................................ 56
1.3.8 Thermal Forces ........................................................................................................................ 56
1.3.9 Wind Load ............................................................................................................................... 56
1.4 Structural Analysis ............................................................................................... 61
1.4.1 Live Load Distribution Factors ..................................................................................... 61
1.5 Concrete ................................................................................................................ 63
1.5.1 Concrete, Design Considerations ......................................................................................... 63

1.5.1.1 Corrosion Protection System ......................................................................................... 65
5.2 Concrete Finish ....................................................................................................................... 65
1.5.3 Concrete Bonding Agents ...................................................................................................... 67
1.5.4 Curing Concrete ...................................................................................................................... 68
1.5.5 Reinforcement ......................................................................................................................... 69
1.5.5.1 Reinforcement for Shrinkage and Temperature ........................................................ 71
1.5.5.2 Spacing of Shear Reinforcement .................................................................................. 71
1.5.5.3 Negative Moment Reinforcement ............................................................................... 71
1.5.5.4 Minimum Bar Spacing................................................................................................... 72
1.5.5.5 Modified Tension Development Length - GRADE 60 – Uncoated Deformed Bars .
...................................................................................................................................... 72
1.5.5.6 Modified Tension Development Length - GRADE 60 – Epoxy Coated Deformed
Bars ................................................................................................................................... 74
1.5.5.7 Class B Tension Lap Splice (in) - GRADE 60 – Uncoated Deformed Bars ............. 77
1.5.5.8 Min. Column Bar Lengths in Footings – GRADE 60 & F'C =3.3 KSI .................... 78
1.5.5.9 Welded Splices and Mechanical Connections ........................................................... 79
1.5.5.10 *Lap Splices – GRADE 60.......................................................................................... 80
1.5.5.11 Development of Flexural Reinforcement................................................................ 80
1.5.5.12 Distribution of Flexural Reinforcement .................................................................. 80
1.5.5.13 Bundled Bars .............................................................................................................. 80
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1.5.5.14 Headed Reinforcement ............................................................................................. 81
1.5.5.15 High Strength Reinforcement .................................................................................. 84
1.5.5.15.1 ASTM A706 Grade 80 ................................................................................... 84
1.5.5.15.2 ASTM A1035 Grade 100 ............................................................................... 85
1.5.5.15.3 ASTM A615 Grade 100 ................................................................................. 85
1.5.5.15.4 Application of High Strength Reinforcement ........................................... 85
1.5.5.16 Glass Fiber Reinforced Polymer (GFRP) Reinforcement ...................................... 88
1.5.5.17 FRP Reinforcement ................................................................................................... 89
1.5.5.18 Bar Lengths ................................................................................................................. 89
1.5.5.19 Interim Reinforcement for T-Beams and Box Girders .......................................... 90
1.5.5.20 Additional Shear Reinforcement ............................................................................. 92
1.5.5.21 Diaphragm Beam Reinforcement .............................................................................. 93
1.5.6 Precast Prestressed Concrete Elements ............................................................................... 94
1.5.6.1 Design of Precast Prestressed Elements...................................................................... 94
1.5.6.2 Design and Detailing of Precast Prestressed Girders ............................................. 101
1.5.6.2.1 Stay-in-Place Forms ................................................................................... 101
1.5.6.2.2 Diaphragm Beam Restraint ...................................................................... 102
1.5.6.2.3 Beam Seat or Top of Crossbeam Elevation ............................................. 103
1.5.6.2.4 Continuous Deck Reinforcement ............................................................. 103
1.5.6.2.5 Beam Stirrups ............................................................................................. 104
1.5.6.2.6 Structure Widenings, Precast Beam Bridges .......................................... 104
1.5.6.2.7 Deck Pour Sequence .................................................................................. 105
1.5.6.2.8 Diaphragm Beams...................................................................................... 105
1.5.6.2.9 Earthquake Restraint Details .................................................................... 106
1.5.6.2.10 Fixed Girder Connections ......................................................................... 106
1.5.6.2.11 Girder Spacing ............................................................................................ 106
1.5.7 Cast-In-Place Superstructure .............................................................................................. 108
1.5.7.1 General Design ............................................................................................................. 108
1.5.7.2 Interim Reinforcement for T-Beams .......................................................................... 108
1.5.7.3 Diaphragm Beam Steel ................................................................................................ 108
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1.5.7.4 Box Girder Stem Flare ................................................................................................. 108
1.5.7.5 Shear Keys and Construction Joints .......................................................................... 108
1.5.7.6 Standard Access and Ventilation in Concrete Box Girders.................................... 108
1.5.7.7 Form Removal .............................................................................................................. 110
1.5.7.8 Bottom Slab Details ...................................................................................................... 110
1.5.7.9 CrossBeams ................................................................................................................... 111
1.5.7.10 Fillets ............................................................................................................................. 111
1.5.7.11 Structure Widenings, Cast-in-Place Superstructures ............................................. 111
1.5.7.12 Stay-in-Place Forms for Deck .................................................................................... 112
1.5.8 Post-Tensioned Structures ................................................................................................... 113
1.5.8.1 Design Considerations ................................................................................................ 113
1.5.8.1.1 Structure Depths ........................................................................................ 113
1.5.8.1.2 Shrinkage and Creep Stresses .................................................................. 113
1.5.8.1.3 Shortening of Post Tensioned Bridges .................................................... 113
1.5.8.1.4 Deflections................................................................................................... 113
1.5.8.1.5 Curved Post-Tensioned Ducts.................................................................. 113
1.5.8.1.6 Design Moments at Interior Bents of Post-Tensioned Bridges ............ 114
1.5.8.1.7 Skewed Box Girders .................................................................................. 114
1.5.8.1.8 Concrete Tensile Stress Limits.................................................................. 115
1.5.8.2 General Details ............................................................................................................. 115
1.5.8.3 Stress Rod Reinforcement of Bearing Seats .............................................................. 115
1.5.8.4 Segmental Construction .............................................................................................. 115
1.5.8.5 Support Tower Details and Notes ............................................................................. 116
1.5.8.6 Post-Tension Strand Duct Placement ........................................................................ 117
1.5.9 Camber Diagrams ................................................................................................................. 119
1.5.9.1 Camber Diagrams, General ........................................................................................ 119
1.5.9.2 Precast Prestressed Slabs and Box Beams................................................................. 120
1.5.10 Pour Sequences .................................................................................................................... 120
1.5.10.1 Pour Sequences, General ............................................................................................ 120
1.5.10.2 T-Beams Supported on Falsework............................................................................ 121
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1.5.10.3 Box Girders on Falsework ...................................................................................... 122
1.5.10.4 Drop-In Precast Prestressed Elements .................................................................. 123
1.5.10.5 Continuous Cast-in-place Slabs on Falsework .................................................... 124
1.5.10.6 End Bents .................................................................................................................. 124
1.5.10.7 Steel Girders............................................................................................................. 124
1.5.11 Concrete Anchors ................................................................................................................ 125
1.5.11.1 Anchor Bolts / Rods .................................................................................................... 125
1.5.11.1.1 Materials ...................................................................................................... 125
1.5.11.1.2 Anchor Bolt Sleeves ................................................................................... 125
1.5.11.2 Post-Installed Anchors ............................................................................................ 126
1.5.11.2.1 Materials ...................................................................................................... 126
1.5.11.2.2 Design .......................................................................................................... 127
1.5.11.2.3 Drilling Holes in Concrete ........................................................................ 132
1.5.11.2.4 Plan Details ................................................................................................. 132
1.5.11.2.5 Testing Requirements ................................................................................ 134
1.5.11.2.6 Construction ............................................................................................... 134
1.5.11.3Cast-In Anchors............................................................................................................ 134
1.5.11.3.1 Generic Anchor Types ............................................................................... 134
1.5.11.3.2 Coil Inserts .................................................................................................. 135
1.6 STEEL STRUCTURE DESIGN AND DETAILING ................................................. 136
1.6.1 Structural Steel, General ...................................................................................................... 136

1.6.1.1 Structural Steel, Design Considerations ................................................................... 136
1.6.1.2 Codes and Standards ................................................................................................... 137
1.6.1.3 ODOT Steel Bridge Practice........................................................................................ 138
1.6.1.4 Estimating Structural Steel Weights .......................................................................... 139
1.6.2 Structural Steel, Design ........................................................................................................ 141
1.6.2.1 Steel Grade Selection ................................................................................................... 141
1.6.2.2 Weathering Steel .......................................................................................................... 142
1.6.2.3 Simple for Dead Load Continuous for Live Load ................................................... 145
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1.6.2.4 Uplift .............................................................................................................................. 146
1.6.2.5 Girder Spacing .............................................................................................................. 146
1.6.2.6 Shop Lengths of Welded Girders .............................................................................. 147
1.6.2.7 Rolled Beam Sections................................................................................................... 148
1.6.2.8 Plate Girders ................................................................................................................. 148
1.6.2.8.1 Flange Width and Thickness .................................................................... 148
1.6.2.8.2 Web Depth and Thickness ........................................................................ 150
1.6.2.8.3 Girder Splices.............................................................................................. 151
1.6.2.8.4 Intermediate Web Stiffeners ..................................................................... 151
1.6.2.8.5 Bearing Stiffeners ....................................................................................... 153
1.6.2.9 Check Samples and Nonredundant Steel Tension Members ................................ 154
1.6.2.9.1 Check Samples............................................................................................ 154
1.6.2.9.2 Nonredundant Steel Tension Members .................................................. 154
1.6.2.10 Fit-up and Intermediate Cross-Frames ................................................................. 155
1.6.2.11 Cross-Frames at Bents ............................................................................................. 162
1.6.2.12 Composite Action and Flange Shear Connectors................................................ 163
1.6.2.13 Beam Camber ........................................................................................................... 164
1.6.2.14 Deck Pour Sequence ................................................................................................ 169
1.6.2.15 End Bents Detailing ................................................................................................. 170
1.6.2.16 Expansion Joint Blockouts ...................................................................................... 174
1.6.2.17 Bearings and Anchor Rods ..................................................................................... 174
1.6.2.18 Structure Widening ................................................................................................. 174
1.6.3 Welding .................................................................................................................................. 176
1.6.3.1 Welding, Design Considerations ............................................................................... 176
1.6.3.2.1 Typical Pathways for Successful Welding in Your Design ..................... 177
1.6.3.2 Fillet Welds ................................................................................................................... 180
1.6.3.3 Flange Welds ................................................................................................................ 182
1.6.3.4 Welded Web Splices in Steel Bridge Girders ........................................................... 183
1.6.4 Galvanizing and Painting .................................................................................................... 184
1.6.4.1 Processes........................................................................................................................ 184
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1.6.4.2 Detailing ........................................................................................................................ 184
1.6.4.3 Silicon Control .............................................................................................................. 185
1.6.4.4 Painting or Coating of New or Existing Metal ........................................................ 185
1.6.4.4.1 Design Features of Coated Steel............................................................... 186
1.6.5 Bolts and Connections.......................................................................................................... 191
1.6.5.1 High Strength Bolts...................................................................................................... 191
1.6.5.2 Properties of High-Strength Bolts .............................................................................. 193
1.7 RESERVED ........................................................................................................... 194
1.8 TIMBER BRIDGE DESIGN AND DETAILING ..................................................... 195
1.8.1 Timber Bridge Locations ..................................................................................................... 195

1.8.2 Timber Design and Details .................................................................................................. 195
1.8.3 Timber Connections ............................................................................................................. 196
1.8.4 Timber Rails........................................................................................................................... 196
1.8.5 Preservative Treatments ...................................................................................................... 196
1.8.6 Field Installation ................................................................................................................... 197
1.9 DECKS AND SLABS ............................................................................................ 198
1.9.1 Design Considerations ......................................................................................................... 198

1.9.2 Deck Systems ......................................................................................................................... 198
1.9.2.1 Deck Slabs ..................................................................................................................... 198
1.9.2.1.1 Skewed Decks ............................................................................................. 199
1.9.2.1.2 Reinforcing .................................................................................................. 202
1.9.2.1.3 Reinforcement Protection ......................................................................... 206
1.9.2.1.4 Inlaid Durable Striping on Bridge Decks................................................ 208
1.9.2.2 Deck Overhangs ........................................................................................................... 209
1.9.2.2.1 Reinforcement of Deck Overhangs .......................................................... 209
1.9.2.2.2 Deck Overhang Capacity .......................................................................... 210
1.9.2.2.3 Post-Tensioned Deck Overhangs ............................................................. 211
1.9.2.3 Precast Concrete Deck Panels .................................................................................... 212
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1.9.2.3.1 Deck Panel Connections ............................................................................ 213
CAST-IN-PLACE CONNECTIONSC CAST-IN-PLACE
CONNECTIONS ......................................................................................................... 213
POST-TENSIONING CONNECTIONSC POST-TENSIONING
CONNECTIONS ......................................................................................................... 213
1.9.2.3.2 Leveling Bolts ............................................................................................. 215
1.9.2.4 Bridge Approach Systems .......................................................................................... 216
1.9.2.4.1 Approach Slabs and Supports .................................................................. 216
1.9.2.4.2 Sleeper Slabs ............................................................................................... 221
1.9.3 Existing Decks ....................................................................................................................... 222
1.9.3.1 Deck Overlays .............................................................................................................. 222
1.9.3.1.1 Field Investigation ..................................................................................... 223
1.9.3.1.2 Overlays Warrants ..................................................................................... 224
1.9.3.1.3 Overlay Selection ....................................................................................... 230
1.9.3.1.4 Structural Concrete Overlays ................................................................... 231
1.9.3.1.5 Non-Structural Concrete Overlays .......................................................... 234
1.9.3.1.6 Asphalt Concrete Overlays ....................................................................... 238
1.9.3.1.6.1 ...................................................................................................................... 240
1.9.3.2 Corrosion Considerations ........................................................................................... 242
1.9.3.3 Partial Depth Deck Removal ....................................................................................... 242
1.9.3.4 Deck Replacements ....................................................................................................... 247
1.9.4 Construction Considerations .............................................................................................. 249
1.9.4.1 Deck Screeding ............................................................................................................. 249
1.9.4.1.1 Beams not Supported by Falsework ........................................................... 251
1.9.4.1.2 Falsework Supported Beams ........................................................................ 251
1.9.4.2 Deck Closure Pours ..................................................................................................... 251
1.9.4.3 Deck Pour Sequence .................................................................................................... 252
1.9.4.3.1 Prestressed Concrete Girder Bridges ......................................................... 252
1.9.4.3.2 Steel Girder Bridges ..................................................................................... 253
1.9.4.4 Vibrations ...................................................................................................................... 255
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1.9.4.5 TP&DT / Stage Construction .................................................................................... 257
1.9.4.6 Quantity Estimates....................................................................................................... 257
1.9.5 Bridge Drainage .................................................................................................................... 261
1.9.5.1 Design Considerations ................................................................................................ 261
1.9.5.2 Detailing ........................................................................................................................ 263
1.10 FOUNDATION CONSIDERATIONS .................................................................... 267
1.10.1 Foundations, General .................................................................................................. 267

1.10.2 Lateral Earth Restraint ................................................................................................ 267
1.10.3 Underwater Construction ........................................................................................... 268
1.10.3.1 Underwater Foundation Design Considerations ................................................ 268
1.10.3.2 Footing Embedment ................................................................................................ 270
1.10.4 Foundation Modeling (Foundation Springs) ........................................................... 270
1.10.4.1 General Modeling Techniques ............................................................................... 271
1.10.4.2 General Procedures and Typical Values .............................................................. 271
1.10.4.2.1 Abutments and Wingwalls ....................................................................... 272
1.10.4.2.2 Skewed Abutments with Wingwalls ....................................................... 274
1.10.4.2.3 Spread Footings .......................................................................................... 275
1.10.4.2.4 Pile Supported Footings and Abutments ............................................... 282
1.10.4.3 Drilled Shaft Modeling (Fully Coupled).................................................................. 293
1.10.5 Foundation Design ...................................................................................................... 293
1.10.5.1 Foundation Design Process ....................................................................................... 294
1.10.5.2 Bridge Foundation Records ....................................................................................... 295
1.10.5.3 Spread Footing Foundation Design ...................................................................... 296
1.10.5.4 Pile Foundations....................................................................................................... 297
1.10.5.4.1 Piling Considerations ................................................................................ 298
1.10.5.4.2 Piling Details ............................................................................................... 310
1.10.5.5 Drilled Shafts ............................................................................................................ 320
1.10.5.5.1 Design Considerations .............................................................................. 320
1.10.5.6 Seismic Foundation Recommendations ................................................................... 328
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1.10.5.7 Overall Stability Evaluation ...................................................................................... 328
1.10.5.8 Scour Design RequirementsC1.10.5.8 ...................................................................... 330
CHANNEL MIGRATIONC CHANNEL MIGRATION ........................................................ 331
1.11 Substructures ......................................................................................................... 334
1.11.1 Retaining Structures, General .................................................................................... 334

1.11.2 End Bents....................................................................................................................... 334
1.11.2.1Determining Bridge Length ........................................................................................ 335
1.11.2.1.1 Slope Paving and Railroad Slope Protection.......................................... 336
1.11.2.2 Wingwall Location .................................................................................................. 336
1.11.2.3 Wingwall Design and Construction ...................................................................... 338
1.11.2.4 Bents on MSE Walls................................................................................................. 339
1.11.2.5 Integral Abutments ................................................................................................. 340
1.11.2.6 Semi-Integral Abutments ........................................................................................ 343
1.11.2.7 Strutted Abutments ................................................................................................. 343
1.11.2.8 Pile Cap Abutment Details ..................................................................................... 344
1.11.2.9 Abutment Details for Prestressed Slabs ............................................................... 348
1.11.2.10 Forming of Backwalls for End Beams ................................................................... 350
1.11.2.11 Bent Joint Details ..................................................................................................... 350
1.11.2.12 Backwall Reinforcement for Post-tensioned Structures ..................................... 351
1.11.2.13 Beam Seat Drainage................................................................................................. 351
1.11.2.14 Reinforced Concrete Approach Slabs ................................................................... 351
1.11.2.15 Bent Width Provisions with Precast Units ........................................................... 351
1.11.3 Interior Bents ................................................................................................................ 352
1.11.3.1 Interior Bents, Design and Detailing..................................................................... 352
1.11.3.2 Interior Bent Details for Prestressed Slabs ........................................................... 354
1.11.3.3 Structure Widening, Interior Bents ....................................................................... 355
1.11.3.4 Columns in Slopes ................................................................................................... 357
1.11.3.5 Column Design, General ........................................................................................ 357
1.11.3.6 Spiral Reinforcing .................................................................................................... 358
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1.11.3.7 Column Steel Clearance in Footings ..................................................................... 361
1.11.3.8 Column Hoops ......................................................................................................... 361
1.11.3.9 Vertical Bar Splices .................................................................................................. 361
1.11.3.10 Optional Hoop Detail at Bottom of Column ........................................................ 362
1.11.3.11 Footing Reinforcing ................................................................................................. 363
1.11.3.12 Sloped Footings........................................................................................................ 364
1.12 Other Structures ................................................................................................. 365
1.12.1 Culvert Design.............................................................................................................. 365

1.12.2 Tunnels (structural elements)..................................................................................... 366
1.12.3 Sound walls, General ................................................................................................... 366
1.12.3.1 Sound walls mounted on Bridges ......................................................................... 366
1.12.4 Traffic Structures .......................................................................................................... 367
1.12.4.1On-Bridge Sign & Illumination Mounts ................................................................... 367
1.12.4.1.1 Design Considerations .............................................................................. 367
1.12.4.1.2 On-Bridge Sign Mounts ............................................................................ 368
1.12.4.1.3 On-Bridge Illumination Mounts .............................................................. 368
1.12.4.2Truss and Monotube Cantilever Sign Bridges ......................................................... 369
1.12.5 Retaining Structures .................................................................................................... 369
1.12.6 Utilities .......................................................................................................................... 371
1.12.6.1 General ...................................................................................................................... 371
1.12.6.2 Special Utility Considerations ............................................................................... 372
1.12.6.3 Utility Location on Bridges .................................................................................... 374
1.12.6.4 Design and Detailing Guidelines .......................................................................... 375
1.12.6.5 Items for Design Submittal or Permit Review ..................................................... 379
1.13 Rails, Impact Attenuators and Protective Screening ...................................... 381
1.13.1 Bridge Rail, General ..................................................................................................... 381

.......................................................................................... 383
1.13.2 ODOT Standard Vehicular Railings .......................................................................... 383
........................................................................................................ 384
April 2024 TOC-13

.......................................................................................................... 385
........................................................................................ 385
................................................................................................. 385
1.13.3 Bicycles and Pedestrians ............................................................................................. 385
1.13.4 Joints in Concrete Bridge Rail .................................................................................... 387
1.13.5 Bridge Modernization Projects................................................................................... 388
1.13.6 Bridge Retrofit Projects ............................................................................................... 390
....................................................................................................................... 390
1.13.6.2 ..................................................................... 391
........................................................................................................ 392
....................................................................................................... 394
1.13.7 Bridge Preservation Projects....................................................................................... 394
1.13.8 Bridge Rail Transitions ................................................................................................ 395
1.13.9 Rails over Culverts & Railroads ................................................................................. 396
1.13.9.1 Rails over Low Fill Culverts ...................................................................................... 396
1.13.9.2 Rails over Railroads .................................................................................................... 396
1.13.10 Temporary Barriers ...................................................................................................... 397
1.13.11 Protective Screening or Protective Fencing .............................................................. 399
...................................................................................................................... 399
.................................................................... 400
1.13.11.3 Design Deviations.................................................................................................... 402
............................................................................. 404
................................................................................................ 405
1.13.12 Impact Attenuators ...................................................................................................... 407
1.14 Bearings and Expansion Joints.......................................................................... 408
1.14.1 Bearings ......................................................................................................................... 408

1.14.1.1 Design, General ........................................................................................................ 408
1.14.1.2 Elastomeric Bearing Pads ....................................................................................... 408
1.14.1.3 Proprietary Pot, Disc, Slide, Radial, or Spherical Bearings................................ 412
April 2024 TOC-14

1.14.1.4 Bearing Replacement............................................................................................... 414
1.14.1.5 Reinforced Concrete Bearing Seats ....................................................................... 415
1.14.1.6 Unreinforced Bearing Seats (Prestressed Slabs and Boxes) ............................... 417
1.14.1.7 Bearing Schedule ..................................................................................................... 417
1.14.2 Expansion Joints ........................................................................................................... 419
1.14.2.1 Definitions ................................................................................................................ 419
1.14.2.2 Design Considerations for Joint Seals and Systems............................................ 420
1.14.2.3 Expansion Joint Setting ........................................................................................... 422
1.14.2.4 Details for Expansion Joints ................................................................................... 424
1.14.2.5 Measurement and Payment of Joints .................................................................... 426
1.15 Repair and Strengthening .................................................................................... 427
1.15.1 Strengthening of Bridges ............................................................................................ 427

1.15.1.1Strengthening Methods and Details .......................................................................... 428
1.15.1.1.1 Section Enlargement .................................................................................. 428
1.15.1.1.2 Post-Tensioning .......................................................................................... 429
1.15.1.1.3 Internal Shear Anchors .............................................................................. 429
1.15.1.1.4 Bonded Strengthening Systems ............................................................... 431
NEAR SURFACE MOUNTED SYSTEM ................................................................ 432
1.15.1.1.5 Other Strengthening Systems ................................................................... 434
1.15.1.1.6 Strengthening Plan Details ....................................................................... 434
1.15.2 Repair of Bridges ................................................................................................................. 435
1.15.2.1 Concrete Repair ........................................................................................................... 435
1.15.2.1.1 Existing Concrete Removal ....................................................................... 436
1.15.2.1.2 Surface Preparation.................................................................................... 437
1.15.2.1.3 Anode Application...................................................................................... 437
1.15.2.2 Expansion Joint Repair ............................................................................................... 444
1.15.2.2.1 Design Considerations ............................................................................... 444
1.15.2.2.2 Joint Surfaces ............................................................................................... 444
1.15.2.2.3 Poured Joint and Compression Joint Seals .............................................. 445
April 2024 TOC-15

1.15.2.2.4 Strip Seals ..................................................................................................... 445
1.15.2.2.5 Asphaltic Plug Joint .................................................................................... 446
1.15.2.2.6 Precompressed Foam Silicone Joint Seal ................................................. 446
1.15.2.3 Keyway Repair ......................................................................................................... 447
1.15.2.4 Epoxy Injection ........................................................................................................ 447
1.15.3 Existing Rebar and Concrete Cover Investigation .................................................. 447
1.15.4 Reserved ........................................................................................................................ 448
1.15.5 Inspection and Maintenance Accessibility ............................................................... 449
1.15.5.1 Fall Protection .............................................................................................................. 449
1.15.5.1.1 Fall Protection Warrants ............................................................................ 451
1.15.5.1.2 Fall Protection Treatment Selection .......................................................... 451
1.15.5.1.3 Design Criteria for Fall Protection Systems ............................................ 452
1.15.5.2Access ............................................................................................................................ 453
1.15.5.2.1 Design Criteria for Elevated Work Access ............................................. 454
1.16 Construction........................................................................................................... 457
1.16.1 Bridge Raising .............................................................................................................. 457

1.16.2 Accelerated Bridge Construction (ABC) Guidelines............................................... 458
1.16.2.1 ODOT encourages and supports ABC Projects ................................................... 458
1.16.2.2 Contracting Methods Allowed .............................................................................. 459
1.16.2.3 Decision Making Framework................................................................................. 459
1.16.2.4 Analytic Hierarchy Process (AHP) Tool............................................................... 462
1.16.2.4.1 Instructions for using the “ABC AHP Decision Making
Program” ...................................................................................................................... 463
1.16.2.4.2 Established Criteria and Sub-criteria for ABC decision ....................... 463
1.16.2.5 Steel Structures......................................................................................................... 467
1.16.2.6 Concrete Structures ................................................................................................. 467
1.16.2.6.1 Prestressed and Precast Concrete (PPC) vs Cast-In-Place.................... 467
1.16.2.7 Full Depth Deck Panels, Approach Slabs or Approaches and Wingwalls ...... 468
1.16.2.8 Precast Connections in Seismic Regions............................................................... 468
April 2024 TOC-16

1.16.2.9 Use of Self-Propelled Modular Transporters (SPMT) ........................................ 471
1.16.2.10 Geotechnical Considerations ................................................................................. 471
1.16.2.10.1 Spread Footings ...................................................................................... 471
1.16.2.10.2 Driven Piles ............................................................................................. 472
1.16.2.10.3 Drilled Shafts .......................................................................................... 473
1.16.2.10.4 Micropiles ................................................................................................ 473
1.16.2.11 Accelerated Embankment Construction .............................................................. 473
1.16.2.12 QA/QC, Quality Control for Prefabricated Concrete Elements ........................ 475
1.16.2.12.1 Types ........................................................................................................ 475
1.16.2.12.2 Prestressed Elements ............................................................................. 475
1.16.2.12.3 Non-Prestressed Elements .................................................................... 475
1.16.2.12.4 Connection Issues .................................................................................. 476
1.16.2.13 Cost Considerations ................................................................................................ 477
1.16.2.13.1 Incentive/Disincentive Program .......................................................... 477
1.16.2.13.2 Maintenance of Traffic Costs ................................................................ 477
1.16.2.13.3 Contractor’s Operation Costs ............................................................... 478
1.16.2.13.4 Owner Agency’s Operation Costs ....................................................... 478
1.16.2.13.5 Available Tool: HYRISK........................................................................ 478
1.16.2.14 Listing of bridges replaced using ABC techniques ............................................. 480
1.16.3 Bridge Temporary Works ........................................................................................... 481
1.16.3.1 Design Considerations ............................................................................................ 481
1.16.3.2Diversion Bridges......................................................................................................... 482
1.16.3.2.1 Hydraulics Requirements ......................................................................... 482
1.16.3.2.2 Structural Requirements ........................................................................... 483
1.16.3.2.3 Agency Provided Diversion Bridge ........................................................ 483
1.16.3.3 Falsework .................................................................................................................. 484
1.16.3.3.1 General ........................................................................................................ 484
1.16.3.3.2 Bridge Deck Falsework ............................................................................. 485
1.16.3.3.3 Piling ............................................................................................................ 489
1.16.3.3.4 Spread Footings .......................................................................................... 489
April 2024 TOC-17

1.16.3.3.5 Bracing ......................................................................................................... 489
1.16.3.4 Shoring ...................................................................................................................... 490
1.16.3.5 Cofferdams ............................................................................................................... 490
1.16.3.5.1 Earth Pressure ............................................................................................. 490
1.16.3.5.2 Cofferdam Seals ......................................................................................... 491
1.17 Seismic and Tsunami Design.............................................................................. 495
1.17.1 Design Philosophy ............................................................................................................ 495

........................................................... 496
1.17.2.1 Bridge Operational Categories .............................................................................. 496
1.17.2.2 Seismic Performance Levels ................................................................................... 498
1.17.2.3 Seismic Performance Criteria ................................................................................. 498
1.17.2.4 Seismic Ground Motions ........................................................................................ 503
1.17.2.5 Consideration for Other Loads and Hazards ...................................................... 505
1.17.2.6 Modifications to AASHTO Guide Specifications for LRFD Seismic Bridge
Design ............................................................................................................................ 505
1.17.2.7 Bridge Widenings .................................................................................................... 509
1.17.2.8 Seismic Retrofit ........................................................................................................ 513
1.17.2.9 Temporary Detour Bridges, Pedestrian Bridges, and Buried Structures......... 516
1.17.2.10 Structure Modeling.................................................................................................. 517
1.17.3 Reserved ............................................................................................................................. 517
1.17.4 Liquefaction Evaluation and Mitigation Procedures ................................................... 517
1.17.5 Costs .................................................................................................................................... 520
1.17.6 Instrumentation ................................................................................................................. 520
1.17.7 Dynamic Isolators.............................................................................................................. 520
1.17.8 Seismic Restrainer Design (New Designs and Retrofits) ............................................. 521
1.17.8.1 Seismic Restrainer Design, General ...................................................................... 521
1.17.8.2 Information for Restrainer Design ........................................................................ 522
1.17.8.3 Longitudinal Restrainer Design ............................................................................ 525
1.17.8.4 Transverse Restrainer Design ................................................................................ 526
April 2024 TOC-18

1.17.8.5 Hold-downs.............................................................................................................. 526
1.17.8.6 Structural Wire Rope (Cables) and Turnbuckles ................................................ 526
1.17.8.6.1 General Notes for Structural Wire Rope, Turnbuckles and
Connections .................................................................................................................. 528
1.17.8.6.2 Special Provisions for Wire Rope ............................................................ 528
1.17.8.6.3 Special Provisions for Turnbuckles and Socket Connections .............. 529
1.17.8.6.4 Design Properties ....................................................................................... 530
1.17.9 Tsunami Design ................................................................................................................. 530
APPENDIX – SECTION 1 – Glossary .............................................................................. 532
APPENDIX – SECTION 1 – Abbreviations (Initialisms and Acronyms) ..................... 554
APPENDIX – Section 1.2 – AASHTO/BDM Cross-Reference ..................................... 564
APPENDIX – Section 1.5.11.2.2 – Resin Anchor Design ............................................ 570
APPENDIX – Section 1.11 – Substructures .................................................................. 573
APPENDIX – Section 1.16.3 – Bridge Temporary Works ........................................... 581
Appendix A – ADA Design Bridge Curb Ramps

Appendix B – ADA Bridge Works Examples
Appendix C – Bridge TS&L Development Process Retooling
Appendix D – Roles & Responsibilities
Appendix E – Metric Conversion
April 2024 TOC-19

Index of Figures and Tables

Table 1.2.6.1-1 Bridge Type Span Range ............................................................................................................ 12
Figure 1.2.6.1.2-1 Short Span Steel Bridge Alternatives ................................................................................ 14
Table 1.2.7.2-1 Minimum Superstructure Depth for Concrete Superstructures with Continuous
Spans ..................................................................................................................................................... 20
Table 1.2.9.2-1 Bridge ID Marker Legend ........................................................................................................... 27
Figure 1.2.10.2.2-1 Existing Bridge Rail, Section with Safety Curb ............................................................ 31
Figure 1.2.10.2.2-2 Existing Bridge, Section with Sidewalk........................................................................... 31
Figure 1.2.10.2.2-3 Existing Bridge, Clear Width Examples .......................................................................... 32
Table 1.3.2-1 Design Dead Load Unit Weights ................................................................................................. 37
Table 1.3.2.1-1 Wearing Surface Dead Loads .................................................................................................... 38
Figure 1.3.3.1-1 Live Load Plus Impact for Single Span Prismatic Members – Bending Moment at
Mid-Span, (span lengths 30 – 150 feet)..................................................................................................... 40
Mid-Span, (span length 150 – 300 feet) .................................................................................................... 41
Figure 1.3.3.1-3 Live Load Plus Impact for Single Span Prismatic Members – Maximum Shear,
(span length 20 – 150 feet)............................................................................................................................. 42
(span lengths 150 – 300 feet) ........................................................................................................................ 43
Figure 1.3.3.2-1 H-5 or H-10 Truck Loading .............................................................................................. 44
Table 1.3.4.1-1 Jacking Load Table .............................................................................................................. 47
Figure 1.3.6-1 TL-3 Zones of Intrusion ...................................................................................................... 54
Figure 1.3.6-2 TL-4 Zones of Intrusion ...................................................................................................... 55
Table 1.3.8-1 Temperature Ranges for Thermal Forces .................................................................... 56
Table 1.3.9-1 Risk Category from Building Mean Recurrence Interval (MRI) ........................................ 57
Table 1.3.9-2 Basic Design Wind Speed, V ......................................................................................................... 58
Figure 1.3.9-1 Special Wind Regions - Oregon ................................................................................................ 60
Table 1.5.1-1 Classes of Concrete (For Design and To Be Shown on Plans).......................................... 64
Table 1.5.1.1-1 Corrosion Protection System for Precast and Cast-In-Place Concrete Members . 65
Figure 1.5.2-1 Concrete Finish Detail for Box Girder Bridges ...................................................................... 66
Figure 1.5.2-2 Concrete Finish Detail for Precast/Prestressed Concrete Girder Bridges................... 66
April 2024 TOC-20

Figure 1.5.2-3 Concrete Finish Detail for Reinforced Concrete Deck Girder Bridges ......................... 67
Table 1.5.5-1 Standard Bar Chart ........................................................................................................................... 69
Table 1.5.5-2 Minimum Clear Cover for Coated or Uncoated Reinforcement...................................... 70
Table 1.5.5.1-1 Temperature and Shrinkage Reinforcement Spacing ...................................................... 71
Table 1.5.5.4-1 Minimum Bar Spacing ................................................................................................................. 72
Table 1.5.5.5-1 Modified Tension Development Length – Grade 60 – Uncoated Deformed Bars -
Top bars are horizontal bars placed so that more than 12 inches of fresh concrete is cast
below the reinforcement. ................................................................................................................................ 73
Table 1.5.5.5-2 Modified Tension Development Length – Grade 60 – Uncoated Deformed Bars –
Other Horizontal Bars ....................................................................................................................................... 73
Table 1.5.5.6-1 Modified Tension Development Length – Grade 60 – Epoxy Coated Deformed
Bars - Top bars are horizontal bars placed so that more than 12 inches of fresh concrete is
cast below the reinforcement. ....................................................................................................................... 74
Bars – Other Horizontal Bars.......................................................................................................................... 75
Bars - Top bars are horizontal bars placed so that more than 12 inches of fresh concrete is
cast below the reinforcement........................................................................................................................ 75
Bars – Other Horizontal Bars.......................................................................................................................... 76
Table 1.5.5.7-1 Class B Tension Lap Splice – Grade 60 – Uncoated Deformed Bars - Top bars are
horizontal bars placed so that more than 12 inches of fresh concrete is cast below the
reinforcement ..................................................................................................................................................... 77
Table 1.5.5.7-2 Class B Tension Lap Splice – Grade 60 – Uncoated Deformed Bars – Other
Horizontal Bars .................................................................................................................................................... 77
Figure 1.5.5.8-1 Minimum Column Bar Lengths in Footings ....................................................................... 78
Table 1.5.5.8-1 Compression Development Length – Hooked Bars ......................................................... 78
Table 1.5.5.8-2 Tension Development Length – Hooked Bars .................................................................... 79
Figure 1.5.5.9-1 Mechanical Splice Staggering ................................................................................................. 79
Figure 1.5.5.11-1 Development of Flexural Reinforcement.......................................................................... 80
Table 1.5.5.14-1 Minimum Head Size for Headed Reinforcement ............................................................ 81
Table 1.5.5.14-2 Development Length for Headed Reinforcement, Fy = 60 ksi .................................. 82
Figure 1.5.5.14-1 Terminating Bundled Headed Reinforcement................................................................ 82
Table 1.5.5.14-3 Comparison of Headed Reinforcement Development Length .................................. 84
April 2024 TOC-21

Table 1.5.5.15.4-1 Comparison of High Strength Rebar Quantities .......................................................... 87
Table 1.5.5.16-1 Material Properties for Design of GFRP Reinforced Concrete ................................... 89
Table 1.5.5.18-1 Bar Length Stock Lengths ........................................................................................................ 89
Figure 1.5.5.18-1 Specified Length of Bar with Hook ..................................................................................... 90
Figure 1.5.5.19-1 Interim Reinforcement ............................................................................................................ 91
Figure 1.5.5.20-1 Additional Shear Reinforcement in Cantilevered Sections ........................................ 92
Figure 1.5.5.21-1 Diaphragm Beam Reinforcement ........................................................................................ 93
Figure 1.5.6.1-1 Section View of Deck Bulb-T Girder System with UHPC Connections .................... 95
Figure 1.5.6.1-2 Connection Details Between Girder Flanges ..................................................................... 95
Table 1.5.6.1-1 Allowable Design Compressive Strength Ranges ............................................................. 96
Figure 1.5.6.2.2-1 Diaphragm Beam Restraint................................................................................................. 102
Figure 1.5.6.2.4-1 Interior Bent with Continuous Deck ................................................................................ 103
Figure 1.5.6.2.5-1 Beam Stirrup Details .............................................................................................................. 104
Figure 1.5.6.2.6-1 Closure Pour Method............................................................................................................ 104
Figure 1.5.6.2.6-2 Delayed Diaphragm Pour Method................................................................................... 105
Table 1.5.6.2.8-1 Criteria to Determine Number of Intermediate Diaphragms .................................. 106
Figure 1.5.7.8-1 Bottom Slab Drain Details ...................................................................................................... 110
Figure 1.5.7.11-1 Closure Pour Method for CIP Superstructures ............................................................. 112
Table 1.5.8.1.3-1 Shrinkage Prior To Tensioning (Theoretical).................................................................. 113
Figure 1.5.8.1.6-1 Crossbeam Section Properties .......................................................................................... 114
Figure 1.5.8.3-1 Stress Rod Reinforcement of Bearing Seats .................................................................... 115
Figure 1.5.8.5-1 Support Tower Details ............................................................................................................. 116
Figure 1.5.8.6-1 Typical Web and Duct Tie Detail .......................................................................................... 117
Figure 1.5.8.6-2 Low Point Detail ......................................................................................................................... 118
Figure 1.5.8.6-3 High Point Detail ........................................................................................................................ 118
Figure 1.5.9.1-1 Camber Diagram Example ...................................................................................................... 119
Figure 1.5.9.2-1 Concrete Deck Build-Up Detail ............................................................................................. 120
Figure 1.5.10.2-1 Pour Sequence Example Detail .......................................................................................... 121
April 2024 TOC-22

Figure 1.5.11.1.2-1 Anchor Rod Detail ............................................................................................................... 126
Table 1.5.11.2.1-1 ASTM Material Substitutions ............................................................................................. 126
Table 1.5.11.2.2-1 Anchor Diameters and Stress Areas ............................................................................... 127
Table 1.5.11.2.2-2 Resistance Factors for Design of Resin Bonded Anchors ....................................... 128
Table 1.5.11.2.2-3 Characteristic Bond Stress for Bond Strength in Tension Check ......................... 129
Table 1.5.11.2.2-4 Material Properties for Design of Mechanical Anchors .......................................... 129
Table 1.5.11.2.2-5 Resistance Factors for Design of Mechanical Anchors ............................................ 130
Table 1.5.11.2.2-6 Design Parameters for Mechanical Anchor Design .................................................. 131
Table 1.5.11.3.1-1 Resistance Factors for Design of Cast-in Anchors .................................................... 135
Table 1.5.11.3.2-1 Design Requirements for Single Concrete Inserts .................................................... 135
Table 1.6.2.10-1 Recommended Fit Conditions for I-Girder Bridges ..................................................... 157
Table 1.6.2.10-2 Recommended Fit Conditions for Straight I-Girder Bridges (including Curved I-
Girder Bridges with L/R in all spans less than or equal to 0.03) ..................................................... 157
Figure 1.6.2.10-1 Cross-Frame Layout for Bridge with Skewed Support .............................................. 159
Figure 1.6.2.10-2 Transverse Connection Plates ............................................................................................. 161
Figure 1.6.2.10-3 Transverse Connection Plates on Curved Girders ....................................................... 161
Figure 1.6.2.11-1 Cross-Frame Details at Bent ................................................................................................ 162
Figure 1.6.2.12-1 Shear Connector Layout ....................................................................................................... 164
Figure 1.6.2.13-1 Superelevation Deck Build-Up ........................................................................................... 165
Figure 1.6.2.13-2 Case 1: Crest Vertical Curve with Beam Grade Camber ............................................ 166
Figure 1.6.2.13-3 Case 2: Crest Vertical Curve with Build-Up for Grade Camber .............................. 166
Figure 1.6.2.13-4 Case 3: Sag Vertical Curve with Build-Up for Grade Camber ................................. 166
Figure 1.6.2.13-6 Camber Diagram Example 1................................................................................................ 168
Figure 1.6.2.13-7 Camber Diagram Example 2................................................................................................ 169
Figure 1.6.2.15-1 Extended Deck Details at End Bents ................................................................................ 171
Figure 1.6.2.15-2 Semi Integral Bent Detail ...................................................................................................... 172
Figure 1.6.5.15-3 Integral Bent Detail ................................................................................................................. 173
Figure 1.6.2.15-4 Girder End Coating Limit ...................................................................................................... 173
Figure 1.6.2.18-1 Widening Closure Pour Detail ............................................................................................ 175
Figure 1.6.2.18-2 Diaphragm Connection Detail ............................................................................................ 175
April 2024 TOC-23

Table 1.6.3.2-1 Minimum Fillet Weld Size for Joints ..................................................................................... 181
Figure 1.6.3.3-1 Unequal Thickness Flange Splice ......................................................................................... 182
Figure 1.6.3.3-2 Equal Thickness Flange Splice ............................................................................................... 182
Figure 1.6.3.4-1 Unequal Thickness Web Splice ............................................................................................. 183
Figure 1.6.3.4-2 Equal Thickness Web Splice ................................................................................................... 183
Figure 1.6.4.4.1-1 Access Openings for Closed Members .......................................................................... 190
Table 1.6.5.2-1 Properties of High Strength Bolts ......................................................................................... 193
Figure 1.9.2.1.1-1 Inadequate Reinforcement Provided in Acute Corner of Concrete Deck Slab 200
Figure 1.9.2.1.1-2 Breakback Detailing to Eliminate Skew Effects Associated with Detailing Acute
Corners at Ends of Skewed Deck Slab ...................................................................................................... 201
Figure 1.9.2.1.1-3 Corner Reinforcing Detailing ............................................................................................. 202
Table 1.9.2.1.3-1 Deck and Approach System Reinforcement Protective Practices .......................... 206
Figure 1.9.2.1.3-1 Reinforcement Protection for Reinforced Concrete Decks .................................... 207
Figure 1.9.2.1.3-2 Reinforcement Protection for side-by-side Precast Slabs and Boxes................. 207
Figure 1.9.2.2.1-1 Deck Overhang Reinforcement Detail ............................................................................ 210
Figure 1.9.2.2.3-1 Transverse Prestress Anchorage ....................................................................................... 211
Figure 1.9.2.4.1-1 Stepped Approach Slab ...................................................................................................... 220
Table 1.9.3.1.2-1 Deck Treatment Warrants Matrix ....................................................................................... 225
Table 1.9.3.1.2-2 Deck Treatment Installation Criteria Matrix ................................................................... 226
Table 1.9.3.1.2-3 Deck Treatment Material Characteristics Matrix .......................................................... 227
Table 1.9.3.1.2-4 Deck Preparation Matrix ........................................................................................................ 229
Figure 1.9.3.1.4-1 Shear Dowel Detail ................................................................................................................ 233
Figure 1.9.4.3.1-1 Deck Pour Sequence – Prestressed Concrete Spans ................................................. 252
Figure 1.9.4.3.2-1 Deck Pour Sequence – Steel Spans ................................................................................. 254
Table 1.9.4.4-1 Vibration Levels ............................................................................................................................ 256
Figure 1.9.5.2-1 Drainpipe Detail ......................................................................................................................... 264
Figure 1.9.5.2-2 Bridge Drainage Plan and Elevation ................................................................................... 265
Figure 1.9.5.2-3 Bridge Deck Drain Details ....................................................................................................... 266
Figure 1.10.2-1 Lateral Earth Restraints ............................................................................................................. 268
Figure 1.10.3.2-1 Footing Note Callouts at Streams ..................................................................................... 270
April 2024 TOC-24

Figure 1.10.4.2.1-1 Translational Load Deflection Curve ............................................................................. 274
Figure 1.10.4.2.2-1 Skewed Abutment Loading, Plan View ........................................................................ 275
Figure 1.10.4.2.2-2 Skewed Abutment Loading, Elevation View .............................................................. 275
Table 1.10.4.2.3-1 Soil Properties ......................................................................................................................... 276
Table 1.10.4.2.3-2 Stiffness Equations for Spread Footings ....................................................................... 277
Figure 1.10.4.2.3-1 Equivalent Radii, R, for Rectangular Footing Spring Constants ......................... 277
Figure 1.10.4.2.3-2 Shape Factors for Rectangular Footings ..................................................................... 278
Figure 1.10.4.2.3-3 Embedment Factors for Footings, β.............................................................................. 278
Table 1.10.4.2.3-3 Translational Capacities....................................................................................................... 280
Figure 1.10.4.2.3-4 Pile Cap Stiffness .................................................................................................................. 281
Figure 1.10.4.2.3-5 Rotational Load-Deflection Curve Form ..................................................................... 282
Table 1.10.4.2.4-1 Pile Translational Stiffness (kip/inch) – HP Piles ........................................................ 283
Table 1.10.4.2.4-2 Pile Translational Stiffness (kip/inch) – Pipe Piles ..................................................... 284
Table 1.10.4.2.4-3 Pile Translational Stiffness (kip/inch) – Prestressed Piles ....................................... 284
Figure 1.10.4.2.4-1 Example of Top of Pile Load-Deflection Curve (Translational Spring)............. 285
Table 1.10.4.2.4-4 Nominal Pile Translational Resistances (kip/inch) – HP Piles ................................ 286
Table 1.10.4.2.4-5 Nominal Pile Translational Resistances (kip/inch) – Pipe Piles ............................. 287
Table 1.10.4.2.4-6 Nominal Pile Translational Resistances (kip/inch) – Prestressed Piles............... 287
Table 1.10.4.2.4-7 Pile Penetration Lengths ..................................................................................................... 288
Figure 1.10.4.2.4-2 Rotational Load-Deflection Curve ................................................................................. 291
Figure 1.10.4.2.4-3 Modified Springs: (A) Development of Composite Load, Deflection Curve (B)
Spring Iteration Process and Resistance Check .................................................................................... 292
Figure 1.10.5.1-1 Bridge Design Process at 0, 30 and 90 percent ........................................................... 294
Table 1.10.5.4-1 Steel HP – Pile Structural Resistance ................................................................................. 297
Table 1.10.5.4-2 Steel Pipe – Piles Structural Resistance ............................................................................ 297
Figure 1.10.5.4.1-1 Welded End Plate................................................................................................................. 300
Figure 1.10.5.4.1-2 Welded End Plate with Stiffeners................................................................................... 300
Table 1.10.5.4.1-3 Minimum Dimensions for Welded End Plates ............................................................ 301
Table 1.10.5.4.1-4 Steel Pile Corrosion Rates .................................................................................................. 306
Table 1.10.5.4.2-1 Minimum Pile Embedment and Design Details for Pile Cap ................................. 311
April 2024 TOC-25

Figure 1.10.5.4.2-1 Minimum Steel Reinforcing Details for Pile Caps with Pile Moment Demand ≥
0.60 Mp or Located in SDCs C or D............................................................................................................ 315
Figure 1.10.5.4.2-2 Pipe Pile Cover Plate ........................................................................................................... 317
Figure 1.10.5.4.2-3 Steel Pile Splices ................................................................................................................... 317
Figure 1.10.5.4.2-4 Anchor Pile Details (A) Steel H-Pile (B) Steel Pipe Pile (C) Filled Pipe Pile ..... 319
Table 1.10.5.5.1-1 Drilled Shaft Dimensions .................................................................................................... 321
Figure 1.10.5.5.1-1 In-Ground Non-Contact Drilled Shaft Splice............................................................. 322
Figure 1.10.5.5.1-2 In-Water Non-Contact Drilled Shaft Splice ................................................................ 323
Figure 1.10.5.5.1-3 CSL Tubes in Drilled Shaft................................................................................................. 326
Figure 1.10.5.8-1 Scour Components ................................................................................................................. 331
Table 1.10.5.8-1 Scour Design Criteria Based on Limit State..................................................................... 331
Figure 1.11.2.1-1 End Bent Location Options .................................................................................................. 335
Figure 1.11.2.2-1 Wingwalls at End Bents ......................................................................................................... 337
Figure 1.11.2.3-1 Wingwall Reinforcement ...................................................................................................... 338
Figure 1.11.2.3-2 Wingwall Slopes ....................................................................................................................... 339
Figure 1.11.2.5-1 H-Pile Orientation ................................................................................................................... 341
Figure 1.11.2.5-2 H-Pile Flange Yielding ........................................................................................................... 342
Figure 1.11.2.7-1 Strutted Abutment Loading ................................................................................................ 344
Figure 1.11.2.8-1 Integral Abutment Detail ...................................................................................................... 345
Figure 1.11.2.8-2 Grout Pad Detail ...................................................................................................................... 346
Figure 1.11.2.8-3 Bearing Detail ........................................................................................................................... 347
Figure 1.11.2.8-4 Expansion Details .................................................................................................................... 347
Figure 1.11.2.9-1 Shallow Abutment - Precast Slab or Box detail ........................................................... 348
Figure 1.11.2.9-2 Partial Depth Abutment - Precast slab or box detail ................................................. 349
Figure 1.11.2.10-1 Backwalls for End Beam form detail .............................................................................. 350
Figure 1.11.2.11-1 Bent Joint Detail .................................................................................................................... 350
Figure 1.11.2.13-1 Beam Seat Drainage Detail ............................................................................................... 351
Figure 1.11.2.15-1 Bent Width Dimensions ...................................................................................................... 352
Figure 1.11.3.1-1 Construction Stability Conditions ..................................................................................... 353
Figure 1.11.3.1-2 Effective Span Length ............................................................................................................ 353
April 2024 TOC-26

Figure 1.11.3.1-3 Structure Detailing Requirements ..................................................................................... 354
Figure 1.11.3.3-1 Structure Widening Detailing Example ........................................................................... 355
Figure 1.11.3.3-2 Structure Widening Detailing Example ........................................................................... 356
Figure 1.11.3.4-1 Additional Column Loading Situations ........................................................................... 357
Figure 1.11.3.6-1 Spiral Reinforcing .................................................................................................................... 358
Figure 1.11.3.6-2 Spiral Splice and Termination Detail ................................................................................ 360
Figure 1.11.3.7-1 Column Steel Hooks Detailing ........................................................................................... 361
Figure 1.11.3.8-1 Column Steel Hoops .............................................................................................................. 361
Figure 1.11.3.9-1 Vertical Bar Splices .................................................................................................................. 362
Figure 1.11.3.10-1 Optional Hoop Detail at Bottom of Column .............................................................. 362
Figure 1.11.3.11-1 Example of Footing Reinforcing ...................................................................................... 363
Figure 1.11.3.11-2 Example of Footing Reinforcing, Isometric View ...................................................... 364
Figure 1.14.1.2-1 Standard Bearing Pad Detail ............................................................................................... 410
Figure 1.14.1.2-2 Elastomeric Bearing Pad Examples ................................................................................... 411
Figure 1.14.1.3-1 Bearing Position to Allow Movement .............................................................................. 413
Figure 1.14.1.3-2 Schematic of Bearing Showing Attachment.................................................................. 414
Figure 1.14.1.5-1 Concrete Bearing Seat Clearance ...................................................................................... 415
Figure 1.14.1.5-2 Typical Concrete Pad Details............................................................................................... 416
Figure 1.14.1.6-1 Bearing and Concrete Pad Details .................................................................................... 417
Figure 1.14.1.7-1 Bearing Schedule ..................................................................................................................... 418
Figure 1.14.2.2.1-1 Shear Key Detail ................................................................................................................... 422
Figure 1.14.2.3-1 Calculation of Thermal Effects ............................................................................................ 422
Table 1.14.2.3-1 Creep and Shrinkage Factors ................................................................................................ 423
Figure 1.14.2.3-2 Joint Setting Schematic ......................................................................................................... 423
Figure 1.14.2.3-3 Joint Setting Call-outs ........................................................................................................... 424
Figure 1.14.2.4-1 Expansion Joint Blockout...................................................................................................... 425
Figure 1.14.2.4-2 Electrical Conduit Expansion Joint .................................................................................... 425
Figure 1.15.1.1.3-1 Internal Shear Anchors....................................................................................................... 431
Figure 1.15.2.1.3-1 Anode Puck General Placement ..................................................................................... 439
Figure 1.15.2.1.3-2 Anode Puck Placement for Beam Repair with Stirrups (one -directional
April 2024 TOC-27

reinforcing) Elevation View ........................................................................................................................... 441
Figure 1.15.2.1.3-3 Anode Puck Placement for Deck Steel Repair (two-directional reinforcing)
Plan View ................................................................................................................................................... 442
Figure 1.16.2.3-1 Flowchart for Determining the Applicability of ABC .................................................. 459
Table 1.16.2.3-1 Comparison of ABC with Conventional Construction Methods .............................. 460
Figure 1.16.2.4.2-1 Criteria for ABC Decisions ................................................................................................. 464
Table 1.16.2.4.2-1 Definition List of ABC Criteria ........................................................................................... 465
Figure 1.16.2.8-1 Grouted Duct Connection to Achieve Full Ductility ................................................... 469
Figure 1.16.2.8-2 Grouted Sleeve Coupler Connection to Achieve Full Ductility ............................... 470
Table 1.16.2.13.5-1 HYRISK Matrix....................................................................................................................... 479
Table 1.16.2.14-1 List of Bridges Replaced Using ABC Techniques ........................................................ 480
Table 1.16.3.1-1 Special Provisions...................................................................................................................... 481
Table 1.16.3.1-2 Standard Specifications .......................................................................................................... 481
Figure 1.16.3.3.2-1 Girder Rotation ..................................................................................................................... 485
Figure 1.16.3.3.2-2 Typical Deck Forming Detail ............................................................................................ 488
Figure 1.17.2.1-1 Seismic Lifeline Routes .......................................................................................................... 497
Table 1.17.2.3-1 Performance Requirements for Oregon Bridges........................................................... 498
Table 1.17.2.3-2 Performance Levels and Associated Damage Descriptors ........................................ 499
Table 1.17.2.3-3 Performance Levels and Post-Earthquake Residual Displacement Limits1 ......... 500
Figure 1.17.2.3-1 Illustration Cases of Engineering Design Parameters ................................................ 501
Table 1.17.2.4-1 Values of Site Factor, Fpga, at Zero-Period on Acceleration Spectrum ............... 503
Table 1.17.2.4-2 Values of Site Factor, Fa, for Short-Period Range of Acceleration Spectrum .... 504
Table 1.17.2.4-3 Values of Site Factor, Fv, for Long-Period Range of Acceleration Spectrum ..... 504
Figure 1.17.2.6-1 Three-Dimensional Representation of Knee Joint Reinforcing .............................. 508
Figure 1.17.2.7-1 Seismic Design and Detailing Flowchart for Bridge Widenings ............................ 512
Table 1.17.2.8-1 Minimum Performance Levels for Retrofitted Bridges ............................................... 513
Table 1.17.2.8-2 Concrete Strain Limits for Existing Bridge Columns .................................................... 514
Figure 1.17.4-1 ODOT Liquefaction Mitigation Policy ................................................................................. 518
Figure 1.17.4-2 Foundation Mitigation .............................................................................................................. 519
Table 1.17.8.2-1 Steel to Steel Restrainer Design Parameters .................................................................. 522
April 2024 TOC-28

Table 1.17.8.2-2 Steel Rods Restrainer Design Parameters........................................................................ 523
Table 1.17.8.2-3 Wire Rope Restrainer Design Parameters........................................................................ 523
Table 1.17.8.2-4 Concrete Inserts Restrainer Design Parameters ............................................................ 524
Table 1.17.8.6-1 A603 Wire Rope Bending Radius ........................................................................................ 527
Table 1.17.8.6-2 ASTM A1023 Wire Rope Bending Radius ........................................................................ 527
Table 1.17.8.6.4-1 Approximate Gross Metallic Area and Minimum Breaking Strength for Wire
Rope ................................................................................................................................................... 530
Table A1.2-1 AASHTO/BDM Cross Reference ................................................................................................. 564
Figure A1.11.2.9-1 End Bent Details for Prestressed Slabs and Boxes ................................................. 573
Figure A1.11.2.9-2 ................................................................................................................................................... 574
Figure A1.11.2.9-3 ................................................................................................................................................... 575
Figure A1.11.2.9-4 ................................................................................................................................................... 576
Figure A1.11.2.9-5 ................................................................................................................................................... 577
Figure A1.11.3.2-1 Interior Bent Details for Prestressed Slabs and Boxes.......................................... 578
Figure A1.11.3.2-2 ................................................................................................................................................... 579
Figure A1.11.3.2-3 ................................................................................................................................................... 580
Figure A1.16.3.5.2-1 Method 1 Spread Footing ............................................................................................. 581
Figure A1.16.3.5.2-2 Method 1 Pile Supported............................................................................................... 582
April 2024 TOC-29

Note: Revisions for April 2024 are marked with yellow highlight. Deleted text is not marked;
past editions of the Bridge Design Manual (BDM) are available on the Bridge Engineering Section
website for comparison.
1.1 Introduction
BDM Section 1 contains standards, practices, and design guidance pertinent to highway bridges
and structures design.
See BDM Section 2 for practices pertinent to design procedures and quality processes for
completing highway bridge and structure design.
See BDM Section 2 for the following information:
• Structural design software.
• Overview of design procedures.
• Roles & responsibilities.
• Quality.
• QPL / Research.
• Preliminary design / TS&L.
• Final design / PS&E.
• Advertisement and award.
• Construction support.
• Other discipline coordination.
See Bridge CAD Manual (BCM) for standards and practices pertinent to detailing of highway
bridges and structures.
Submit suggested updates for future BDM revisions to Emily Clyburn using the BDM Revision
Request Form on the website.
April 2024 1-1

1.2 Bridge Design, General

1.2.1 Bridge Design Standards
1.2.2 Bridge Design Deviations
1.2.3 Bridge Design Categories
1.2.4 Bridge Location and Environment
1.2.5 Structure Appearance and Aesthetics
1.2.6 Bridge Types & Selection Guidance
1.2.7 Bridge Layout
1.2.8 Bridge Security Design Considerations
1.2.9 Bridge Name Plates & Markers
1.2.10 Safety & Accessibility
1.2.1 Bridge Design Standards

1.2.1.1 Standard Specifications and Standard Drawing Manuals
• LRFD Bridge Design Specifications (9th Edition, 2020) published by the American
Association of State Highway and Transportation Officials (AASHTO).
• AASHTO Guide Specifications for LRFD Seismic Bridge Design (2nd Edition, 2011 with 2012,
2014, 2015 and 2022 interims).
• AASHTO Guide Specifications for Seismic Isolation Design, 4th Edition (2014).
• Guide Specifications for Bridges Subject to Tsunami Effects (1st Edition, January 2022) published
by AASHTO.
• AASHTO Guide Design Specifications for Bridge Temporary Works, 2nd Edition, 2017.
• AASHTO LRFD Guide Specifications for Accelerated Bridge Construction (1st Edition, 2018).
• LRFD Guide Specifications for the Design of Pedestrian Bridges (2nd Edition, December 2009 with
2015 interims) published by AASHTO.
• Manual for Railway Engineering of the American Railway Engineering and Maintenance-of-Way
Association (AREMA) as modified by the individual requirements of each railroad
company.
• Oregon Standard Specifications for Construction, published by ODOT and pertinent special
provisions (for all construction except bridges carrying railways).
• Oregon Standard Drawings, published by ODOT, Standards Engineer.
• AASHTO Guide for Design and Construction of Near-Surface Mounted Titanium Alloy Bars for
Strengthening Concrete Structures
• AASHTO Guide Specifications for Design of Bonded FRP Systems for Repair and Strengthening
of Concrete Bridge Elements, First Edition
April 2024 1-2

1.2.1.2 Use of Oregon Standard Drawing and Standard Details

The Standard drawings and standard details prepared by ODOT have been developed through
a long history of collaboration with Oregon contractors and fabricators. Consider impacts to both
when making modifications.
Use Oregon standard drawings without significant change, as determined by the drawing
Engineer of Record. Where a significant change to a standard drawing is needed, submit a design
deviation request to the State Bridge Engineer. Where an equivalent ODOT standard drawing or
accompanying design detail exists, do not use standard drawings or design details from another
state or agency without approval of a design deviation from the State Bridge Engineer.
The standard details do not include the seal of the technical owner. The designer or the Engineer
of Record (EOR) is responsible for sealing the contract plans with the standard details, and the
design calculations which is specific to the project where the standard details are used.
1.2.2 Bridge Design Deviations (DD) and Roadway

Design Exceptions (DE)
The bridge design field is an art that is constantly changing. It is understood that designers will
occasionally use innovative details or methods that differ from those contained in this manual
and on the standard drawings. Designers having experience in other states may also want to
introduce details and methods which have worked well in those states. In addition, context-
sensitive design requires the exercise of engineering judgement and sometimes leads to details or
methods that satisfy the intent of this manual or the standard drawings, but do not meet the letter
of these documents.
Submit a request for a design deviation before replacing an established drawing or method
from this manual. The two-column layout visually separates standards from guidance with
established standards stated in the left column. Deviating from language in the left column of
the BDM requires a design deviation unless stated otherwise. Replacing standards includes
design methods or details established in other states, presented in research reports, or developed
by designers. Engineers are encouraged to exercise good engineering judgment, which may
result in innovative solutions, including new materials or techniques. Design deviations allow
the opportunity for these ideas to be documented and shared, potentially resulting in revisions
to standard practice in the BDM.
In cases where a standard drawing or BDM design requirement is not applicable to the project
circumstances and must be modified, a design deviation is necessary. This commonly occurs to
meet a project goal, incorporate new technology or to meet a technical requirement e.g. significant
modification to accommodate project geometry; ADA requirements; any modified attachments;
existing elements; local agency standards; or aesthetics. Modifications made in these instances
cannot be based on preference or economy. They must be justified by structure geometry,
configuration, constructability, and intended purpose. Use a standard drawing when it satisfies
April 2024 1-3

the need. When modifying a standard drawing, comply with appropriate design specifications
(LRFD, BDM, etc.) to the fullest extent possible.
Modifications to standard drawings on repair and rehabilitation projects do not require Design
Deviations, except on bridge rail drawings or when new design techniques or materials are used.
This is due to the often unique needs and project specific circumstances on rehab and repair
projects. These projects must still comply with LRFD and BDM design requirements or a design
deviation is necessary. The Bridge Reviewer should devote extra attention to modified drawings
and raise concerns to the standard drawing owner when appropriate.
Some elements of bridge work may require a Roadway Design Exception (refer to ODOT Highway
Design Manual, Part 1000 for more information about Roadway Design Exceptions). All Design
Exceptions related to bridge rail must be signed by the State Bridge Engineer prior to approval
by the State Roadway Engineer. In addition, when Design Exceptions involve structural work,
such as sidewalk widening, the State Bridge Engineer is expected to concur. A design deviation
is not required for project elements where a Design Exception is submitted. When it is unclear
whether a design deviation or exception is required, contact the relevant bridge technical resource
as early in the design process as possible.
1.2.2.1 Design Exceptions

When the State Bridge Engineer needs to provide concurrence on a Roadway Design Exception,
modify the Roadway Design Exception process as follows:
1. Complete the Roadway Design Exception Form. Get information from both Roadway
and Traffic designers to complete the form. Contact the ODOT Design Exception
Mailbox (mailto:[email protected]) to get a control number.
2. Revise the first two concurred by signature lines to be for the State Bridge Engineer and
the ODOT Region Tech Center Roadway Manager.
3. Send a link to the draft Design Exception to the relevant bridge technical resource and
all necessary Region resources, for review prior to signing.
4. After addressing comments, save the Design Exception as a PDF, create the necessary
signature fields, and sign the file.
5. Submit a link to the file for Region signatures according to appropriate Region process.
6. After Region signatures are complete, the Design Exception should be submitted to the
ODOT Design Exception Mailbox for final processing. Depending on the Region, this
step may be the responsibility of the designer.
7. The form will be sent to Bridge Section for the State Bridge Engineer’s signature as part
of final processing.
8. The submitter will be notified once signing of the Design Exception is complete.
April 2024 1-4

1.2.2.2 Design Deviations

Prior to submitting a design deviation request, contact the relevant bridge technical resource for
guidance. They can help discern when a design deviation is necessary; an email inquiry about
the proposed modification suffices for confirmation on whether a formal design deviation is
necessary or not.
A design deviation form is available on the ODOT Bridge Engineering website. In the request,
include a brief description of the project, an explanation of the issues, what is being proposed, a
justification for the proposed design deviation, and any supporting documents. The request
may be submitted by email. Send design deviation requests to both:
Ray Bottenberg, State Bridge Engineer, [email protected]
Emily Clyburn, Bridge Design Manual Standards Engineer, [email protected]
The request will be distributed to and evaluated by the BDM technical resources. On local
agency projects include the Senior Local Agency Bridge Standards Engineer for review. The
State Bridge Engineer makes the final decision to accept or reject a request for design deviation.
A response to each request will be returned by email within 10 business days.
1.2.2.3 Technical Bulletins

When technical issues arise between scheduled BDM updates which require urgent distribution
of guidance to the design community, a Technical Bulletin is issued. Check the ODOT Technical
Guidance web page for Technical Bulletins.
1.2.3 Bridge Design Categories

1.2.3.1 Bridge Design Categories, General
Bridge design categories determine the design criteria and requirements for projects on bridges.
These categories include the following:
• Modernization.
• Retrofit.
• Preservation.
• Maintenance.
• Local Agency.
For projects involving multiple bridges, determine the category per bridge. Bridge Program will
complete an initial categorization at desk scoping, when possible. Validate the categorization
during field scoping. For projects initiating outside Bridge Program, establish the bridge design
category at field scoping. Contact the Bridge Design Manual Standards Engineer with questions
regarding the bridge design category. Document the identified category in the Bridge Design
Criteria. When project need’s change after scoping, contact the Program Manager according to
BDM 2.9.5 prior to changing the design category for any bridge.
April 2024 1-5

These categories operate independently from the roadway design standards identified in the
Highway Design Manual Section 100. A project involving bridges will have both a roadway design
standard and at least one bridge design category. For projects initiating outside of Bridge Program,
the bridge design category may be based on the work required by the roadway design standard;
however the bridge design category must still be determined.
The design requirements governed by these categories include:
• The level of alternatives analysis required and type of documentation, i.e.:
o Bridge TS&L Report.
o Bridge Strategy Memo.
o Bridge Design Criteria and Standards Assessment (DCSA).
• The extent of bridge rail work.
• The level of seismic retrofit.
• The amount of Bridge Section review required.
All projects, regardless of design category, While site visits are required on all projects,
require a minimum of one site visit to be they are more crucial on rehabilitation,
performed. Identify and document existing preservation, or retrofitting of existing
conditions and defects that may exist, to structures. These are projects where existing
tailor solutions to site conditions. conditions often dictate design elements and
solutions.
The EOR, or assigned designee, will perform
the site visit. Collaborate with other
disciplines involved in the project at the site
visit to discuss overlapping design elements.
Coordinate site visits with the Region Bridge
Inspector and Bridge Maintenance to
facilitate access, where appropriate, and to
assure all defects are identified.
Perform the site visit early enough in the Consider performing an initial scoping site
project delivery process to allow time for visit prior to TS&L, as well as a site visit near
incorporation of site visit findings into the end of project delivery to ensure site
project DAP documents. conditions have not changed.
Roadway design standards and other
agreements govern work outside of the
bridge footprint, including approach slabs,
drainage features and bridge rail transitions.
April 2024 1-6

1.2.3.2 Bridge Modernization

The bridge modernization design category applies to the following project types:
• New bridge construction.
• Bridge replacement.
• New bridge deck or superstructure.
• Phase 2 seismic retrofit projects.
• Bridge widening requiring the addition of one or more girder lines.
On bridge modernization work, use full current bridge design standards for the entire bridge,
except where practical design opportunities or innovations are available. In these cases, document
all variations from bridge standards in design deviations or exceptions, as described in BDM 1.2.2.
Per BDM 2.9.5, submit a Bridge TS&L Report for all bridge modernization category work.
1.2.3.3 Bridge Retrofit

The bridge retrofit design category includes any work that upgrades the functional characteristics
of a bridge, including load-carrying capacity, except that covered by modernization. A bridge
retrofit project can include multiple work elements. Potential work elements include:
• Bridge strengthening.
• Structural concrete overlays and inlays.
• Overhang or sidewalk widening.
• Bridge raising. See BDM 1.16.1.
• Bridge rail replacement.
When evaluating projects that include bridge retrofit work during the scoping and Project
Initiation phases, consider the bridge holistically. Consider what other related elements of the
bridge should also be updated. As an example, retrofitting a bridge rail may be appropriate
during a structural concrete overlay, or a strengthening may also include phase 1 seismic retrofit.
Clearly document modifications to scope from this process in the project documents (Scoping
Notes, Project Charter, CMR or DCSA, depending on project phase) and solicit Program Manager
approval prior to proceeding.
Identify required design deviations and Design Exceptions in the DCSA. Use a Bridge Strategy
Memo, according to BDM 2.9.6, to communicate these decisions to the project team.
1.2.3.4 Bridge Preservation

The bridge preservation design category applies to work that does not change the functional
characteristics of a bridge, including load-carrying capacity. Relevant work includes:
• Bridge coating.
• Joint repairs and replacements.
• Protective screening.
• Phase 1 seismic retrofit.
April 2024 1-3

• Non-structural concrete overlays (that do not trigger updating the load rating per ODOT
LRFR 1.7).
The following qualify as bridge preservation, unless other work on the bridge requires another
category:
• Bridge rail height modifications using BR285 or similar.
• Strengthening required to carry temporary construction loads, i.e. containment.
This category of work does not require design deviations. Instead, use the DCSA to document
project decisions, such as overlay type, and as documentation of communication with the relevant
technical specialist. Use the DAP Narrative to communicate all bridge work with the project
team, without requiring a Bridge TS&L Report or Bridge Strategy Memo.
When using innovative methods on bridge preservation projects, submit a BDM Revision Request
form so the method can be evaluated and possibly adopted into the BDM. Thoroughly describe
the method and how it applied to the project(s) on which the innovation was used.
1.2.3.5 Bridge Maintenance

The bridge maintenance category includes those projects, of any scale, that are funded exclusively
with Major Bridge Maintenance (MBM) funds or other similar sources of state funding. Design
these projects according to the Bridge Maintenance Design Manual and coordinate with the Bridge
Maintenance Engineer and the District Bridge Supervisor. Refer to TSB22-01(B) for MBM work
related to roadside safety feature design (i.e. bridge rails).
1.2.3.6 Local Agency

The local agency category includes projects with work on local agency structures. BDM
standards apply to all local agency projects, both certified and non-certified, except as modified
for local agency projects in the following BDM sections:
• BDM 1.9.2.1 Deck Slabs
• BDM 1.9.2.3 Precast Deck Panels
• BDM 1.9.3.1.6 Asphaltic Concrete Overlays
• BDM 1.9.3.1.6.1 Waterproofing Membranes
• BDM 1.9.4.2 Deck Closure Pours
• BDM 1.13.1 Bridge Rail.
• BDM 1.17.2.1 General Considerations, Seismic.
Refer to Local Agency Guidelines (LAG) and ODOT Delivery of Local Agency Projects (ODLAP) for
additional guidance on non-technical design content.
Local agency bridges on the National Bridge Inventory (NBI) require bridge design deviations.
Local agency bridges not on the NBI, do not require a design deviation and the Local Public
Agency (LPA) has approval authority.
April 2024 1-4

1.2.4 Bridge Location and Environment

The level of effort to prevent corrosion depends mainly on the potential for exposure to a
corrosive environment. Refer to the appropriate BDM sections for the appropriate material
selection and element treatment based on the bridge location and environment as defined in the
following sections.
1.2.4.1 Marine Areas

Marine areas are typically the most highly corrosive conditions and require the highest level of
protection against deterioration and corrosion. For the purposes of determining when the
specified corrosion protection is required a marine area is defined as any of the following:
• A location in direct contact with ocean water, salt water in a bay, or salt water in a river
or stream at high tide (substructure).
• A location within ½ mile of the ocean or salt water bay where there are no barriers such
as hills and forests that prevent storm winds from carrying salt spray generated by
breaking waves.
• A location crossing salt water in a river or stream where there are no barriers such as hill
and forests that prevent storm winds from generating breaking waves.
1.2.4.2 Coastal Areas

Coastal areas are defined as locations within 25 air miles of the Pacific Ocean, and not otherwise
classified as Marine area.
1.2.4.3 Snow and Ice Areas

Snow and ice areas are defined as all areas of central and eastern Oregon, the Columbia River
Gorge, Jackson County, and any other areas above 1500 feet elevation or otherwise identified by
the associated maintenance district. These areas are intended to include all areas with the
potential to receive periodic application of deicing chemicals.
1.2.4.4 Mild Areas

Mild areas are defined as all areas not in a marine area, coastal area, or snow and ice area. This
includes all of western Oregon below 1500 feet elevation that is not within 25 miles of the Pacific
Ocean.
April 2024 1-5

1.2.5 Structure Appearance and Aesthetics

1.2.5.1 General
Consider the structure appearance with respect to its surroundings and the context of the site.
ODOT has no general directive or mandate on aesthetics or aesthetic design.
For bridges, appearance is best when elements are few and simple.
Bridge elements are pleasing when the structural intent is clear with respect to the size and
shape of the element. Elements forced into a non-structurally responsive shape for decoration
are not considered aesthetically pleasing and may be a significant distraction and a safety
hazard. Decorations on bridges that are not part of the structural support system may not be
maintained to the same level as the structural portions of the bridge. A separate IGA can be
executed for maintenance of non-structural features.
Aesthetics and environmental considerations may have apparent conflicts. Historic, ADA and
environmental issues may impact the bridge rail type, structure configuration, type of
foundation or bent placement. Start the permit application and coordination process for historic
structures as early as possible in the design stage. Aesthetics concerns, especially within an
existing documented site context, are valid issues that can and should impact resource agencies
permitting considerations. Balancing historic needs and ADA requirements requires early
coordination and requirements are adhered to the maximum extent feasible.
There is a misconception that improving appearance always costs more. The challenge to the
engineer is to use creativity and ingenuity to improve the appearance without increasing cost.
When people think that improved appearance is going to add costs, they are generally thinking
in terms of add-ons, special ornamental features or special colors. The greatest aesthetic impact
can be made by the structural elements themselves. These are seen first, and at the greatest
distance. The bridge can be made attractive if these major elements are well shaped, and if they
fit in well with the surroundings.
The following topics are commonly known to assist in producing visually pleasing structures.
They are discussed in more detail in the following sub-sections.
• Location and surroundings. • Colors.
• Horizontal and Vertical Geometry. • Textures.
• Superstructure Type and Shape. • Ornamentation.
• Bent Shape and Placement.
• End bent Shape and Placement.
• Parapet and Railing Details.
April 2024 1-6

1.2.5.2 Location and Surroundings

When determining the appearance of a bridge, the bridge must be considered in context with its
surroundings. Decisions need to be made regarding what color, shape and type of bridge will
look best at a given location. The surrounding area may be industrial, urban, or rural. A bridge
that looks pleasing in a rural setting may look totally out of place in an urban area.
Individual bridges that span a major land area or body of water, because of their large size,
dramatic location, and carrying capacity, will tend to dominate their surroundings. While these
structures must harmonize with the surroundings, their importance and size requires that the
aesthetic qualities of the structure stand on their own. Multiple bridges seen in succession create
a cumulative aesthetic impact on the landscape that must be considered. In these situations,
there is more reason for uniformity, and there should be no noticeable differences between
structures, without an obvious reason. A specific theme for a particular route, such as a
parkway, is often appropriate.
Routine bridges, such as highway overpasses and stream crossings, should be simple, with
minimal changes, and with all of the elements in clear relationship with one another. Since
many of these bridges are viewed in elevation by those traveling on a roadway below, the
structure type, span lengths, and proportions, as viewed in elevation, should be carefully
considered.
Bridges that are infrequently viewed, such as those on lightly traveled roadways, are rarely seen
by anyone. In these cases, attention to the elements that can be seen from the roadway surface
such as parapets, railings, transitions, and road surface, are important.
1.2.5.3 Horizontal and Vertical Geometry

Geometric design standards often dictate the orientation of a bridge. The emphasis is on the
need for safe, convenient driving and providing a more attractive highway system. Bridges
must adapt to the highway alignment. Thus, they often lie within the curvature of the road and
follow the slopes or curvature in elevation. Large curvature is not only desirable from a safety
standpoint, but also for aesthetics.
With skewed structures, when it is necessary to orient the substructure parallel to the feature
crossed, a wide bridge presents a greater visual impact. The use of natural surfaces that blend in
with the surrounding environment may lessen the visual impact. Bents and end bents in
waterways that lie parallel to the river’s banks look better than those placed perpendicular to
the crossing road.
If an alignment requires a curved bridge, then the external longitudinal lines, traffic barriers,
and fascia lines of the structure should follow the curved centerline to provide a smooth visual
flow. A smooth transition helps the structure fit in with the local topography. Parallel lines
should be maintained by matching barrier, sidewalk, curb and fascia depth across the structure.
April 2024 1-7

1.2.5.4 Superstructure Type and Shape

The appearance of a bridge is greatly influenced by different aspects of the superstructure.
These include the superstructure type, depth, overhang width, number of spans, and span
lengths. One way to make the structure light and slender, without making it appear weak and
unsafe, is to use a favorable visible slenderness ratio (the ratio of span length to the visible
structure depth, including the decking and any concrete traffic barrier or steel railing). The
typical visible slenderness ratio will vary from approximately 10 to 40 depending on the type of
superstructure chosen.
A girder depth that is too shallow gives the appearance that the bridge is not structurally safe.
A girder that is too deep makes the bridge look bulky and overpowering. Bridges with a well-
proportioned slenderness ratio denote strength without excessive materials.
An additional guideline that enhances the appearance of multiple spans is to avoid changing
girder depths from one span to another. This would give a very awkward appearance and
would not allow the structure to flow evenly across the bridge. From an aesthetic standpoint,
deck overhang should be proportional to the girder depth; a desirable overhang would be about
2/3 the girder depth. Vertical stiffeners make steel girders seem heavier, and should be avoided
on the fascia side of fascia girders. Haunched girders can make a bridge look more slender, and
help demonstrate the flow of forces in the bridge. Fishbelly girders create a heavy look, and
could tend to look awkward. Some structure types are more visually elegant than others, such
as trapezoidal box girders and concrete segmental bridges. An arch bridge is one of the most
natural bridge types, and generally considered one of the most pleasing. Both thru and deck
arches can be considered.
1.2.5.5 Bent Shape and Placement

The visual impression that a person gets from a bent is primarily influenced by the proportions,
the relative width and height, and the configuration of the bent cap with respect to the bent
columns. Bent proportion, in turn, is determined by the bridge geometry and superstructure
type and shape. Bents can broadly be classified as either short or tall. Short bents are typically
more difficult to design with aesthetic proportions. Care should be taken in proportioning a
bent to make sure that horizontal lines of the superstructure are not interrupted. Large bents
may direct attention away from the superstructure. Bents that are too slender may convey a
feeling of instability.
However, there are aesthetic issues that are common to all bent types involving the shape of the
columns and the bent caps. The selection of the proper bent type can be dictated by the site,
bridge geometry and design considerations.
The shape and location of the columns affect the appearance of the bents. The light reflecting
from the surface often controls how the viewer perceives it. A square or rectangular column
with beveled corners will appear more slender due to the edge lines and varying shades of
reflected light. The designer needs to assure that the treatments used are in harmony with the
April 2024 1-8

rest of the structure. Bent caps, cantilevered ends, and column spacing can be designed to make
the bent appear more graceful. For hammerhead bents, the stem width and height, and the
cantilever length and depth should be carefully balanced, and in pleasing proportion. Solid
bents can be battered to improve their appearance. The batter should be determined by the bent
height and the relative dimensions at the top and bottom of the bent. Gradual lines are
important. While tall bents are less common than short bents, they allow a greater opportunity
for aesthetic treatment.
1.2.5.6 End Bent Shape and Placement

For most simple span bridges and some multi-span bridges, the end bents are the most visible
elements. While the end bent’s function is to support the superstructure and transfer loads to
the ground, it is important to maintain proper proportion in order to create a good appearance.
Good proportions between various elements of the bridge give character to the bridge. For the
end bents it is important to consider the relationships between the exposed end bent height and
length, the size and type of wingwalls, and the superstructure depth. An attempt should be
made to achieve a balance between these elements.
The designer must maintain order between the lines and edges of the structure. Too many lines,
or lines that are close to but not parallel to each other, can disrupt the eye and diminish the
appearance of the bridge. The monotony of a large flat wingwall can be broken up using
textures such as scoring, recessing, or grooving. Surface textures, either by using or simulating
natural stone around the area of the bridge, can be used to integrate the structure with its
surroundings.
The orientation of the end bents to the feature crossed will create different visual appearances.
End bents on severe skews can have very long stems and wingwalls. Consideration should be
given to the aesthetic impact of those concrete surfaces. Wingwalls are often very
predominating features. The orientation of the wingwalls allows for more or less visual impact.
On divided roadways, consider the view presented from the opposite direction of travel.
1.2.5.7 Parapet and Railing Details

The railings or barriers, along with the deck fascia and fascia girders, are sometimes the most
dominant visual aspect of the bridge. The railings are viewed by people traveling under the
structure who see them in elevation and by people in vehicles on the bridge traveling parallel to
them. When vehicle speeds are high, the railing or barrier should have simple and pronounced
details because passengers cannot notice fine details. The shape of the railing or barrier system
should relate to its function and the overall aesthetic design of the bridge.
The design and appearance of any fencing to be placed on the bridge should be consistent with
the railing or barrier system. The vertical supports of the screening should align with the railing
post spacing. Fencing on concrete barriers should be detailed to match the construction joints
and the ends of the barriers.
See BDM 1.13.3 for additional information.
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1.2.5.8 Colors
When there is a reason to color the concrete, steel, or railings, a decision should be made
whether the color should complement or contrast with the surrounding environment. Strong
consideration should be made to the fact that colored concrete or steel will require a high level
of maintenance. The designer should also consider the appearance if regular maintenance is not
performed (e.g., peeling paint, rust spots, etc.).
Coloring agents are not allowed in concrete because of complicated quality control, difficulty in
matching colors in each batch, and the high cost of materials. It is nearly impossible to get an
identical color of concrete from one pour to the next, or over a period of time between
placements. Staining concrete can create a mottled appearance when appropriate to match
natural stone, and can be effective if a trial section is used to qualify the process. External
coatings are allowed, and when applied correctly can achieve the desired appearance. However,
they have durability limitations, and must be used with caution due to concern regarding the
owner’s ability to maintain the coating.
1.2.5.9 Textures
Texturing concrete can be achieved through form liners, panels, stone or brick veneer, or acid
washing. Any texturing should fit in within the overall design and proportions of the structure.
Several types of commercial form liners are available. Natural stone or brick facades can also be
used. Stone is most often used for parkway bridges and those in rural settings. The cost of stone
covering can be quite high; and should therefore be limited to areas of high visibility and
established contextual settings. When a concrete cap is used on the top of a wingwall or
retaining wall, it should be visually proportioned to the wall itself.
1.2.5.10 Ornamentation
Ornamentation can be added to a bridge in special circumstances. The additional cost of add-
ons is rarely justified except in cases of importance to the community (such as a gateway to a
city) or of historical significance. Details such as ornamental light posts, columns or pylons, real
or simulated gatehouses, commemorative plaques or reliefs may be added. The designer should
consider these details carefully since it is just as easy to detract from the overall appearance of
the bridge, as it is to improve it.
Such details are secondary to the primary purpose of the structure, which is to provide a safe
and efficient crossing to the public. Ornamental and non-structural details require additional
coordination, sketches and drawings to ensure that the details will add to the aesthetic
characteristics of the structure in a way acceptable to all concerned. ADA requirements need to
be reviewed carefully to ensure these items do not create protruding objects or restrictions in
the clear width available to pedestrians.
Local stakeholders sometimes request ornamental screening and features on overpass structures
to showcase local attractions as a gateway to their community. Ornamental protective screening
April 2024 1-10

should not be a distraction to drivers, and must not cause sight distance or clearance problems.
Treatments must not reflect a commercial interest. See BDM 1.13.11 for additional screening
requirements.
1.2.6 Bridge Types & Selection Guidance

1.2.6.1 Bridge Types and Economics
Bridge superstructure type is generally the most important factor influencing bridge costs.
Substructure cost is normally included in bridge deck area unit cost. In some situations, the
substructure cost can be greater than 50 percent of the unit cost, when significant seismic design
and details are required for the bridge. Each project site is unique and should be evaluated for
conditions that alter the usual cost expectations. For usual cost expectation of bridge deck area
unit cost, refer to Bridge Section’s annual Bridge Cost Data for bridges constructed in Oregon
and the FHWA website (https://www.fhwa.dot.gov/bridge/nbi/sd.cfm) for structures in other
states in the national bridge inventory. Use the last three years average unit cost as a basis for
comparison.
If an estimated deck area unit cost for a bridge with a typical substructure is more than 15
percent higher than the average unit cost shown in both the Bridge Section’s Cost Data and the
FHWA bridge replacement unit cost, inform the design lead and design team as soon as
possible including the reasons for the higher unit cost. Re-evaluate the alternatives with the
design team for their effectiveness at meeting the project’s basic goals and look for innovative
solutions to address the high cost.
Various types of bridge superstructure provide efficient solutions for different span
arrangements. There are many reasons for choosing particular span length(s) for a bridge, some
of which are discussed below. There is generally significant overlap for common span ranges,
so multiple bridge types are viable. Table 1.2.6.1-1 shows various bridge types categorized by
construction material and method of construction with the design span ranges.
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Table 1.2.6.1-1 Bridge Type Span Range
Bridge Type Span Range (feet)

Precast concrete slabs up to 83
Precast concrete box beams up to 120
Cast-in-place concrete slabs up to 66
Precast integral deck concrete girder up to 130
Precast concrete girder, BT72 up to 140
Precast concrete girder, BT84 up to 160
Precast concrete girder, BT90 & BT96 up to 183 *
Cast-in-place box girder up to 160 **
Cast-in-place post-tensioned box girder up to 300 **
Steel girder 40 to 400
Steel box 200 to 400**
Steel truss greater than 300
* Length for BT90 & 96 is limited by prestressing bed capacity for
Oregon precasters.
** Normally used for longer, multi-span continuous bridges.
When using precast or prefabricated girders, verify that there is an acceptable route for
shipping. As girder lengths increase, shipping becomes more difficult on roadways with sharp
curves, high superelevation or load-restricted bridges.
Timber bridges up to 30 feet of length may be considered for special situations (See BDM 1.8.1).
The cost of a timber bridge may be more than concrete and steel bridges of the same length.
Do not use cast-in-place concrete slabs with any span greater than 66 feet. Cast-in-place
concrete slab superstructures have significant dead load deflections. Even if actual deflections
match estimated deflections, it will likely take 10 to 15 years for creep deflection to diminish.
For longer span lengths, the ride quality would be unacceptable while waiting for the creep
deflection to occur.
Do not use voids in cast-in-place concrete slab superstructures. Although such designs are
effective at reducing the structure weight and dead load deflections, it is very difficult to secure
the voids in the field. The potential for failure is unacceptably high.
When cast-in-place slabs are used, ensure the edge beam requirements in LRFD 4.6.2.1.4,
5.14.4.1 and 9.7.1.4 are met.
Where a design deviation is approved by the State Bridge Engineer for use of voids in a cast-in-
place concrete slab superstructure, apply the edge beam requirements listed above to this type
of bridge.
April 2024 1-12

Use HPC concrete in cast-in-place concrete slab superstructures. Place concrete full-depth of
the slab (i.e., no horizontal construction joints). For cast-in-place slab superstructures having
any span greater than 40 feet, apply a deck sealer product (from the QPL) at least 60 days after
placement of the slab.
1.2.6.1.1 Precast Concrete versus Cast-in-Place Concrete

Formwork is the key to concrete structure costs. Use of standard forms or repeated use of
specially built forms means lower costs. For smaller bridges in remote areas, precast or shop-
fabricated elements usually lead to the most economical solution. Also see BDM 1.16.2,
Accelerated Bridge Construction, for more guidance in the use of precast elements.
Precast concrete slabs have the following advantages:
• Good for shorter stream crossings, low-volume roads, and remote locations.
• No falsework required in roadway or stream.
• Fast, simple installation, saving construction time.
• Shallow depth providing greater clearance to stream or roadway surfaces below.
However, they have problems with:
• Providing smooth riding surfaces. (Wearing surface is required to level up except for
low-volume roads.)
• Accommodating horizontal curves, gradelines, or superelevations. (Thickness of AC
wearing surface to accommodate superelevation can become excessive.)
Precast concrete box girders, and deck Bulb-T girders have most of the same positive and
negative points as precast concrete slabs. They can accommodate longer spans, but they do
have deeper depths resulting in less clearance to stream or roadway surfaces below.
In general, cast-in-place concrete spans are a good choice for:
• Accommodating horizontal curves, gradelines, or superelevations.
• Longer spans.
However, three drawbacks are:
• Falsework is required.
• Falsework in the roadway below a grade crossing creates traffic hazards.
• Settlement of falsework before post-tensioning begins is a potential problem.
1.2.6.1.2 Short Span Steel Bridges

Steel provides an excellent solution for short span bridges because steel is often lighter than
other materials, resulting in smaller or fewer erection cranes and smaller substructures. In
addition, short span steel bridges can be fabricated off-site in a controlled environment and be
ready to erect when it reaches the bridge site. Several section options are available depending
on the length of the bridge, including buried plate structures, wide flange shape/rolled beams
and plate girders for span length from 20 feet to 140 feet as shown Figure 1.2.6.1.2-1.
April 2024 1-13

Figure 1.2.6.1.2-1 Short Span Steel Bridge Alternatives
1.2.6.1.3 Composite Steel Girder Bridges

Steel construction extends the span length range and usually does not require falsework in the
roadway or stream. Used for simple spans up to 260 feet and for continuous spans from 120 feet
to 400 feet. This bridge type has relatively low dead load when compared to a concrete
superstructure which makes it an asset in areas where foundation materials are poor. Shipping
and erecting of large sections must be reviewed.
1.2.6.1.4 Bridge Widening

Generally, a type of construction that matches the existing bridge should be considered for the
widened portion. It is desirable to design the widened portion to have a similar appearance to
the existing. With these considerations, similar stiffness between the existing and widened
structures can be achieved.
See BDM 1.3.3.3 for structure widening loading.
See BDM 1.5.6.2.6 and 1.5.7.11 for concrete structure widening.
See BDM 1.6.2.18 for steel structure widening.
See BDM 1.11.3.3 for substructure widening.
1.2.6.1.5 Design Criteria for Major or Unusual Bridges

Some elements of design criteria for major and unusual bridges may not be appropriate for
normal bridges and may be dependent on the location and expected service level. For those
bridges the design criteria will be established specifically for each bridge in a collaborative
effort between ODOT Bridge Engineering Section and the Region. Early coordination is
required to allow time to establish the design criteria. See BDM 1.2.6.3.2 for further guidance
regarding unusual bridges.
April 2024 1-14

1.2.6.1.6 Maintenance and Provisions for Inspection of Bridges
• Formal constructability and maintainability reviews by representatives of the
Construction and Maintenance Sections are required for most bridges to determine the
practicality and feasibility of erection/construction of the bridge as assumed in the
design as well as adequacy for future maintenance.
• Preparation of an Inspection and Maintenance Guide for the future operation of each
major or unusual bridge (see BDM 2.10.8).
• Consider designing for the possibility of future bearing replacement. Bearing
replacement requires the use of jacks to lift the superstructure off the bearings to be
replaced. Indicate the position of these jacks, and allowable jacking loads, on the
drawings (per BDM 1.3.4). Provide distribution reinforcement to accommodate the jack
loads in the top of the piers and the soffit of the superstructure. Further, consider the
relocation of the reactions in the transverse analysis of the superstructure when the jacks
are engaged to replace the existing bearings.
• Bridges fabricated from coated structural steel should be designed for future recoating
according to BDM 1.6.4.4.1.
1.2.6.2 Substructure Guidance

See Section 1.11 for information and design guidelines for end and interior bents and wingwall
layout.
1.2.6.3 Special Considerations for Federal-Aid Projects

1.2.6.3.1 Alternate Designs
According to the Federal Highway Administration (FHWA), the practice of providing alternate
designs for major bridges results in substantial savings in bridge construction costs. Current
FHWA policy states that use of alternate designs is optional and at the discretion of State
highway agencies. If alternate designs are appropriate, consider the following:
• Utilize competitive materials and structural types. Prepare each alternate design using
the same design philosophy. (That is, LRFD design, finite element analysis, etc.) Ensure
the design/construction requirements for the entire bridge (foundation, substructure,
deck) are compatible.
• Prepare estimates for all Alternate Designs during the TS&L design phase.
Note: Do not confuse this Alternate Designs with the TS&L Alternatives Study. This Alternate
Designs is the actual preparation of two or more designs, and plan sheets, to be included in the
bid documents.
April 2024 1-15

1.2.6.3.2 Unusual Structures
FHWA policy requires unusual bridges to be approved by FHWA before being designed. An
unusual bridge may have:
• Difficult, new or unique foundation elements or problems.
• A new or complex design concept involving unique operational or design features.
• Design procedures which depart from current acceptable practice.
Examples of unusual bridges include:
• Cable-stayed, suspension, arch, segmental concrete, moveable, or truss bridges, and
other bridge types which deviate from AASHTO Design Specifications or Guide
Specifications.
• Bridges requiring abnormal dynamic analysis for seismic design.
• Bridges designed using a three-dimensional computer analysis.
• Bridges with span lengths exceeding 500 feet.
• Bridges with major supporting elements of ultra-high strength concrete or steel.
Other unusual structures include:
• Tunnels.
• Geotechnical structures featuring new or complex wall systems or ground improvement
systems.
• Hydraulic structures that involve complex stream stability countermeasures.
• Designs or design techniques that are atypical or unique.
Where unusual bridges are identified, seek FHWA involvement at Project Initiation. Do not
advance the design beyond TS&L without FHWA approval.
1.2.6.3.3 Experimental Features Program

An experimental feature is a material, process, method, or equipment item that:
• Has not been sufficiently tested under actual service conditions to be accepted without
reservation in normal highway construction, or
• Has been accepted, but needs to be compared with acceptable alternatives for
determining relative merits and cost effectiveness.
Although the Experimental Features Program is normally used in conjunction with Federal-Aid
projects, the program format has occasionally been followed for projects funded entirely with
State funds. In some cases, FHWA has paid part of the research cost for basically a State-funded
experimental program.
The intent of the Federal-Aid Experimental Features Program is to allow ODOT time to
develop, test, and evaluate specifications for new, innovative, or untried products or processes.
April 2024 1-16

1.2.6.3.4 Specifying Proprietary Items
To encourage competitive prices from manufacturers and suppliers, FHWA has established a
policy for specifying proprietary products or processes for Federal-Aid projects. Generally,
proprietary means:
• Calling out a product on plans or in specifications by brand name.
• Using specifications written around a specific product in such a way as to exclude
similar products.
The policy basically says:
• You must use two, preferably three, products when specifying by name brand.
• You can use generic specifications patterned after a specific item if at least two
manufacturers can supply the item.
On the other hand, specifying one proprietary item is allowed only:
• If it qualifies for the experimental features program.
• If, with written justification from ODOT, FHWA specifically approves in advance a
single product, which is essential because of compatibility with an existing system, or
the only suitable product that exists.
1.2.6.3.5 Use of Debris from Demolished Bridges and Overpasses

Public Law 109-59 Section 1805, dated August 10, 2005, mandates that for Federal-Aid bridge
replacement and rehabilitation projects, States are directed to first make the debris from the
bridge demolition available for beneficial use by the Federal, State or local government,
unless such use obstructs navigation. Links are provided for more information:
• Public Law 109-59 August 10, 2005.
• FHWA Memorandum of March 7, 2006.
Environmental regulations may prohibit the use of debris in waterways.
1.2.6.4 Use of Salvage Materials

ODOT Bridge Engineering Section does not prefer the use of used bridge items. Use new
materials for new bridges, replacement bridges, and for added portions of widened bridges.
Incorporation of used materials requires an approved design deviation (see BDM 1.2.2). Include
the following issues in a design deviation request:
• Locate and include in the project records for the new bridge all original material
certifications and documentation of material properties.
• Document the condition of the used materials.
• Locate and include a copy of applicable portions of the original calculation book in the
project records for the new bridge. The copied portions may be scanned and
transmitted electronically to the design engineer. Hard copies should be made and
included in the calculation book for the new bridge.
April 2024 1-17

• Prepare a new calculation book for the new bridge.
• Document agreement from FHWA (on Federal projects) with a Public Interest Finding
processed through Roadway Section.
• Designate on the new plans the portions of the new bridge that are built with salvaged
materials.
1.2.7 Bridge Layout

At the start of the Preliminary Design Phase, after collecting and reviewing available project
data, start identifying site constraints that will impact or affect the bridge layout. Suggested
items to discuss with respective project team members (list may not include all applicable
items):
• Right of way.
• Geology; poor soils.
• Known buried hazardous materials.
• Waterway; thalwag, potential scour areas.
• Floodplains.
• Riparian zones.
• Wetlands.
• Historic resources.
• Archeological sites.
• Buildings.
• Parks.
• Air space envelope.
• Fluvial envelope.
• Railroad envelope.
• ADA improvements.
Consider these items early in the bridge layout process. Learning of these constraints later may
cause rework that can affect both schedule and budget.
1.2.7.1 ADA Considerations

ADA design exceptions are rare in cases where new infrastructure is being built. Plan for ADA
requirements in the design phase. On bridge retrofit projects expect to address ADA
improvements as part of overhang or sidewalk widening.
Review the ODOT CQCR asset layer for ADA upgrades to be incorporated into the project as a
result of a citizen complaint. For more information about the CQCR process refer the Highway
Design Manual, Part 800.
Review BDM Appendix B, for determining curb ramps triggered with paving overlays and
Section 1.2 for ADA compliance. Refer to ODOT operational notice MG100-107 for what is
determined to be maintenance activities versus an alteration that would require curb ramps to
April 2024 1-18

be reconstructed. Maintenance activities shall not be modified for the purpose of avoiding
triggering ADA upgrades.
1.2.7.2 Spans and Proportions

COLUMN LOCATIONS
Column locations, which of course affect span lengths, are subject to clearance requirements of
BDM 2.14.4.2, AASHTO standard clearances, and hydraulic considerations. After these
conditions are met, spans lengths may also be governed by environmental issues, economics
and aesthetics. Consider alternate structure types to best fit the needs of the site.
Consider the effects of columns in waterways when locating columns and setting span
configurations. Consider the possibility for scour or difficulty in inspecting a column that is in
the highest flow area of a river. Avoid placing the column directly in the middle of the river.
Protect columns located in the median of a divided highway and within the clear zone (as
determined by the roadway designer), from traffic by a guardrail or concrete barrier. Check with
the roadway designer regarding which barrier will be used. It will affect the bridge’s appearance
and may influence the type of column selected. Design according to BDM 1.3.5.
STRUCTURE DEPTH
Structure depth including deck (also referred to as superstructure depth) is generally controlled
by span length and clearance limitations. Although a minimum depth structure may be
aesthetically appealing, it may not be the optimal solution for the site.
For steel superstructures, use the minimum depth recommended in LRFD Table 2.5.2.6.3-1 for
estimating purposes. Girder depths for haunched girders made continuous may be reduced up
to 20 percent. For haunched girder, use minimum depth of L/40 at center of span and L/20 at
intermediate bent.
For concrete superstructures with continuous spans, use the minimum depths given in Table
1.2.7.2-1.
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Table 1.2.7.2-1 Minimum Superstructure Depth for Concrete Superstructures with Continuous
Spans
Reinforced Concrete Superstructures: Minimum Depth:

Balanced 3-span cast-in-place slabs with main d = 0.542 + L/48
reinforcement parallel to traffic
T-Beams d = L/19
Box Girders, constant depth d = L/21
Post Tensioned Box Girders: Minimum Depth:

Continuous, uniform depth d = L/29
Precast Prestressed Concrete Superstructures: Minimum Depth:

Slabs and Boxes d = L/40
Deck Bulb-T Girders d = L/33
Bulb-I and Bulb-T girders d = L/25
d = depth of constant depth members or depth at midspan of haunched member
L = span length between centerlines of bearings for a simple span bridge or
longest span between centerlines of bents for a continuous span bridge
Increase depths given in Table 1.2.7.2-1 for simple span bridges by 10 percent.
Depths shown are for constant-depth sections. Depth at midspan of haunched members may be
reduced 15 percent for beams with continuous parabolic haunches or with straight haunches
equal to ¼ the span where the total depth at the haunch is 1.5d.
Where minimum depth requirements, given above, are satisfied, the optional live load
deflection criteria in LRFD 2.5.2.6.2 will not be required. When minimum depth requirements
are not satisfied, verify that the live load deflection does not exceed the limits recommended in
LRFD 2.5.2.6.2.
When both minimum depth and live load deflection requirements are not satisfied, submit a
request for a design deviation (see BDM 1.2.2). As justification for the request, document girder
and deck service stress levels, live load deflection, and provide evidence of similar structures
already in service with satisfactory performance.
GIRDER SPACING
Girder spacing is normally dependent on girder capacity. As span length increases, girder
spacing should decrease. Limit deck overhangs to no more than one-half the girder spacing.
Long deck overhangs tend to sag over time (even decks post-tensioned transversely).
April 2024 1-20

1.2.7.3 Bridge Length

Determine the bridge length by referring to the following, as applicable:
• BDM 1.11.2.1, Determining Bridge Length.
• Bridge Standard Drawing BR115, Standard Slope Paving.
• BDM 2.14.7.2, Hydraulic Requirements for Stream Crossings.
• BDM 2.14.11.3, Railroad Clearances.
• BDM 2.14.8, (Wildlife passage requirements that may add structure length).
• The remainder of BDM 1.2.7.3.
WIDTH AND CROSS SECTION OF LOWER ROADWAY
For horizontal clearances, see BDM 2.14.4.2. Choose the back-slopes as follows:
• Use 2:1 end fill slopes for all bridges unless the geotechnical designer recommends
otherwise.
• 1.5:1 end fill slopes are common for county roads and less-traveled highways. Review
the ODOT Highway Design Manual Figure 300-22, Standard Sections for Highways Other Than
Freeways, but do not use a slope steeper than 2:1 unless a steeper slope is recommended
in the Geotechnical Report.
STOCK PATHS AT STREAM CROSSINGS
Provisions for stock to cross the roadway should be located away from the bridge crossing to
reduce concentration of pollutants in the stream. However, if a stock path running under the
bridge parallel to the stream is required, additional bridge length will be needed to
accommodate:
• Sufficient horizontal space and vertical clearance to construct a benched section for a
path above ordinary high water.
• A fence to keep stock out of the stream.
Stock passes are also discussed in the ODOT Highway Design Manual.
1.2.7.4 Substructure Guidance

Read the Geotechnical Report for information and recommendations about type of foundation
required, or talk to the geotechnical designer when the Geotechnical Report is not yet available.
For stream crossings, recommendations for scour and riprap protection are contained in the
Hydraulics Report.
April 2024 1-21

1.2.8 Bridge Security Design Considerations

1.2.8.1 Bridge Security Design Considerations
Consider project-specific countermeasures during the Scoping Phase for those structures which
ODOT management determines need specific attention.
Potential bridge security threats include: carried and placed bombs, vehicle bombs, intentional
vehicle or ship collisions, intentional fires, and other intentional and unintentional threatening
activities. This section tells when and how to consider potential bridge security threats during
the design of:
• New bridges.
• Bridge widenings.
• Bridge rehabilitation projects.
1.2.8.1.1 Countermeasures
Four countermeasures can help protect structures against potential security threats:
• Deter: Prevent an aggressor from attacking the structure by making the security
presence known such as police or other authorized personnel.
• Deny: Prevent an aggressor from entering an unauthorized zone by a physical barrier
such as security fencing, secure hatches or locked doors.
• Detect: Observe unauthorized personnel in a restricted area by means such as cameras
or sensors.
• Defend: Provide hardening measures to protect a component from attack.
1.2.8.1.2 Process
Assess the probable structure specific security risks:
• Remote.
• Possible.
• High.
• Critical.
Remote: Only applies to structures on remote, low volume AADT facilities. Implementation of
security countermeasures normally not warranted.
Possible: Applies to structures on the non-freeway State Highway System. Consider
implementing security countermeasures associated with Deterring and Denying access to the
structure. Ideas to consider include:
• Locate box girder soffit access openings away from abutments, requiring a ladder or
other mechanical means to gain access.
• Provide shielded locking mechanisms on all access openings.
• Place secure screens at soffit vents near abutments.
April 2024 1-22

• Prevent access to maintenance walkways and girder flanges at abutments.
• Post warning signs on the bridge approaches and below the structure.
• Deny access to critical structural components.
• Prevent vandalism, graffiti artists, or camping.
High: Applies to structures on the Interstate Highway System. Consider implementing security
countermeasures associated with Deterring, Denying, Detecting, and Defending the structure.
In addition to the items listed under Possible, include the following:
• Establish guidelines for standoff distance
• Eliminate access to small confined spaces
Critical Structures: These are structures that have been determined to be the most vulnerable
structures in the State of Oregon.
Some bridges, due to their complex and unique nature, will require project-specific
countermeasures along with those countermeasures that apply to all structures. These are
bridges considered critical to the transportation network. The most critical bridges will also
require site-specific operational security plans. The ODOT Emergency Preparedness
Committee identified critical bridges and their potential vulnerabilities. To find out more,
contact the Statewide Emergency Operations Manager in the ODOT Office of Maintenance and
Operations.
Consider the need for security countermeasures during the Scoping Phase to ensure that added
costs are included in the project budget. Define countermeasures and security plans and
include in the TS&L Report. The bridge designer is to consult with the Bridge Operations
Engineer for security guidance and to maintain consistency statewide.
If the Bridge Operations Engineer decides a critical bridge needs specific mitigation measures,
consider these strategies first:
• Locate piers and towers so vehicular access is prevented.
• Design redundancy with critical elements.
• Place barriers to provide standoff distance when critical structural elements cannot be
located away from vehicular traffic. If this cannot be achieved, the critical structural
member or mechanical system should be analyzed and hardened against the design
threat.
• Install locks, caging, and fencing to deny access to key points of vulnerable structural
and mechanical systems.
• Install motion detectors or security cameras, and plan for communications to security
response entities, to minimize time-on-target.
When cost-effective, consider selective protection of the structural integrity of key members
against collapse. Ways to do this include strengthening key substructure members, adding
redundancy, and use of blast hardening.
April 2024 1-23

Again, consider project-specific countermeasures during the Scoping Phase for those structures
which ODOT management determines need specific attention.
1.2.8.2 Placing Buildings Beneath ODOT Bridges

The placement of buildings beneath ODOT bridges is strongly discouraged. However, if local
public agencies request and are given approval to place buildings below ODOT bridges, satisfy
the following requirements:
• Maintain the structural integrity of the bridge:
o Shore excavations that extend below the bottom of bridge footings adjacent
to the proposed building according to Standard Specifications SP 00510.44.
o Replace any soil removed within the vicinity of a bridge footing and compact
according to Standard Specifications SP 00510.46(a).
• Bridge maintenance provisions:
o Provide 10 feet of vertical clearance between roof and superstructure for
operation of snooper cranes, or for hanging scaffolds; or
o Design the building’s roof system to act as a work platform for maintenance
or construction activities. Provide 3 feet minimum vertical clearance between
roof and superstructure. Design the roof sheathing and purlins for a working
load of 250 pound point load or 100 psf, whichever controls. Extend the
design area 10 feet beyond the shadow of the structure. Design members
below the purlin level for a working load of 50 psf over an area of 10’ x 20’.
• Future seismic retrofit provisions:
o Place the building to allow for increasing the size of the existing footing or
footings by 50 percent plus an allowance of 5 feet for work area.
o Make the building owners aware that future footing excavations or pile
driving could cause vibrations in the building with a potential for damage to
the building or contents. And that the State will not be responsible for any
damage to the building or contents caused by such construction.
• Future bridge replacement or widening provisions:
o Evaluate the need for a new bridge or future widening of the bridge. If the
potential exists, allow for increasing the bridge width and construction of
new footings. Allow 5 feet around the future footings for work area.
o Make the building owners aware that future footing excavations or pile
driving could cause vibrations in their building with a potential for damage
to the building or contents. And that the State will not be responsible for any
damage to the building or contents caused by such construction.
• Falling object protection:
o Place protective fencing on the bridge above the building to cover the limits
of any ground activity below the bridge.
o Make the building owners aware that the State will not be responsible for any
damage to the building or content caused by falling objects.
April 2024 1-24

• Bridge fire protection:
o The building shall be constructed of non-flammable materials and be
equipped with an automatic sprinkler system.
o The building shall not be used to store large quantities of flammable
materials.
• Right of Access:
o ODOT and or contractor employees shall be given access to the property and
building as needed to perform any construction or maintenance activities.
Submit proposals to the District Manager and the Bridge Operations Engineer for review and
approval. Include a drawing or drawings showing the existing bridge with all pertinent
members dimensioned, and showing the proposed building with all pertinent dimensions,
clearances, materials and roof design loads. The drawing or drawings shall be prepared,
signed, and stamped with a seal of an engineer registered to practice in the State of Oregon.
April 2024 1-25

1.2.9 Bridge Name Plates & Markers

1.2.9.1 Existing Bridge
Name Plates
Specify that existing bridge name plates be
salvaged and delivered to the office of the
ODOT Construction Project Manager.
1.2.9.2 Bridge and Structure C1.2.9.2

ID Markers
Specify bridge identification (ID) markers Bridge ID markers are optional for local
according to BR195 on all bridges, and agency projects.
culverts defined as a bridge per BDM 1.21.1.
Coordinate with the Hydraulics Engineer to
determine if a culvert field mark is
appropriate in lieu of a bridge ID marker.
Specify bridge ID markers on all new All bridges should have current bridge ID
bridges, widening projects and when markers as part of a project.
existing markers will be impacted by the
project. Replace existing bridge ID markers
in poor condition or when the phone number
on the bridge ID marker is out of date.
Include bridge identification markers in the When the Region has an arrangement with
bid schedule of items for contractor District Maintenance, installation by Agency
installation. staff is acceptable.
Show bridge ID marker placement locations Bridge ID markers are not part of the project
in the contract plans, typically on the Deck signing and should not be shown in the sign
Plan using Detail Reference Number 80. See SP plans.
00842 for mounting instructions.
Place bridge ID markers in the bridge rail

transition at both ends of the bridge
regardless of the direction of traffic. Place ID
markers facing on-coming traffic, per SP
00842. When the structure is located over
another public roadway, place additional
bridge identification markers on the face of
the bridge bent, immediately adjacent to and
on both sides of the under-crossing roadway,
April 2024 1-26

facing on-coming traffic. When the structure
is located over another public roadway and
the bridge bents are not accessible or visible,
place additional bridge ID markers on a
delineator immediately adjacent to and on
both sides of the under-crossing roadway,
facing on-coming traffic.
Configure each bridge ID marker in BR195 shows dimensions, text, colors and
accordance with Table 1.2.9.2-1. Show this other requirements of the marker for
information in a table, or on a sign image, in inclusion in the contract plans.
the bridge plans.
Table 1.2.9.2-1 Bridge ID Marker Legend
Bridge ID Marker Element Explanation

Telephone number of the appropriate For state owned bridges, find telephone numbers for the
agency Dispatch Center: appropriate dispatch at
https://www.oregon.gov/ODOT/Pages/Report-
Hazard.aspx. Dispatch center boundaries may not
correspond to Region boundaries. Consultants contact
the ABR for correct contact number.
US or OR Route Number: e.g. I-5, US97, OR42
State Highway Number: e.g. 001, 004, 0025
Milepoint Number:
Bridge Number:
Name of the Structure: Provide when a structure has a commemorative, historic,
local, or interchange name as noted in parentheses of the
title. Otherwise leave blank. Limit to three rows.
April 2024 1-27

1.2.10 Safety and Accessibility

1.2.10.1 Accessibility C1.2.10.1
Standards
Use the 2010 ADA Standards for Accessible Refer to BDM 1.15.5 for inspection and
Design for the design of all Federal-Aid maintenance accessibility requirements.
projects.
Design pedestrian overpass and underpass
ramps to not exceed a 7.5 percent slope so a
finished grade of 1:12 maximum if achieved
and locate level resting areas every 30 feet.
Design other features, such as handrails and
stairs, to comply with the Oregon Structural
Specialty Code. Review the standard drawings
for handrailing and stair requirements in the
roadway series.
For pedestrian structures, use FHWA
publication Guidelines for Making Pedestrian
Crossing Structures Accessible (FHWA-I-84-6).
1.2.10.2 ADA Compliance for Bridge Work
The Americans with Disabilities Act of 1990 (ADA) prohibits discrimination and ensures equal
opportunity for persons with disabilities in employment, state and local government services,
public accommodations, commercial facilities, and transportation. Implementation guidelines,
standards, and court decisions provide guidance on how to comply with the law.
Although these sources are applied to transportation construction and maintenance decisions,
there is limited guidance about specific work activities on bridges. This document provides
guidance on the ADA application to the unique situations created by bridge rehabilitation and
maintenance projects.
1.2.10.2.1 General Guidance

The ADA regulation prohibits discrimination against people with disabilities by government
entities. Government entities must make services accessible and usable to all people, including
people with disabilities. For the purpose of this document, the sidewalk of a bridge is a facility
that, when provided, must be accessible and usable by people with disabilities, regardless of
whether the bridge is in an urban or rural setting.
The Oregon Department of Transportation (ODOT) has an obligation to ensure that a bridge
infrastructure is accessible and usable, including bridge sidewalk facilities. ODOT addresses
that obligation in several ways. Through the ODOT ADA Title II Transition Plan, all pedestrian
facilities are brought into compliance over time. Specific work will also trigger a requirement to
April 2024 1-28

bring certain facilities into compliance at the same time as the work is performed. Examples of
specific work that triggers accessibility improvements include when a new bridge is
constructed, when a new sidewalk is added to a bridge, or when the level of work on a bridge is
considered to be an alteration. Activities that result in below-standard sidewalks require a
roadway design exception. Additionally, a project’s scope of work must not be modified solely
to avoid triggering accessibility upgrades.
ALTERING ACCESS OR USABILITY OF A PEDESTRIAN ACCESS ROUTE
Refer to the HDM 800 for guidance and standards on walkways. When alterations affect access
to a sidewalk on a bridge, it is necessary to ensure that the sidewalk can be accessed from the
approaching shoulder or sidewalk utilizing a curb ramp design. When alterations affect the
usability of the sidewalk itself, it is necessary to ensure that the sidewalk is readily accessible to
people with disabilities to the maximum extent feasible unless it is technically infeasible to do
so. Explore alternatives to improve the level of accessibility of an existing sidewalk when it is
below ODOT standards. Address accessibility barriers which include narrow passages,
obstructions or routes lacking sufficient passing space. Alterations must follow current ODOT
policy.
Where sidewalks are not present, pedestrian travel may be expected on or along the roadway
except where prohibited. Pedestrians travel in the shoulder or in the roadway when there is no
walkway provided. When a sidewalk is not present, treat the existing shoulder as a pedestrian
access route when determining the impact of alterations.
1.2.10.2.2 Work Activity Triggers

The US DOJ/FHWA memorandum defines an alteration as: A change that affects or could affect
the usability of all or part of a building or facility. Alterations of streets, roads, or highways
include activities such as reconstruction, rehabilitation, resurfacing, widening, and projects of
similar scale and effect. Activities defined as maintenance by the US DOJ/FHWA on streets,
roads, or highways, such as filling potholes, are not alterations. Upgrade each facility or part of
a facility that is altered to be readily accessible and usable by individuals with disabilities to the
maximum extent feasible.
Examples of alterations of bridges include rail retrofit, widening, bridge deck concrete overlays,
and asphalt concrete overlays when part of a full width paving project that extends beyond the
bridge. Further, when changes are made that affect the accessibility or usability of the
pedestrian access route, accessibility requirements need to be addressed. An existing bridge is
considered to have a sidewalk, or pedestrian access route, when the horizontal surface is at least
32 inches wide, and that horizontal surface is intended for pedestrian use. See HDM for
additional information. Point constraints less than 32 inches do not negate the primary use for
pedestrian activity and walkway determination. Many existing walkways have had alterations
to the pedestrian railing to provide safety improvements for vehicular departures, and therefore
reduced the intended sidewalk pedestrian access route at bridge rail transitions.
April 2024 1-29

The work types in the list below are not considered alterations and are considered maintenance
activities. The list is not exhaustive. Evaluate additional activities on the basis of their impact to
the usability of the pedestrian facility; activities that affect the usability are considered
alterations. Consult the Traffic Roadway Senior ADA Standard Engineer for assistance in
determining alteration activities.
Individual activities that do not result in changes to usability of the pedestrian facility:
• Structural deck overlays, thin bonded polymer system overlays, ACP overlays and deck
seals that do or do not overlap the pedestrian facility (sidewalk, shoulder, and
crosswalk).
• Deck repair patching, repair of deck soffit, full depth deck repair when these activities
do not span the length of the bridge.
• Under deck superstructure repair.
• Repair of sidewalk soffit, repair of longitudinal sidewalk beams, repair of cantilevered
sidewalk supports.
• Bridge Painting, cathodic protection.
• Repair in-kind of existing bridge rails.
• Concrete patching of superstructure elements, prestressed components, concrete surface
finishing.
• Bonded structural strengthening (FRP, titanium, other metals, surface or near-surface),
resin injection of concrete cracks.
• Seismic retrofits.
• Bearing device cleaning and lubrication.
• Substructure or Foundation repair.
While the following are maintenance activities, the pedestrian facility is being altered with a
limited scope or incremental improvement. The repair work needs to meet the ADA
requirements to the maximum extent feasible. This includes but is not limited to:
• Spot sidewalk repair.
• Expansion joint repair or replacement.
• Deck drainage improvements.
Review BDM Appendix B: ADA Bridge Work Examples for surface alterations that trigger curb
ramp reconstruction.
(1) EXISTING BRIDGES & SAFETY CURBS
Existing bridges may support pedestrian facilities, either by providing a sidewalk or by
providing adequate shoulder width. Do not reduce existing pedestrian facilities below
applicable standards.
Existing bridges that have safety curbs do not have sidewalks. Safety curbs are features with
similar appearance as sidewalks, but are provided as part of a bridge rail system and are not
April 2024 1-30

intended to provide access for pedestrians. Some pedestrian may still be able to traverse them.
The clear width of the horizontal surface of a safety curb is less than 32 inches.
Figure 1.2.10.2.2-1 Existing Bridge Rail, Section with Safety Curb
Figure 1.2.10.2.2-2 Existing Bridge, Section with Sidewalk
April 2024 1-31

Figure 1.2.10.2.2-3 Existing Bridge, Clear Width Examples
When work on an existing bridge with sidewalk is an alteration as described in BDM 1.2.10.2.2,
upgrade accessibility to meet full standards or to the maximum extent feasible. Refer to HDM
810.7 for sidewalk requirements.
Feasibility of upgrades depends on numerous factors including:
• Structural capacity of the bridge to accept additional dead load and pedestrian load.
Perform load rating to determine when the main structural system has additional
capacity to support the upgrade.
• Additional strengthening required to support the proposed upgrade. Determine when
the project may include girder strengthening.
• Structural system.
o Thickness and reinforcement of existing concrete cantilevered sidewalks (when
the existing sidewalk is thin and lightly reinforced, strengthening of the existing
sidewalk might not be feasible, for example).
o Spacing and configuration of sidewalk brackets and edge beams supporting a
sidewalk.
o Bridge deck thickness.
o Girder spacing (may limit reasonable widening).
o Presence of truss or arch members above deck.
• Interaction of the proposed upgrade with future program work such as rail retrofit or
bridge deck widening (when a major rail or widening project is planned or needed, it
may be most reasonable to improve accessibility at the same time).
• Historic preservation needs (some accessibility modifications may impact the
April 2024 1-32

significance of historic features of the bridge, while others may be acceptable due to
limited scope of impacts or reversibility). See BDM 1.2.10.2.3 for historic bridges.
• Roadway geometrics or roadway cross section. Roadway geometrics and cross section
elements that can be reconfigured to increase accessibility of the pedestrian access route
or sidewalk on one or both sides of the bridge need to be evaluated.
Document the feasibility of upgrades or reasonable upgrades/options considered. Document the
rationale (i.e., the justification) for why the upgrade(s) or option(s) was (were) not feasible.
(2) RAIL RETROFIT OR REPLACEMENT
Bridge rail replacement requires upgrade of existing pedestrian facilities unless a roadway
design exception is obtained. For installation of bridge rail retrofit or bridge rail transitions at
bridge ends, do not decrease the width of an existing sidewalk. Submit a roadway design
exception when the pedestrian accessible route does not meet requirements or is less than
ODOT standard widths. Review the Highway Design Manual for applicable standards and
coordination with Traffic Roadway is required.
(3) INTERSECTIONS ON BRIDGE STRUCTURES
In some cases, intersections are located on bridge structures or at the bridge ends. The ADA
requires that walkways are accessible when provided. This typically occurs by providing curb
ramps at intersections. When projects provide sidewalk or alter streets, roadways, or highways
and span from one intersection to another curb ramps are required to meet ODOT standards.
When a bridge alteration project includes an intersection, it triggers the obligation to provide or
upgrade curb ramps at the intersection. Coordination with the roadway designer is critical in
preparing curb ramp details for construction and is to be reviewed by both disciplines for
constructability. Without cross discipline review and coordination, the curb ramp is at high risk
for construction failure and acceptance. BDM Appendix A: ADA Design of Bridge Curb Ramps
or BDM Appendix B: ADA Bridge Works Examples are posted on the Bridge Standards website
for general guidance. Coordination with Traffic Roadway is required and review the Highway
Design Manual for applicable standards for curb ramp design.
(4) TEMPORARY TRAFFIC CONTROL AND WORK ZONES
For construction or maintenance work, a temporary accessible route must be provided that is
equal to or better than existing conditions. For example, when an existing shoulder across a
structure is four feet wide, provide a four-foot temporary pedestrian access route for pedestrian
traffic. See Temporary Pedestrian Accessible Routes (TPAR) for more guidance.
April 2024 1-33

1.2.10.2.3 Design Considerations
(1) HISTORIC BRIDGES
For bridges that are considered a historic resource, where accessibility modifications may
impact the significance of historic features of the bridge, consult with the Region Environmental
Coordinator and the Historic Resource Coordinator to ensure the State Historic Preservation
Office (SHPO) comments are addressed. Where upgrading accessibility would conflict with
federal law regarding historic preservation, neither law supersedes the other.
When there is a conflict between federal historic preservation requirements and accessibility
requirements, a Design Exception is required to validate and justify any deviation from meeting
the accessibility standards. With the supporting document in the Design Exception, include a
letter from SHPO declaring that an adverse effect would be caused by meeting the full
requirements of the ADA. Ensure the letter describes whether alternative designs or
incremental ADA improvements would create adverse effects. Consider and document
mitigations that will be used to minimize the impact to pedestrians with disabilities. Mitigating
options might be posted minimum widths or possible accessible detours.
(2) TECHNICAL INFEASIBILITY AND DESIGN EXCEPTION
ADA compliance requirements are not the same as ODOT geometric design standards. The
Roadway design exception process is used when geometric standards cannot be achieved.
ODOT also uses the Roadway design exception process to document when it is technically
infeasible to meet all the ADA criteria. Early coordination before DAP with the ODOT
Roadway Engineering Unit regarding impacts to either the ODOT geometric standards or the
ADA requirements is especially important. Justification for not meeting standards is a required
section of the design exception request. While costs can be used to justify exceptions to
geometric standards it is not a justification for ADA criteria. See Part 1000 of the ODOT HDM –
Design Exceptions for the design exception process.
• 4R Standard: 4R or modernization projects are considered the highest level of design
and as such ODOT geometric standards for horizontal and vertical alignments, super
elevation, lane width, shoulder width, sidewalk width are expected to be used.
Document the justification for any non-standard feature not meeting the geometric
design standards and the options considered in a design exception request. ODOT
geometric standards for sidewalk width are wider than the minimum ADA compliance
width but the ODOT geometric standard of 7 foot wide sidewalks are required unless
there is an approved design exception.
• 3R Standard: 3R or Rehabilitation projects are more common than 4R projects. These
projects are able to retain many of the existing geometric features even when they do not
meet full ODOT geometric design standards. On a 3R project a sidewalk that does not
meet the full 7 foot width but does meet the accessibility criteria of a 5 foot wide
sidewalk does not require a design exception. When the sidewalk width is below 5 foot,
a design exception is required and 5 foot by 5 foot passing spaces must be provided
April 2024 1-34

every 200 feet along the sidewalk. Other geometric features that are non-standard need
to be evaluated by the Roadway designer for design exception requirements.
• 1R Road Paving: 1R or Resurfacing projects are the most common project type. These
projects have a narrow scope defined to just surface treatments. When the resurfacing is
classified as an alteration and road pavement surfacing extends from one intersection to
another, provide or upgrade curb ramps at all intersections and crossings. Utilize the
ODOT curb ramp process per HDM Appendix G for upgrading curb ramps.
• Single Function Standard: Single Function projects are very limited in scope. The feature
addressed in a single function project is to use 4R design standards for that specific
feature. Design exceptions are not required for non-standard geometric elements not
impacted by the single function work. When the sidewalk is not being modified, but the
railing is being modified, which reduces the width of the sidewalk below the minimum
4 foot width, a design exception is required. When the reduction in usable sidewalk
width retains the minimum 4 foot width, but not the ODOT standard width, a design
exception is required for not meeting the ODOT standard.
April 2024 1-35

1.3 Loads and Distributions

1.3.1 Ductility, C1.3.1
Redundancy and
Operational Importance
Apply the ductility per LRFD 1.3.3 without
change.
Modify LRFD 1.3.4 redundancy factor as
follows:
• Do not use a redundancy factor less
than 1.0.
Modify LRFD 1.3.5 operation importance
factors as follows:
• Consider all bridges as typical, (𝜂𝜂𝐼𝐼 =
1) for the operational importance
factor.
April 2024 1-36

1.3.2 Dead Loads C1.3.2

Provide the dead load allowances shown in See AASHTO 3.5.1 for dead loads not listed.
Table 1.3.2-1 for all vehicular bridges.
The utilities load stated is a minimum utility
design load for future use on the bridge
superstructure to be assumed when the
weights of proposed utilities are unknown.
There will be situations where utilities are
heavier. Use project specific utility loads
when they are defined. See BDM 1.12.6.
Table 1.3.2-1 Design Dead Load Unit Weights
Load Type Loading Comments

Asphaltic Concrete Pavement 0.150 kcf
(ACP)
Bridge Rails See BDM 1.13.5, 1.13.6.2 and ODOT LRFR Manual
Concrete (unreinforced) 0.145 kcf For cast-in-place and precast

Concrete (CIP, HPC, HPC-IC) 0.150 kcf Reinforced. See BDM 1.5.1
Concrete (Precast Prestressed) 0.155 kcf Reinforced, f’c less than or equal to 8.0 ksi
0.160 kcf Reinforced, f’c greater than 8.0 ksi
Concrete (UHPC) 0.155 kcf Unreinforced
PPC Overlay 0.135 kcf See BDM 1.9.3.1.5
Protective Screening Per standard drawings
SIP Deck Forms 0.010 ksf Precast Prestressed – See BDM 1.5.6.2.1.
CIP - Use when deck forms are not required to be
removed. See BDM 1.5.7.7
Future Utilities 0.090 klf Based upon a 12 inch diameter water filled pipe. See
BDM 1.12.6.
April 2024 1-37

1.3.2.1 Wearing Surface C1.3.2.1

Provide the minimum present wearing Generally, FWS is not required for
surface (PWS) and future wearing surface pedestrian structures. When the width of the
(FWS) allowances shown in Table 1.3.2.1-1 for pedestrian bridge allows trucks to pass
all new vehicular bridges. regularly, FWS may be warranted. Consult
the BDM Deck Specialist and BDM 1.5.1.
Table 1.3.2.1-1 Wearing Surface Dead Loads
Bridge Type Present Wearing Future Wearing

Surface (ksf) Surface (ksf)
All new bridges with CIP concrete decks 0 0.025, (2 inches)
Side-by-side construction with PPC 0.012, (1 inch) * 0.025, (2 inches)

overlay
Side-by-side construction with ACP 0.025 (2 inches)* 0.040, (3 inches)
(Local Agency projects only) **
* Provide additional PWS allowance as needed to account for camber and
superelevation buildup. Determine actual thickness from roadway profile.
** Use a minimum 0.050 (4 inches) thickness when a rolled membrane is used.
1.3.2.2 Load Rating of C1.3.2.2

Existing Bridges
See ODOT LRFR Manual 1.7 to determine It is critical to know the rating factor of each
when an existing load rating needs to be member anytime there is a change in
updated. Review the latest load rating and capacity, condition, or dead load.
when needed conduct a pre-design load
When the load rating of the existing
rating per BDM 2.10.8.1. When the existing
structure is available, check the latest Bridge
load rating is not in accordance with LRFR
Inspection Conditions’ Rating Report
standards, consult with ODOT’s load rating
against condition rating used for load rating.
unit before using.
When the current superstructure or
For all non-load-path-redundant steel truss substructure condition factors are below
bridges, verify that the stress levels in all those used in the load rating, the current
structural elements, including gusset plates, load capacity of the bridge may not be
remain within applicable requirements accurately reflected in the load rating.
whenever planned modifications or Review the asphalt thickness used (if any) in
operational changes may increase stresses. the bridge load rating versus the values in
the inspection report. Also review the rating
April 2024 1-38

date and identify if any bridges updates have
occurred since this date.
A load rating that reflects the current
condition of each bridge is valuable and is
used to identify when a bridge needs load
posting or strengthening. Rating of a
structure decreases with an increase in dead
load and may result in a bridge load posting.
See BDM 2.10.8 for additional information.
Contact the Senior Load Rating Engineer for
assistance in a load rating.
1.3.3 Live Loads

1.3.3.1 New Vehicular Traffic C1.3.3.1
Structure
Design by AASHTO LRFD Bridge Design ODOT permit loads are shown in ODOT
Specifications using all of the following loads: LRFR Manual 1.5.1.5B.
• Service and Strength I Limit States: Figures 1.3.3.1-1 to 1.3.3.1-4 show live load
o HL-93: Design truck (or effects for single span bridges with prismatic
trucks per LRFD 3.6.1.3) or the girders without live load distribution factors.
design tandems and the A load factor of 1.75 (Strength I) was applied
design lane load. to HL-93 design truck loads and a load factor
• Fatigue truck per LRFD 3.6.1.4. of 1.35 (Strength II) was applied to ODOT
• Strength II Limit State: OR-STP-4D, ODOT OR-STP-4E, ODOT OR-
o ODOT OR-STP-5BW permit STP-5BW, and EV3 truck loads. The plots
truck. may be used to determine which design
o ODOT OR-STP-4E permit truck could control during a preliminary
truck. design given a span length for the project.
o EV3.
April 2024 1-39

Mid-Span, (span lengths 30 – 150 feet)
April 2024 1-40

Mid-Span, (span length 150 – 300 feet)
April 2024 1-41

(span length 20 – 150 feet)
April 2024 1-42

(span lengths 150 – 300 feet)
April 2024 1-43

1.3.3.2 Pedestrian C1.3.3.2

Structures
For bridges designed for pedestrian or
bicycle traffic only, use a live load of 0.090
ksf. When an agency design vehicle is not
specified, use AASHTO Standard H-5 or H-
10 Truck loading as shown in Figure 1.3.3.2-1
to check the longitudinal beams. A vehicle
impact allowance is not required.
For a pedestrian or bikeway bridge clear
deck width less than 7 feet do not consider
the maintenance truck. See also the AASHTO
LRFD Guide Specifications for the Design of
Pedestrian Bridges.
Figure 1.3.3.2-1 H-5 or H-10 Truck Loading
Clear deck width 7 to 10 feet 10,000 lb. (H5 Truck)

Clear deck width over 10 feet 20,000 lb. (H10 Truck)
April 2024 1-44

1.3.3.3 Widening of C1.3.3.3

Vehicular Traffic Structures
When widening an existing structure, design
the widening using the loading in BDM
1.3.3.1.
Do not use live loading less than the design
live load for the existing structure.
1.3.3.4 Structure C1.3.3.4

Strengthening
Design strengthening projects for the For design loads for structural repair
maximum load effect from the following projects, refer to the Bridge Maintenance
permit trucks using the AASHTO LRFD Design Manual. See BDM 1.15.1 and 1.15.2 for
Bridge Design Specifications Strength II Limit additional criteria for repair and
State: strengthening bridges.
• ODOT OR-STP-4D. See BDM 1.3.3.1 and ODOT LRFR Manual 1.5
• ODOT OR-STP-5BW. for vehicle descriptions and LRFD Table 3.4.1-
• ODOT OR-STP-4E. 1 for Load Factors.
• EV3.
The EV3 truck only controls the
strengthening design on shorter span
structures (less than 50 feet) and is not meant
to impact every strengthening design.
For strengthening of prestressed concrete
structures, ensure the requirements of
Service I and III Limit States are satisfied
using HL-93 loading.
Do not include FWS in strengthening design.
When strengthening, determine existing
wearing surface loads according to ODOT
LRFR Manual 2.2.8.
April 2024 1-45

1.3.4 Construction and C1.3.4

Temporary Loading
Specifications dictate the contractor to design The intent of this section is to provide
temporary works, except seismic loading, guidance to designers so they can effectively
according to the AASHTO Guide Design specify design parameters and review
Specifications for Bridge Temporary Works, 2nd contractor designed temporary works
Edition, 2017, unless specified otherwise submittals.
therein.
See BDM 1.16.2 for Bridge Temporary
Specifications dictate the contractor to Works.
construct temporary works according to
See SP 00560.04 for information on wind
AASHTO Construction Handbook for Bridge
loading during construction. When
Temporary Works, 2nd Edition, 2017, unless
reviewing shop drawings for erection plans,
included in the Oregon Standard Specifications
refer to AASHTOs Guide Specifications for
for Construction and Special Provisions or
Wind Loads on Bridges During Construction.
specified therein.
Demonstrate at least one feasible means of When design-bid-build plans are advertised,
construction, i.e. the incomplete structure is the Agency is warranting that the contract
stable and not overstressed throughout a documents represent a buildable design.
commonly used construction process relying
Longstanding industry practice requires the
on available equipment. Document the
Agency to avoid dictating the contractor’s
method in the calculation book but do not
means and methods, except when specific
show results in contract documents, except
means and methods are necessary. Stability
as noted below:
of the structure during active construction is
• Jacking plans typically show the contractor’s responsibility.
estimated jacking loads. See BDM
It is not practical to require a contractor to
1.3.4.1.
provide a structural analysis of an existing
• Work platform and containment
structure.
contract documents typically offer
loading limits that will not overload Refer to AASHTO 2.5.3 for additional
the existing structure, and only if clarification on constructability.
these limits are exceeded require
stamped calculations showing that
the proposed work platform &
containment doesn’t overstress the
structure. See BDM 1.3.4.3.
• Geotechnical shoring plans may
show estimated loading. See GDM
15.
April 2024 1-46

• Proposed temporary bracing for
prestressed girders typically is
detailed in contract plans.
• Contract documents may show limits
for crane loading on existing
structures.
• Instances where constructability
dictates it is necessary.
1.3.4.1 Jacking Forces C1.3.4.1

Provide a jacking load diagram on the plans The loads specified in the jacking load table
that identifies proposed jack locations and are intended to be used by the contractor’s
sizes. Provide a jacking load table on the engineer to design the temporary work
plans that identifies the loads, load structures.
combinations, and other load requirements
Determine forces generated by jacking and a
for the development of the jacking plan. An
jacking location during design. The existing
example jacking load table is shown in Table
structure elements must be able to resist the
1.3.4.1-1 but may need to be modified for
jacking forces. When the jacking location is
project specific designs.
limited by the existing structure situation,
propose a shoring structure extending from
the existing structure or supported by a
designed foundation for jacking.
Consider uplift on structures with short end
spans.
Table 1.3.4.1-1 Jacking Load Table
Jacking Load Table
Girder Reactions (kips/girder)

Location Permanent Live Load Modified
Load Strength II
Bent 1
Bent 2
April 2024 1-47

Modify AASHTO 3.4.3.1 as follows:
Specify design forces for jacking when the A structure is considered in service when it
structure is not in service as 1.5 times the is open to traffic during the jacking
permanent load reaction at the bearing, operation.
adjacent to the point of jacking.
Permanent loads consist of all dead loads,
Do not include FWS in jacking design. When self-weight, bridge rails, wearing surface,
jacking, determine existing wearing surface etc.
loads according to ODOT LRFR Manual 2.2.8.
When structure is not in service, designers
may assume construction live loading does
not exceed traffic live loading as specified in
BDM 1.3.4.1.
Specify design forces for jacking in service at
the bearing, adjacent to the point of jacking,
for lanes in service, using permit trucks from
BDM 1.3.3.4 as AASHTO Strength II Limit
State modified as follows:
• 25 percent IM load allowance.
Determine live load forces consistent with

the traffic control plan.
1.3.4.2 Bridge Raising C1.3.4.2

Use the loading criteria and jacking load Permanent loads consist of: superstructure
table specified in BDM 1.3.4.1 for designing and substructure (above the chip-in point
bridge raising operations, except as modified when using the chip-in method),
in this section. superimposed dead loads (utilities, signs
and other dead loads that will remain on the
Specify lateral design forces as 5 percent of
bridge during the raising operation). Field
the permanent load reaction and include in
verify all dead loads at Project Initiation.
the jacking load table.
Wind loads during construction are
considered low risk and are typically
ignored since operations are low to the
ground.
Close the bridge to traffic during active Consider whether the bridge should be open
bridge raising operation. to traffic during inactive construction
periods. It is preferred to close the bridge to
traffic for the duration of construction.
April 2024 1-48

See BDM 1.16.1 for additional information on
bridge raising. Modify SP 00255 as needed to
incorporate bridge raising operations.
1.3.4.3 Falsework C1.3.4.3

Refer to SP 00540 for additional loading
When falsework falls within the live-load
requirements at highway and railroad traffic
path, use the loading criteria and load table
openings.
specified in BDM 1.3.4.1 for designing
falsework, except as modified in SP 00540. Refer to the Glossary for a definition of
Falsework. See BDM 1.16.3.3 for additional
information on Falsework.
Specify lateral design forces for falsework as Where wind loads during construction are
5 percent of the permanent load reaction, expected to exceed this lateral load, consider
adjacent to the point of jacking. increasing the lateral load to account for
relevant wind loads.
1.3.4.4 Work Access C1.3.4.4

Platforms
When work access platforms are necessary
The contractor does not need to evaluate the
for more than five consecutive shifts:
existing structure when they remain within
• Evaluate a single configuration of the prescribed limits. Evaluate the work
work platform loading. platform to ensure a single configuration is
• Include reasonable limits for the constructible. It is not feasible to consider
work platform on the plans. every option available to a contractor.
• Specify allowable point loads, and
where they can be applied in SP
00253.09.
• Evaluate load rating to determine the
remaining capacity of the structure
that can be used for containment or
work platforms.
When wind loading is considered, specify

the maximum allowable containment size in
SP 00253.
When evaluating a load rating, obtain the Contact the Senior Load Rating Engineer
System Factor, Condition Factor, and with questions. Refer to TM671 for wind
Evaluation Live Load Factor from the most speeds.
recent load rating when available. When
April 2024 1-49

there is not an existing load rating, complete
a load rating to ensure the existing structure
can carry the work access platform or
containment. When necessary, update an
existing load rating per BDM 1.3.2.2.
For non-load rated elements, evaluate the An example of very light duty is cable
structure for the ability to carry temporary supported corrugated/steel decking.
work access platform using Strength II
An example of light duty is frame and tube
loading. Use a construction live load factor
supported decking system.
of 1.5 and construction live loading from
AASHTO Guide Design Specifications for Bridge Medium and heavy duty systems are
Temporary Works Table 2.3.4.3.3-1. typically custom designs.
Assume work platforms and containment It may be necessary to separate the work
extend 5 feet beyond the sides of the platforms or containment into zones for
structure and the full length of each span. structural reasons. Carefully size the zones
to allow efficient work by the contractor.
1.3.5 Sidewalk C1.3.5

Loading
For sidewalks not separated from traffic by a
structural rail, account for the potential for a
truck to mount the sidewalk. Design the
sidewalk for the greater of:
• 0.075 ksf pedestrian loads considered
simultaneously with the vehicular
load in the adjacent lane as stated in
3.6.1.6 of the LRFD Bridge Design
Specifications. Per LRFD 3.6.2.1,
impact does not apply to pedestrian
loads.
• The LRFD design truck placed with a
line of wheels 2 feet from the face of
rail. Do not apply a lane load with
the design truck, but do include
impact. Consider this load only
under the Strength I limit state. Do
not consider trucks or vehicle loads
in adjacent lanes. Do apply the
multiple presence factor for this case.
April 2024 1-50

In addition to the above cases, ensure the
supporting member (exterior girder) is
adequate for HL-93 loading when the
sidewalk is removed and an approved
barrier type (BR290 or BR208) is placed at the
edge of deck per BDM 1.13.5.
1.3.6 Vehicular C1.3.6

Collision Forces: CT
Modify LRFD 3.6.5 as follows:
Where the design choice is to redirect or
absorb the collision load, use pier systems
with three or more columns. Specify pier
protection that consists of a minimum 42
inch high MASH TL-5 rigid barrier with
standard pin anchorage to subgrade.
Based on the clear distance from the face of
the pier component to the traffic face of the
barrier, use minimum column sizes as
follows:
• For 0 to 3.25 feet clear distance, use a The standard detail for barrier protection of
minimum 48 inch circular (or a structure (column, wall, traffic support
equivalent square) column with 1 1/8 pole, or other structure) places the curb face
percent minimum longitudinal steel of the barrier 4 feet minimum from the face
reinforcement and #4 spiral of the structure. This detail dates back at
reinforcement with 4 inch pitch. least as far as the mid 1990’s. The 4 feet
dimension is intended to allow room for
rollover when a truck impacts the barrier. It
should be noted that barrier impacts can
create a rollover scenario that exceeds 4 feet.
Therefore, consider clear distances
exceeding 4 feet when you can without
impacting roadway width standards.
• For 3.25 feet or greater clear distance, AASHTO 9th Edition updated this spacing to
use a minimum 36 inch circular (or 3.25 feet to match current research.
equivalent square) column with 1 1/8
percent minimum longitudinal
reinforcement and #4 spiral
reinforcement with 4 inch pitch.
April 2024 1-51

When 4 feet or more clear distance can be
provided, the proposed barrier placement
detail will meet standards and no special
consultation with the roadway designer is
necessary. It should be understood that such
a detail may pose some risk of structure
impact, even when small.
Where the 4 feet clear distance cannot be
achieved, consult with the roadway designer
to confirm what clear distance can be
provided. Any clear distance less than 4 feet
results in additional risk for catastrophic
impact of the structure being protected.
Therefore, consider reducing roadway
shoulder width. The desired result should
be to find an acceptable balance between
roadway risk (due to inadequate shoulder
width) and structure risk (impact to the
structure being protected).
When evaluating the roadway and structure
risk, the following factors should be taken
into account:
Alignment of the roadway – straight vs.
curved, inside of curve vs. outside of curve.
Length of roadway width reduction (e.g.,
single sign support vs. long retaining wall).
Ability of the structure to absorb a hit (single
column vs. wall abutment).
Traffic volume – higher traffic volume
means higher risk of an incident.
Consequences of structure failure.
When clear distance must be minimized,
provide 3 inch minimum clear distance from
the back of pinned barrier to the face of the
structure. Use of this detail includes
accepting significant risk. The 3 inch
minimum clear distance is intended to
April 2024 1-52

minimize the amount of horizontal impact
load that would be transferred from the
impacted barrier to the structure being
protected. The void between the back of the
barrier is typically filled with pea gravel.
Note that 3 inch concrete surfacing is often
provided at the top of barrier for aesthetic
purposes. This surfacing is expected to
disintegrate upon impact and so would not
be expected to transmit unacceptable forces
to the structure being protected.
In cases where reduction of the clear distance
width provides an unacceptable risk against
rollover, the barrier can be transitioned from
a safety shape to vertical. Vertical barrier
will reduce vehicle rollover and in some
cases can provide an installation with an
acceptable level of risk.
Intrusions zones for TL3 and TL4 barrier per
Guidelines for Attachments to Bridge Rails and
Median Barriers Midwest Roadside Safety
Facility (MwRSF); University of Nebraska-
Lincoln, Nebraska, 2003 are shown in Figures
1.3.6-1 and 1.3.6-2.
Earth mounds are no longer an acceptable
method of column protection. At this time,
existing earth mounds do not need to be
removed.
April 2024 1-53

Figure 1.3.6-1 TL-3 Zones of Intrusion
April 2024 1-54

Figure 1.3.6-2 TL-4 Zones of Intrusion
April 2024 1-55

1.3.7 Change in C1.3.7

Foundations Due to Limit
State for Scour
Follow LRFD 2.6.4.4.2 and LRFD 3.7.5. See BDM 1.10.5.8, 2.14.7 and the GDM for
additional information on hydraulics and
scour design information.
1.3.8 Thermal Forces C1.3.8

Use the temperature ranges shown in Table
1.3.8-1. Figure the rise and fall in temperature
from an assumed temperature at time of
erection.
Table 1.3.8-1 Temperature Ranges for Thermal Forces
Section * Metal Concrete Annual Mean Temperature

Structures Structures
Section I +100 F. to +1100 F. +220 F. to +720 F. 520 F.
Section II -100 F. to +1200 F. +120 F. to +820 F. 520 F.
Section III -300 F. to +1200 F. 00 F. to +820 F. 470 F.
* Section I designates that portion of the state west of the coast range.
Section II designates the valley region between the coast range and Cascade Mountains.
Section III designates the Cascade Mountains and all of eastern Oregon. For structures in the
Columbia River Gorge, use Section III.
1.3.9 Wind Load C1.3.9

Determine wind load according to LRFD The wind speed map is adapted from the
3.8.1. Determine the design 3 second gust 2022 Oregon Structural Code and 2022/2023
wind speed used in the determination of CPP Special Wind Region Study for Oregon to
design wind loads on bridges and walls from account for locations in the state with special
Table 1.3.9-2. Use Figure 1.3.9-1 to identify wind regions.
areas of special wind regions in Table 1.3.9-2.
When verified wind speed using the ASCE 7
Hazard Tool. The risk category from
building to mean recurrence interval (MRI)
is as shown in Table 1.3.9-1.
April 2024 1-56

Table 1.3.9-1 Risk Category from Building to Mean Recurrence Interval (MRI)
Building
MRI
Risk Description Wind Speed Correspond to
(year)
Category
I Low hazard to human life 300 approximately a 15 percent probability of exceedance
in case of failure in 50 years (Annual Exceedance Probability = 0.00333)
II Most Residential and 700 approximately a 7 percent probability of exceedance in
Commercial Dwellings 50 years (Annual Exceedance Probability = 0.00143)
III Substantial risk to human 1700 approximately a 3 percent probability of exceedance in
life in case of failure 50 years (Annual Exceedance Probability = 0.000588)
IV Essential Facilities 3000 approximately a 1.6 percent probability of exceedance
in 50 years (Annual Exceedance Probability = 0.000333)
Typical bridges are designed for 3-second

gust wind speed, at an elevation of 33.0 ft, for
wind exposure Category C, with an MRI of
700 years (See LRFD 3.8.1.1.2).
In all areas with full exposure to ocean
winds, use the highest wind velocity for that
MRI category.
In areas in Multnomah and Hood River
counties with full exposure to Columbia
River Gorge winds, use the highest wind
velocity for that MRI category.
Examine mountainous terrain, gorges, and
ocean promontories for unusual wind
conditions.
For wind acting horizontally on the
supports, signs, luminaires, traffic signals,
the selection of the MRI accounts for the
consequences of failure. A “typical” support
could cross the travelway during a failure
thereby creating a hazard for travelers (MRI
= 700 years). All supports that could cross
lifeline travelways are assigned a high risk
April 2024 1-57

category to consider the consequences of
failure (MRI = 1700 years). Supports that
cannot cross the travelway are assigned a
low risk and 300-yr MRI. (See LRFD
Specification for Structural Supports for Highway
Signs, Luminaires, and Traffic Signals Section 3.1
and 3.8).
Table 1.3.9-2 Basic Design Wind Speed, V
300-Year MRI 700-Year MRI 1700-Year MRI 3000-Year MRI

COUNTY Basic Design Basic Design Basic Design Basic Design
Wind Speed, V Wind Speed, V Wind Speed, V Wind Speed, V
(MPH) (MPH) (MPH) (MPH)
Baker 97 103 110 114
Benton 90 96 102 107
Clackamas 92 98 105 109
Clackamas special wind region a
92 98 105 109
Clatsop 91 96 102 107
Clatsop special wind regiona 115 120 130 135
Columbia 91 97 103 107
Columbia special wind regiona 91 97 103 107
Coos 89 95 101 106
Coos special wind region a 115 120 130 135
Crook 93 100 106 111
Crook special wind region a 93 100 106 111
Curry 88 94 101 105
Curry special wind regiona 115 120 130 135
Deschutes 93 99 106 110
Deschutes special wind regiona 93 99 106 110
Douglas 91 97 103 108
Douglas special wind regiona 115 120 130 135
Gilliam 94 100 107 111
Grant 95 101 108 113
Harney 94 101 108 112
Hood River 92 98 105 109
Hood River special wind regiona 92 98 105 109
April 2024 1-58

Jackson 90 96 103 107

Jefferson 93 99 106 110
Jefferson special wind region a 93 99 106 110
Josephine 89 95 102 106
Klamath 91 98 104 108
Klamath special wind regiona 91 98 104 108
Lake 93 99 106 111
Lane 91 98 105 110
Lane special wind regiona 115 120 130 135
Lincoln 90 96 102 106
Lincoln special wind regiona 115 120 130 135
Linn 92 98 104 108
Malheur 96 102 109 113
Marion 92 98 104 108
Morrow 94 101 108 112
Multnomah 92 98 105 110
Multnomah special wind regiona 92 98 105 110
Polk 90 97 103 107
Sherman 93 99 106 111
Tillamook 91 96 102 107
Tillamook special wind regiona 115 120 130 135
Umatilla 95 102 109 113
Union 96 102 109 113
Wallowa 97 103 110 115
Wasco 93 99 106 110
Wasco special wind regiona 93 99 106 110
Washington 91 97 103 107
Wheeler 94 100 107 111
Yamhill 91 97 103 107
a. Refer to Figure 1.3.9-1 for mapped special wind regions.
April 2024 1-59

Figure 1.3.9-1 Special Wind Regions - Oregon
a. Sites on the perimeter of the identified special wind regions shall be verified using ASCE
7 Hazard Tool.
b. This portion of the special wind region in Curry County extends 15 miles inland from
the Pacific Coast and is not identified on the ASCE 7 Hazard Tool.
April 2024 1-60

1.4 Structural Analysis

See BDM 1.3.1 for Ductility, Redundancy and
Operational Importance factors.
1.4.1 Live Load C1.4.1

Distribution Factors
Use the live load distribution factors and
procedures provided in the AASHTO LRFD
Bridge Design Specifications to determine load
effects on bridge members for new,
replacement, and strengthening bridge
designs.
Higher level techniques such as finite
element analysis or grillage analysis are not
acceptable basis for adjustment of live load
distribution factors in LRFD 4.6.2.2.2 and
4.6.2.2.3 for design of new bridges.
Use the following information to support a The required information will aid future
design deviation for using refined method of load rating and structural evaluation for
analysis per LRFD 4.6.3: these bridges.
• Name, version, and release date of
design software used to perform
refined method of analysis.
Proposed table of live load
distribution factors for controlling
moment and shear at critical
locations in each span. This aids in
permit issuance and load rating of
the bridge for all standard load rating
trucks listed in ODOT LRFR Manual
Section 1.5 and report rating factors
using ODOT LRFR Section 11 Load
Rating Summary Workbook (excel).
• Apply an additional 1.10 factor to the The 1.10 factor is conservatively included to
distribution factor obtained from the determine a distribution factor using the
refined method of analysis. refined method of analysis.
April 2024 1-61

• Include in the calculation book a
comparison of the moment and shear
for an equivalent single girder line
with AASHTO distribution factors vs
refined method of analysis (with
lower distribution factors and lower
demands) for both the live load and
dead load.
April 2024 1-62

1.5 Concrete
1.5.1 Concrete, General
1.5.2 Concrete Finish
1.5.3 Concrete Bonding Agents
1.5.4 Curing Concrete
1.5.5 Reinforcement
1.5.6 Precast Prestressed Concrete Elements
1.5.7 Cast-In-Place Superstructure
1.5.8 Post-Tensioned Structures
1.5.9 Camber Diagrams
1.5.10 Pour Schedules
1.5.11 Concrete Anchors
1.5.1 Concrete, Design Considerations

Designate the concrete class by the minimum compressive strength at 28 days followed by the
maximum aggregate size (e.g., Class 4000 – ¾). Unless otherwise specified, Class 3300 – 1 ½, 1 or
¾ is called for by the Standard Specifications. The maximum ultimate strength on which allowable
stresses are based is 5000 psi, except for prestressed concrete. Use high performance concrete (HPC)
in all cast-in-place concrete decks and approach slabs, with the exception of pedestrian bridge
decks. Pedestrian bridge decks do not require HPC unless they are at a location using significant
amounts of deicing chemicals.
April 2024 1-63

Table 1.5.1-1 Classes of Concrete (For Design and To Be Shown on Plans)
Class of Concrete Concrete Location

HPC 4500 – 1-1/2 All poured decks (except box girder decks that require greater strength
and Pedestrian Bridge decks)
Note: This concrete strength works well with both grade 80 and grade
60 rebar and therefore would facilitate use of grade 80 rebar, but still
allow contractors to consider grade 60 rebar without the need to
change to a different concrete mix. The use of more coarse aggregate
is to achieve more durable decks.
HPC 4500 – 1-1/2 Approach Slabs
4000 – 3/8 Drilled Shafts
XXXX – 3/4 Prestressed members (Does not include poured deck on prestressed
members, see above)
XXXX – 1/2 or 3/8 Post-tensioned box girder bottom slab and stem walls
4000 – 3/4 Columns, footings, footing caps, and crossbeams
3300 – 1 or 3/4 All other concrete
Use of internally cured concrete for bridge decks is preferred. Internal curing (IC) is a practical
way of supplying additional curing water throughout the concrete mixture. This water can
improve the hydration of cement, reduce autogenous shrinkage, and improve durability. Use of
IC with lightweight fine aggregate for concrete is allowed to mitigate cracking due to shrinkage
in bridge decks.
Contact the Technical Specialist and the Structural Materials Engineer for all new bridge decks
to determine when IC or HPC/IC is to be used. Internally cured concrete utilizes lightweight
fine aggregate (LWFA) according to ASTM C1761. The availability of lightweight fine
aggregates (expanded clay or shale) depends on the local suppliers.
By replacing normal weight fine aggregate with lightweight fine aggregate for IC, the unit
weight of the concrete is lighter. See BDM 1.3.2 for concrete dead loads. When using lightweight
concrete, adjust reinforcement development length for lightweight concrete per LRFD 5.10.8.2.
SP 02001 is required when internally cured concrete is specified. Curing time before subsequent
loading may be shortened.
April 2024 1-64

1.5.1.1 Corrosion Protection System

Provide a corrosion protection system for reinforced concrete girders, pile caps, diaphragms,
and crossbeams as shown in Table 1.5.1.1-1. See environment definition in BDM 1.2.4.
Table 1.5.1.1-1 Corrosion Protection System for Precast and Cast-In-Place Concrete Members
Environment Marine Areas Coastal Areas

Precast and cast-in-place concrete HPC HPC
Non-prestress reinforcement Stainless steel ChromX4100
Prestressing strand Uncoated, black Uncoated, black
Minimum concrete clear cover for cast-in-place members 2 inches 2 inches
5.2 Concrete Finish

Concrete finishes are defined in SP 00540.53 of the Oregon Standard Specifications for Construction.
The usual finishes are General Surface Finish and Class 1 Surface Finish. Occasionally, Class 2
Surface Finish is used as mentioned in the following paragraph.
Concrete finishes are selected as follows:
• For bridges whose superstructure and substructure can be viewed by the public, such as
grade separations and river crossings in or near populated areas, exposed surfaces
receive a Class 1 Surface Finish. In special situations of high visibility to traffic or
people, use of a Class 2 Surface Finish may be considered. Normally, it is limited to the
concrete rail sides facing the roadway/bikeway and the tops.
• For bridges not viewed by large segments of the public, such as stream crossings in
sparsely populated areas, exposed surfaces, except portions of the concrete bridge rail,
receive a General Surface Finish. The concrete rail sides facing the roadway/bikeway
and tops receive a Class 1 Surface Finish.
Review selected surface finish with the design team.
Pedestrian concrete bridge decks and sidewalks do not require Deck Roadway Texturing with saw
cutting according to SP 00540.50(c). Instead apply a Deck Sidewalk Finish according to SP
00540.50(d). Ensure that all pedestrian surfaces comply with ADA slip resistance and surface
requirements.
Do not use color additives in concrete mixes. Provide color to concrete only by coating with either
concrete stain or concrete paint products from the QPL.
Include details similar to Figures 1.5.2-1, 1.5.2-2, or 1.5.2-3 for all contract plans:
April 2024 1-65

Figure 1.5.2-1 Concrete Finish Detail for Box Girder Bridges
Figure 1.5.2-2 Concrete Finish Detail for Precast/Prestressed Concrete Girder Bridges
April 2024 1-66

Figure 1.5.2-3 Concrete Finish Detail for Reinforced Concrete Deck Girder Bridges
1.5.3 Concrete Bonding Agents

Bonding agents are used to help new concrete adhere to existing concrete. To obtain better bond
with agents the existing surface must be clean, dry and at proper temperature. The surfaces must
also be well exposed to facilitate brush application of the bonding agent. Two principal bonding
agents are in use today:
• Epoxy - These agents provide the best bond when properly applied. However, they are
highly volatile and when the agent is allowed to dry before placement of the new
concrete, a bond breaker may be formed. For this reason restrict the use of epoxy agents
to critical situations where control can be guaranteed.
• Concrete - These agents have longer pot life and improved bond. They may be applied
with greater lead time, but have the same application requirements as epoxy agents.
At normal construction joints, a bonding agent is not generally needed. Mating surfaces
prepared to the specifications are considered sufficient to provide acceptable bond and shear
transfer through the roughened surface and rebar holding a tight joint.
April 2024 1-67

1.5.4 Curing Concrete

SP 00540.51 in the Standard Specifications require cast-in-place concrete to be cured with water.
Design all structures assuming concrete is cured using the ODOT standard. Acting as EOR, assure
that alternate curing methods are not allowed without prior approval of the Structural Materials
Engineer.
Bridge decks must also be cured with water. Although ODOT does use curing compounds for
some pavement and sidewalk applications, curing compounds are not be allowed on bridge decks.
ODOT experimented with curing compounds in the early 1990s. The results were not consistent
from batch to batch. Also, more recent experiments with curing compounds revealed that cylinders
cured with a curing compound achieved only 80 percent compressive strength compared to water
cured cylinders.
The ODOT water cure requirement also applies to bridge columns, abutments and retaining walls.
Since it is difficult to keep vertical surfaces saturated during the cure period, vertical forms must
often be left in place for the entire cure period. Contractors will often request to use a curing
compound so that forms can be stripped sooner and production increased. However, due to the
negative impacts of curing compounds, their use is rarely permitted.
For applications that receive a coating, use of curing compounds can inhibit adherence of the
coating. Generally, curing compounds must be removed by sandblasting before subsequent
coatings can be applied. Removal of a curing compound would be even more problematic on
textured surfaces.
In summary, do not use curing compounds. Exceptions require approval from the Structural
Materials Engineer, but do not require a design deviation.
April 2024 1-68

1.5.5 Reinforcement
Ensure there is enough room for bars to fit and to place concrete. Ensure steel can be placed
and supported. Show bolster bars on reinforcement details when needed.
Table 1.5.5-1 Standard Bar Chart
Bar # Nominal Dia. (inch) Area (in2) Weight (lb/ft)

3 0.375 0.11 0.376
4 0.500 0.20 0.668
5 0.625 0.31 1.043
6 0.750 0.44 1.502
7 0.875 0.60 2.044
8 1.000 0.79 2.670
9 1.128 1.00 3.400
10 1.270 1.27 4.303
11 1.410 1.56 5.313
14 1.693 2.25 7.650
18 2.257 4.00 13.60
Provide a minimum 2 inch clear cover for situations that are not listed in Table 1.5.5-2. When
using stainless steel reinforcing, non-ferrous reinforcing or ChromX9100 use AASHTO Table
5.10.1-1 Category C cover requirements.
April 2024 1-69

Table 1.5.5-2 Minimum Clear Cover for Coated or Uncoated Reinforcement
Location: Cover
(inch)
Top of deck slab (main reinforcing)* 2.5
Bottom of deck slab* 1.5
All superstructure surfaces exposed to the effects of a marine area, BDM 1.9.2.1.3 2
Stirrups and ties in T-beams, bottom rebar of slab spans, and curbs and rails * 1.5
Stirrups in box girder stems with non-bundled ducts ** 2.5
Stirrup ties in box girder stems with non-bundled ducts ** 2
Bottom slab steel in box girders 1
All faces in precast members (slabs, box beams and girders) 1
All cast-in-place members 2
Pier and column spirals, hoops or tie bars+ (increase to 4 inch when exposed to marine area 2.5
or concrete is deposited in water)
Footing mats for dry land foundations (use 6 inch when ground water may be a construction 3
problem)
Footing mats for stream crossing foundations 6
* Except in coastal areas use 2 inch cover.
**For box girder stems with bundled ducts, provide 3 inches clearance to ducts and place stirrups
directly against ducts.
+Cover over supplementary crossties may be reduced by the diameter of the tie.
April 2024 1-70

1.5.5.1 Reinforcement for Shrinkage and Temperature

Provide reinforcement for shrinkage and temperature stresses near exposed surfaces and in
structural mass concrete according to LRFD 5.10.8. Use an area of reinforcement per surface of
at least 0.0008 times the gross concrete area with a minimum of #4 at 18 inch centers. Space the
reinforcement no farther apart than three times the concrete thickness or a maximum of 18 inch
centers.
Table 1.5.5.1-1 Temperature and Shrinkage Reinforcement Spacing
Thickness As Maximum Bar Size and Spacing for One Surface (inches)
(inches) (in /foot)
2
6 0.062 #4 @ 18
9 0.091 #4 @ 18
12 0.118 #4 @ 18
15 0.144 #4 @ 15
18 0.170 #4 @ 12
21 0.194 #4 @ 12 #5 @ 18
24 0.217 #4 @ 10 #5 @ 15
27 0.239 #4 @ 10 #5 @ 15
30 0.260 #5 @ 12 #6 @ 18
36 0.300 #5 @ 12 #6 @ 15
48 0.371 #5 @ 10 #6 @ 12 #7 @ 18
60 0.433 #6 @ 12 #7 @ 15
Since the amount of reinforcement is somewhat empirical, convenient spacing can be assumed
as shown in Table 1.5.5.1-1. Table 1.5.5.1-1 is intended for preliminary purposes only. It is based
on a least width dimension of 10 feet.
1.5.5.2 Spacing of Shear Reinforcement

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

For cantilever crossbeams with wide bents, extend at least half of the negative reinforcement the
full length of the crossbeam.
April 2024 1-71

1.5.5.4 Minimum Bar Spacing

Table 1.5.5.4-1 Minimum Bar Spacing
Bar # Nominal Dia.(db) 2.5 x db or 1.5+db (1.5x1.5) + db (1.5x0.75)+ db

(inch) (inch) for 1.5 agg. (inch) for 0.75 agg. (inch)
3 0.375 1-7/8 2-5/8 1-1/2
4 0.500 2 2-3/4 1-5/8
5 0.625 2-1/8 2-7/8 1-3/4
6 0.750 2-1/4 3 1-7/8
7 0.875 2-3/8 3-1/8 2
8 1.000 2-1/2 3-1/4 2-1/8
9 1.128 2-7/8 3-3/8 2-1/4
10 1.270 3-1/4 3-1/2 2-3/8
11 1.410 3-5/8 3-5/8 2-1/2
14 1.696 4-1/4 4 2-7/8
18 2.257 5-5/8 4-1/2 3-3/8
1.5.5.5 Modified Tension Development Length - GRADE 60 –

Uncoated Deformed Bars
Provide details to achieve 𝜆𝜆𝜆𝜆𝜆𝜆 = 0.4 reference to LRFD 5.11.2.1. The following modified tension
development length is calculated using 𝜆𝜆𝜆𝜆𝜆𝜆, reinforcement confinement factor, equal to 0.4.
April 2024 1-72

Table 1.5.5.5-1 Modified Tension Development Length – Grade 60 – Uncoated Deformed Bars -
Top bars are horizontal bars placed so that more than 12 inches of fresh concrete is cast below
the reinforcement.
Ld (in) Ld (in) Ld (in) Ld (in) Ld (in)

Bar #
f'c =3.3 ksi f'c =4.0 ksi f'c =4.5 ksi f'c =5.0 ksi f'c =6.0 ksi
3 15.46 14.04 13.24 12.56 12.00
4 20.61 18.72 17.65 16.74 15.28
5 25.76 23.40 22.06 20.93 19.11
6 30.92 28.08 26.47 25.12 22.93
7 36.07 32.76 30.89 29.30 26.75
8 41.22 37.44 35.30 33.49 30.57
9 46.50 42.23 39.82 37.77 34.48
10 52.35 47.55 44.83 42.53 38.82
11 58.12 52.79 49.77 47.22 43.10
14 69.79 63.39 59.76 56.69 51.75
18 93.03 84.50 79.67 75.58 69.00
Table 1.5.5.5-2 Modified Tension Development Length – Grade 60 – Uncoated Deformed Bars –
Other Horizontal Bars

Bar #
3 12.00 12.00 12.00 12.00 12.00
4 15.85 14.40 13.58 12.88 12.00
5 19.82 18.00 16.97 16.10 14.70
6 23.78 21.60 20.36 19.32 17.64
7 27.74 25.20 23.76 22.54 20.58
8 31.71 28.80 27.15 25.76 23.52
9 35.77 32.49 30.63 29.06 26.53
10 40.27 36.58 34.48 32.71 29.86
11 44.71 40.61 38.29 36.32 33.16
14 53.68 48.76 45.97 43.61 39.81
18 71.56 65.00 61.28 58.14 53.07
April 2024 1-73

1.5.5.6 Modified Tension Development Length - GRADE 60 – Epoxy

Coated Deformed Bars
Provide details to achieve 𝜆𝜆𝑟𝑟𝑟𝑟 = 0.4 reference to LRFD 5.11.2.1. The following modified tension
development length is calculated using 𝜆𝜆𝑟𝑟𝑟𝑟, reinforcement confinement factor, equal to 0.4.
Bars - Top bars are horizontal bars placed so that more than 12 inches of fresh concrete is cast
below the reinforcement.

Bar #
3 20.21 18.36 17.31 16.42 14.99
4 26.95 24.48 23.08 21.90 19.99
5 33.69 30.60 28.85 27.37 24.98
6 40.43 36.72 34.62 32.84 29.98
7 47.17 42.84 40.39 38.32 34.98
8 53.90 48.96 46.16 43.79 39.98
9 60.80 55.23 52.07 49.40 45.09
10 68.46 62.18 58.62 55.61 50.77
11 76.00 69.03 65.09 61.75 56.37
14 91.26 82.89 78.15 74.14 67.68
18 121.66 110.50 104.18 98.84 90.23
* Cover less than 3db or clear spacing between bars less than 6db.
April 2024 1-74

Bars – Other Horizontal Bars

Bar #
3 17.84 16.20 15.27 14.49 13.23
4 23.78 21.60 20.36 19.32 17.64
5 29.73 27.00 25.46 24.15 22.05
6 35.67 32.40 30.55 28.98 26.45
7 41.62 37.80 35.64 33.81 30.86
8 47.56 43.20 40.73 38.64 35.27
9 53.65 48.73 45.94 43.59 39.79
10 60.40 54.86 51.73 49.07 44.80
11 67.06 60.91 57.43 54.48 49.73
14 80.52 73.14 68.95 65.42 59.72
18 107.35 97.50 91.93 87.21 79.61
* Cover less than 3db or clear spacing between bars less than 6db.
Bars - Top bars are horizontal bars placed so that more than 12 inches of fresh concrete is cast
below the reinforcement

Bar #
3 18.55 16.85 15.88 15.07 13.76
4 24.73 22.46 21.18 20.09 18.34
5 30.92 28.08 26.47 25.12 22.93
6 37.10 33.70 31.77 30.14 27.51
7 43.28 39.31 37.06 35.16 32.10
8 49.46 44.93 42.36 40.18 36.68
9 55.80 50.68 47.78 45.33 41.38
10 62.82 57.06 53.80 51.03 46.59
11 69.74 63.35 59.73 56.66 51.72
14 83.74 76.06 71.71 68.03 62.11
18 111.64 101.40 95.60 90.70 82.79
* Cover not less than 3db and clear spacing between bars not less than 6db.
April 2024 1-75

Bars – Other Horizontal Bars

Bar #
3 14.27 12.96 12.22 12.00 12.00
4 19.02 17.28 16.29 15.46 14.11
5 23.78 21.60 20.36 19.32 17.64
6 28.54 25.92 24.44 23.18 21.16
7 33.29 30.24 28.51 27.05 24.69
8 38.05 34.56 32.58 30.91 28.22
9 42.92 38.98 36.75 34.87 31.83
10 48.32 43.89 41.38 39.26 35.84
11 53.65 48.73 45.94 43.59 39.79
14 64.42 58.51 55.16 52.33 47.77
18 85.88 78.00 73.54 69.77 63.69
* Cover not less than 3db and clear spacing between bars not less than 6db.
April 2024 1-76

1.5.5.7 Class B Tension Lap Splice (in) - GRADE 60 – Uncoated

Deformed Bars
Provide details to achieve 𝜆𝜆𝜆𝜆𝜆𝜆 = 0.4 reference to LRFD 5.10.8.2.1c. The following modified
tension development length is calculated using 𝜆𝜆𝜆𝜆𝜆𝜆, reinforcement confinement factor, equal to
0.4.
Table 1.5.5.7-1 Class B Tension Lap Splice – Grade 60 – Uncoated Deformed Bars - Top bars are
horizontal bars placed so that more than 12 inches of fresh concrete is cast below the
reinforcement

Bar #
3 20.09 18.25 17.21 16.33 15.60
4 26.79 24.34 22.94 21.77 19.87
5 33.49 30.42 28.68 27.21 24.84
6 40.19 36.50 34.42 32.65 29.81
7 46.89 42.59 40.15 38.09 34.77
8 53.59 48.67 45.89 43.53 39.74
9 60.45 54.90 51.76 49.11 44.83
10 68.05 61.81 58.28 55.29 50.47
11 75.56 68.63 64.70 61.38 56.03
Table 1.5.5.7-2 Class B Tension Lap Splice – Grade 60 – Uncoated Deformed Bars – Other
Horizontal Bars

Bar #
3 15.46 15.60 15.60 15.60 15.60
4 20.61 18.72 17.65 16.74 15.60
5 25.76 23.40 22.06 20.93 19.11
6 30.92 28.08 26.47 25.12 22.93
7 36.07 32.76 30.89 29.30 26.75
8 41.22 37.44 35.30 33.49 30.57
9 46.50 42.23 39.82 37.77 34.48
10 52.35 47.55 44.83 42.53 38.82
11 58.12 52.79 49.77 47.22 43.10
April 2024 1-77

1.5.5.8 Min. Column Bar Lengths in Footings – GRADE 60 & F'C =3.3 KSI
Figure 1.5.5.8-1 Minimum Column Bar Lengths in Footings
Table 1.5.5.8-1 Compression Development Length – Hooked Bars
Basic Bar “A” Compression Compression Compression

Compression Size (inches) “L” * “L” * “L” *
Development (single bar) (two bar bundle) (three bar bundle)
(Length for (inches) (inches) (inches)
hooked bars) ldh
(inches)
16 6 12 3 16 17
19 7 14 3.5 18 20
21 8 16 4 21 22
24 9 19 6 25 27
27 10 22 7 31 33
30 11 24 7.5 37 40
36 14 31 11 53 58
47 18 41 15 90 98
* Note: Lc + (r + Db) and including 0.75 modification factor for reinforcement enclosed within a spiral
per LRFD 5.11.2.2.2.
April 2024 1-78

Table 1.5.5.8-2 Tension Development Length – Hooked Bars
Bar “A” Basic Tension Development Modified Tension

Size (inches) (length for hooked bars) “L” **
ldh (inches) 0.7 ldh (inches)
6 12 10 7
7 14 13 9
8 16 17 12
9 19 21 15
10 22 27 19
11 24 33 23
14 31 47 33
18 41 84 59
** Note: #11 bars and smaller, adequate side and hook extension cover per
LRFD 5.11.2.4.2.
1.5.5.9 Welded Splices and Mechanical Connections

When field welding of reinforcing steel is anticipated, use ASTM A706 reinforcing steel.
Welding of ASTM A615, grade 60 reinforcing steel is not permitted without prior approval from
the ODOT welding specialist.
Welding of ASTM A706 for splices for column spiral reinforcing is permitted.
Use approved mechanical splices for #14 and #18 vertical column bars. Stagger splices as
shown in Figure 1.5.5.9-1, to avoid adjacent bars being spliced in the same plane.
Figure 1.5.5.9-1 Mechanical Splice Staggering
April 2024 1-79

Show lap splices on structure plans with the option of approved mechanical splices available to
the contractor.
Special cases such as steel in back walls of abutments of post-tensioned concrete bridges and
splicing reinforcement in existing structures may require the use of mechanical splices.
1.5.5.10 *Lap Splices – GRADE 60

(Reserved)
1.5.5.11 Development of Flexural Reinforcement

The added length, X, is to provide for unanticipated loading conditions or shifting of the
moment diagram due to shear cracking.
Figure 1.5.5.11-1 Development of Flexural Reinforcement
1.5.5.12 Distribution of Flexural Reinforcement

In mild areas, as defined in BDM 1.2.4, use 𝛾𝛾𝑒𝑒 = 1.0. In marine, coastal and snow and ice areas,
as defined in BDM 1.2.4, use 𝛾𝛾𝑒𝑒 = 0.75. In decks, use 𝛾𝛾𝑒𝑒 = 1.0.
1.5.5.13 Bundled Bars

Tie bundled bars with #9, or heavier, wire at 4 foot maximum centers. Use of bundled #14 or
#18 bars requires the approval of the supervisor.
April 2024 1-80

When bundled bars are used in columns, the minimum clear distance between bundles is 2.5
times the diameter of the largest bar in a bundle.
It is preferred bundled bars not be used in bridge decks. When they are used, increase the
thickness of the deck by the diameter of the bar throughout the length where bundling is used.
1.5.5.14 Headed Reinforcement

Headed reinforcement can be used to reduce congestion or reduce development length over a
standard hook. Headed reinforcement will always require less development length compared
to a standard hook.
Headed rebar is only available for ASTM A706 and ASTM A615 applications. It is not available
for stainless steel applications. The cost of headed rebar will generally exceed that of a standard
hook. Therefore, only use them where the benefit of reduced congestion or shorter
development length is significant.
Do not use headed reinforcement where their use will reduce concrete cover below the
minimum required. For this reason, it may be necessary to use standard hooked bars in the
corners of a rebar cage that otherwise contains headed bars.
Designate bars which require headed reinforcement on the plans. The SP 00530 boiler plate
special provision requires headed reinforcement to meet ASTM A970. It also requires headed
reinforcement products be selected from the ODOT QPL. Therefore, there is no reason to say
anything other than headed bar on the plans.
Heads may be square, rectangular, round or oval. Minimum head size for square and round
heads are provided in Table 1.5.5.14-1. Rectangular and oval head area must exceed 10 times the
bar area.
Table 1.5.5.14-1 Minimum Head Size for Headed Reinforcement
Bar Size Min. Width for Min. Diameter for

Square Heads (inch) Round Heads (inch)
4 1-1/2 1.6
5 1-3/4 2.0
6 2-1/8 2.3
7 2-1/2 2.7
8 2-3/4 3.1
9 3-1/8 3.5
10 3-1/2 4.0
11 4 4.4
14 4-3/4 5.3
April 2024 1-81

Headed reinforcement will not require project testing. Testing is required as part the QPL
approval process. QC testing by the manufacturer is also required by ASTM A970.
When proposed by a contractor, headed reinforcement meeting the minimum head size
requirement will generally be acceptable as a direct replacement for standard hooks, except
where the head will not allow the required minimum concrete cover.
Use the minimum development lengths for headed reinforcement shown in Table 1.5.5.14-2.
Table 1.5.5.14-2 Development Length for Headed Reinforcement, Fy = 60 ksi
Bar # f'c =3.3 ksi (inch) f'c =4.0 ksi (inch) f'c =5.0 ksi (inch)
4 6 5 5
5 7 6 6
6 8 8 7
7 10 9 8
8 12 10 9
9 18 14 10
10 22 18 11
11 25 20 12
14 36 28 15
Note: Increase lengths for epoxy coated bars per LRFD 5.11.2.1.2.
Apply the modification factors and tie requirements in LRFD 5.11.2.4.2 and LRFD 5.11.2.4.3 to
headed reinforcement also.
Place adjacent headed bars at a minimum spacing of 6 ∗ 𝑑𝑑𝑑𝑑. Spacing less than 6 ∗ 𝑑𝑑𝑑𝑑 can be
used when heads from adjacent bars are spaced longitudinally (along the length of the bar) a
minimum of 8 ∗ 𝑑𝑑𝑑𝑑 as shown in Figure 1.5.5.14-1.
When bundled bars are used, one bar in the bundle may be terminated using headed rebar.
Terminate other bars in the bundle using standard hooks as shown in Figure 1.5.5.14-1.
Figure 1.5.5.14-1 Terminating Bundled Headed Reinforcement
April 2024 1-82

Use of headed reinforcement can result in high concrete compressive stresses under the bar
head. Consider the load path for head compression loads and provide distribution steel
perpendicular to a headed bar to ensure satisfactory distribution of compressive stresses. The
following articles may be useful to understand the load distribution of headed bars:
• Strut-and-Tie Models for Headed Bar Development in C-C-T Nodes, Chun and Hong, ACI
Structural Journal, Vol. 106, No. 2, March-April 2009, pg. 123-130.
• Investigation of Dispersion of Compression in Bottle-Shaped Struts, Sahoo, Singh and
Bhargava, ACI Structural Journal, Vol. 106, No. 2, March-April 2009, pg. 178-186.
LRFD 5.11.3 allows for mechanical devices as anchorage. Headed rebar meeting or exceeding
the size required by ASTM A970 has been extensively tested. A summary of testing can be
found in Texas Research Report 1855-1, Anchorage Behavior of Headed Reinforcement Literature
Review, May 2002.
The minimum development lengths for headed reinforcement are based on the greater of:
• 50 percent of the equivalent hooked bar development length or
• Calculations using a combination of head bearing capacity and bar development.
Development length calculations were based on concrete bearing capacity under the head plus
additional straight bar development length as required to fully develop the yield strength of the
bar. The concrete bearing capacity was taken from LRFD equation 5.7.5-2 and was adjusted
using a resistance factor of 0.7 for bearing on concrete per LRFD 5.5.4.2.1. Some of the proposed
development lengths were increased to provide reasonable transitions between different bar
sizes.
ACI 318 allows headed reinforcement, but requires a development length equal to 75 percent of
the equivalent hooked bar development length. ODOT view this as overly conservative for
bridge applications.
April 2024 1-83

Table 1.5.5.14-3 illustrates the difference between ODOT and ACI development length
requirements.
Table 1.5.5.14-3 Comparison of Headed Reinforcement Development Length
f'c 3.3 ksi 4.0 ksi 5.0 ksi
Calc ODOT ACI Calc ODOT ACI Calc ODOT ACI

(inch) (inch) (inch) (inch) (inch) (inch) (inch) (inch) (inch)
#4 6 7.8 5 7.1 5 6.4
#5 4 7 9.8 2 6 8.9 0 6 8.0
#6 8 8 11.8 6 8 10.7 3 7 9.6
#7 10 10 13.7 8 9 12.5 4 8 11.2
#8 12 12 15.7 9 10 14.3 3 9 12.7
#9 18 18 17.7 14 14 16.1 7 10 14.4
#10 22 22 19.9 18 18 18.1 9 11 16.2
#11 25 25 22.1 19 20 20.1 7 12 18.0
#14 36 36 26.6 28 28 24.1 12 15 21.6
Development length controlled by 50 percent of equivalent hooked bar development length
Development length based on ODOT calculations, but less than ACI development length
Development length based on ODOT calculations and exceeds ACI development length
ACI development length = 75 percent equivalent hooked bar development length
Calc = Calculated development length from combination of head capacity and bar development
For concrete strengths above 5.0 ksi, the required minimum development length for headed
reinforcement can be calculated using 50 percent of the equivalent hooked bar development
length.
1.5.5.15 High Strength Reinforcement

1.5.5.15.1 ASTM A706 Grade 80
ASTM A706 grade 80 reinforcement is available on the market. The cost premium for A706
grade 80 reinforcement is approximately 6 to 10 percent above grade 60. Local steel mills
(Cascade Steel Rolling Mills) are producing #5, #8, and #11 bars on a regular cycle and stock
these bars. Avoid specifying other bar sizes, otherwise a minimum (combined size and length)
of 50 tons is required. However, there can be some flexibility for smaller quantities. Contact
Cascade Steel Rolling Mill for requirements when high strength rebar in non-standard rebar
sizes is considered for a project with less than 50 tons.
April 2024 1-84

When using A706 grade 80 reinforcement, the design yield strength is 80 ksi. ASTM A706
reinforcement is weldable. Welding would be needed when A706 grade 80 reinforcement is
used for confinement hoops. The contractor needs to submit a PQR and WPS for approval as is
typical for any rebar welding.
1.5.5.15.2 ASTM A1035 Grade 100

ASTM A1035 grade 100 reinforcement has a design yield strength of 100 ksi. ASTM A1035 is
described as Deformed Plain Low-Carbon, Chromium Steel Bars for Concrete Reinforcement.
Proprietary products that meet the requirements of ASTM A1035 specifications are sold under
the brand names of ChromX 9100 (ASTM A1035 CS), ChromX 4100 (ASTM A1035 CM), and
ChromX 2100 (ASTM A1035 CL). The main difference between the three products is the
chromium content; the higher the number, the greater chromium content.
The reduced chromium content results in lower cost, when high corrosion resistance is not
required. The products are not weldable. Currently, Cascade Steel produces ChromX 9100,
ChromX 4100, and ChromX 2100 with a cost premium of approximately 192, 70 and 45 percent
respectively. Cascade Steel carries some inventory of #5, #8 and #11 bars. For non-stock items,
a minimum (combined size and length) of 50 tons is required. However, there can be some
flexibility for smaller quantities. Contact Cascade Steel for requirements when high strength
rebar in non-stock rebar sizes is considered for a project with less than 50 tons.
When ASTM A1035 grade 100 bars are specified for a project, ensure that designation letters for
the chromium content, i.e. CS, CM, or CL, are included with the ASTM material specifications
shown in plan sheets and the project special provisions.
1.5.5.15.3 ASTM A615 Grade 100

Grade 100 reinforcement according to ASTM A615 requirements is available. The cost premium
for A615 grade 100 reinforcement is approximately 35 percent above grade 60. Similar to other
high strength reinforcement products, even though there is a required minimum order of 50
tons for combined size and length, there can be some flexibility for smaller quantities. Contact
Cascade Steel for requirements when high strength rebar is considered for a project with less
than 50 tons.
The cost premiums shown in this article are preliminary and for rebar production only.
1.5.5.15.4 Application of High Strength Reinforcement

Do not use high strength reinforcement in bridge members where plastic hinging is expected
under seismic loads, such as bridge columns.. Although A706 grade 80 reinforcement has
similar ductile properties compared to A706 grade 60, testing of full-scale seismic models
sufficient to satisfy AASHTO concerns has not yet been completed.
The stress-strain property of A1035 grade 100 is very different from A706. There is not a well
defined yield plateau. More experimental testing is necessary before its full implementation in
members designed to form plastic hinges. The overstrength magnifier as defined for A706 in
April 2024 1-85

the Guide Specifications for LRFD Seismic Bridge Design may not be appropriate. At this time, an
overstrength magnifier of 1.4 is recommended when high strength reinforcement is used in
capacity-protected members.
Use of high strength reinforcement is recommended in the following areas:
• Bridge decks –Refer to Figure 1.9.1-6 and Figure 1.9.1-7 for deck reinforcement design
charts. See BDM 1.9.2.1.2 for determining the appropriate use of high strength
reinforcement in bridge decks.
• Drilled shafts – Use of high strength reinforcement reduces cost and congestion in
drilled shafts thereby making them more constructible. Drilled shafts are designed for
elastic seismic performance therefore plastic hinging is not expected.
• Crossbeams & End beams – Use of high strength reinforcement can reduce cost and
congestion in negative and positive moment areas of crossbeams and end beams.
Normally these members are capacity-protected; therefore they are designed to remain
elastic during a seismic event. High strength reinforcement can be used for temperature
steel and stirrups as well.
Grade 80 bars are a better option for a replacement of grade 60 bars due to lower cost premium
and shorter development length compared to grade 100 bars. In addition, grade 80 has stress-
strain behavior similar to grade 60 with greater yield stress and ultimate strength.
Within the same member, do not mix different rebar grades of the same bar size. This policy is
to avoid any confusion that may occur during construction. It is acceptable to specify different
rebar grades in the same member, when the different grades of bar are also significantly
different in bar size (at least two bar sizes apart). For instance, longitudinal #8 bars in a
crossbeam can be grade 80 bars, whereas #5 stirrups and temperature bars can be grade 60.
Table 1.5.5.15.4-1 illustrates rebar quantities in the previously mentioned members that are
allowed to be reinforced with high strength reinforcement. The quantities shown in Table
1.5.5.15.4-1 will be different when high strength reinforcement is used. A reduction of 10 to 30
percent in quantities can be anticipated when grade 60 rebar is replaced by grade 80
reinforcement.
All bridges in Table 1.5.5.15.4-1 consist of precast prestressed concrete girders with a CIP deck.
Most spans are simple for dead load and made continuous for live load. The bridges include
drilled shafts with different lengths depending on the soil condition at the sites. Several bar
sizes are grouped together since these bars can be alternately used in the design to reduce a
number of different bar sizes. Specify only a few and commonly available bar sizes in each
member.
April 2024 1-86

Table 1.5.5.15.4-1 Comparison of High Strength Rebar Quantities
Bridge Length Deck No. Span Deck (tons) Crossbeams* Drilled Shafts
No. (feet) Area Drilled Description (tons) (tons)
(ft2) Shafts #4 - #6 #7 - #9 #4 - #7 #8 - #11 #5 - #6 #9 - #11
22008 968 44015 8–8 6 – 150 foot 106 45 54 51 43** 218**

foot 1 – 50 foot
deck girder
spans
21576 249 31665 15 – 6 2 – 122 foot 87 20 36 55 48 87
foot deck girder
spans
21343 524 25152 4–8 3 – 180 foot 75 57 29 18 6 37
foot deck girder
spans
22248 84 11344 16 – 3 1 - 80 foot 33 1 12 8 4 10
foot deck girder
span
* Includes intermediate diaphragms, end beams and cap beams.
** A706 grade 80 rebar.
As shown in Table 1.5.5.15.4-1, when non-stock rebar is specified, the amount of deck
reinforcement in one bar group can meet the required minimum quantity for the first three
bridges. The rebar quantities in crossbeams and end beams are not sufficient when a 20 percent
reduction due to the use of high strength rebar is applied. For drilled shafts, the amount of
reinforcement in one bar group can meet the required minimum quantity only for the first two
bridges. However, when high strength rebar of the same size is also used in other members of
the bridges, it is possible that the quantities of each bar size will reach the minimum order
requirement.
Showing two options of rebar grades on bridge plans is encouraged to accommodate a
contractor that may not be able to obtain high strength bars during a construction project.
When this approach is taken, all dimensions need to be prepared to work with both options,
especially details related to splice lengths and development lengths. Splice lengths and
development lengths for high strength rebar are longer compared to grade 60.
Couplers are available on the market for high strength reinforcement. These couplers are
capable of meeting 125 percent of yield strength. The ODOT Materials Lab has the capability to
test rebar couplers up to #14 bars in grade 100.
April 2024 1-87

1.5.5.16 Glass Fiber Reinforced Polymer (GFRP) Reinforcement

Glass fibers have an advantage over other fibers for composite materials because of an
economical balance of cost and specific strength properties. Glass fibers are commercially
available and exhibit good electrical insulation properties. When glass fibers are encapsulated
in suitable resin as a system, the composite material is less sensitive to alkaline environment,
freezing and thawing condition, and extremely elevated temperature. These properties make
GFRP suitable for use as reinforcement for concrete structures. Through a number of research
projects, it has been found that GFRP bars exhibit minimal loss in strength when subjected to
sustained tension and have good resistance to fatigue. When GFRP bars are embedded inside
concrete, there is no UV exposure concern.
ODOT has used GFRP bars on a number of projects particularly in bridge decks and sound
walls. Using GFRP bars in the bridge decks was due to good corrosion-resistant and non-
conductive properties. The non-conductive property of GFRP bars does not have detrimental
effect to cathodic protection system often used for preserving marine and coastal area bridges as
long as electrical continuity of adjacent steel reinforcement is maintained. For sound walls, wall
weight needed to be minimized. Use of GFRP bars resulted in thickness reduction, since
smaller concrete cover could be specified.
Since the release of the 1st Edition of the AASHTO LRFD Bridge Design Guide Specifications for
GFRP-Reinforced Concrete in 2009, there have been advancements in material specifications along
with new knowledge and field experiences. AASHTO published the 2nd edition of the guide
specifications in 2018, which incorporated the new comprehension and extended design
provisions for other structural members in addition to bridge decks and traffic railings.
For material specifications, ASTM D7957 published in 2017 includes requirements for material
standards of GFRP reinforcing bars. GFRP bars are commercially available from multiple
manufacturers and can be produced for construction with a reasonable lead time. A
specification for GFRP reinforcement has been prepared and is available when requested from
the BDM technical resource.
GFRP rebar is a good corrosion-resistant reinforcement alternative for reinforced concrete
bridges in corrosive environment compared to ferrous reinforcement due to cost and material
strength. It is generally less expensive than other alternative reinforcement (stainless steel). Use
of GFRP bars does not require electrical isolation to other ferrous reinforcement since it is not
conductive. Tensile strength of GFRP bars is slightly higher than mild steel reinforcing bars,
however GFRP bars have linear elastic behavior, much lower modulus of elasticity, and smaller
ultimate tensile strain. Deformation or surface texture, or both, are required to ensure adequate
bond capacity. Nominal material properties used for design are shown in Table 1.5.5.16-1.
April 2024 1-88

Table 1.5.5.16-1 Material Properties for Design of GFRP Reinforced Concrete
Material Property Material Value

Ultimate tensile strength (ksi) 90 ksi (#4 - #6)
75 ksi (#7 - #10)
Tensile modulus of elasticity (ksi) 6,500
Ultimate tensile strain (inch/inch) 0.011
GFRP reinforcement is recommended for structural members that are located in corrosive
environment and do not require high ductility. Service limit states often control design over
strength limit states. Use GFRP reinforcement only in the following structural members:
• Bridge deck.
• Sound walls.
• Seawalls.
• Bridge Approach Systems.
GFRP bar weight is lighter than steel reinforcement, therefore construction workers are able to
handle the reinforcing bars with ease, but more rebar ties are required to maintain GFRP bar
position in the rebar cage during concrete pour. GFRP bars are susceptible to abrasion and
impact from studded tires and removal tools, therefore use in bridge concrete deck is limited in
specific area as shown in Table 1.26.3-1.
1.5.5.17 FRP Reinforcement

(Reserved for Future Use)
1.5.5.18 Bar Lengths

Use stock bar lengths whenever possible without sacrificing economy. Unless absolutely
necessary, do not call for bars longer than 60 feet because they are difficult to handle and
transport. Bar lengths specified include hook lengths unless detailed otherwise.
Table 1.5.5.18-1 Bar Length Stock Lengths
Bar Size Stock Length *

#3 20 feet and 40 feet
#4 and #5 20, 30 and 40 feet
#6 thru #18 60 feet
*Only small quantities of #14 and #18 bars are
stockpiled by the supplier because of size and
weight and may require special mill orders.
April 2024 1-89

Figure 1.5.5.18-1 Specified Length of Bar with Hook
1.5.5.19 Interim Reinforcement for T-Beams and Box Girders

When the deck slab of a continuous T-beam or box girder is placed after the concrete in the stem
has taken its set, place at least 10 percent of the negative moment reinforcing steel full length of
the longitudinal beam to prevent cracks from falsework settlement or deflection. In lieu of the
above requirement, two #8 bars full length of longitudinal girders may be used.
Locate a portion of the negative reinforcement in the stem of the crossbeam below the level of
the deck slab construction joint in concrete crossbeams whose principal negative reinforcement
lies in the deck slab. Provide sufficient ultimate reinforcement capacity to support 150 percent
of the dead load of the crossbeam and superstructure 5 feet along the centerline of the structure
either side of the center of bent. Use no less than 10 percent of the total negative reinforcement.
In cases where the bent crossbeams are skewed to the deck steel, place the top crossbeam steel
in the top of the stem below the deck (dropped panel). See Figure 1.5.5.19-1 for typical details.
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Figure 1.5.5.19-1 Interim Reinforcement
April 2024 1-91

1.5.5.20 Additional Shear Reinforcement

As shown below, provide additional reinforcement to the calculated shear reinforcement in
cantilevered portions of crossbeams. Pay careful attention to clearances and possible conflicts
with post-tensioning ducts and other reinforcement. Detail the size and number of bars to
provide at least 20 percent of the factored Strength I Limit State shear demand at the face of the
column. Apply this provision to cantilevered sections of crossbeams when the crossbeam
cantilever from the face of the column exceeds the crossbeam depth at the face of the column.
This additional reinforcement may be omitted when the shear reinforcement provided from the
critical shear section to the face of column provides 20 percent additional capacity above the
controlling strength limit state.
Figure 1.5.5.20-1 Additional Shear Reinforcement in Cantilevered Sections
April 2024 1-92

1.5.5.21 Diaphragm Beam Reinforcement

Figure 1.5.5.21-1 below assumes the deck reinforcement is stopped 6 inches clear of the
transverse beams. The added bars provide reinforcement for Beam-D and the deck overhang.
When straight bars are used, the spacing of the deck steel will be continuous over the transverse
beams and no additional bars will be required.
Figure 1.5.5.21-1 Diaphragm Beam Reinforcement
April 2024 1-93

1.5.6 Precast Prestressed Concrete Elements

1.5.6.1 Design of Precast Prestressed Elements
The nature of precast prestressed elements requires special handling in several areas.
DESIGN – GENERAL
• Each precast prestressed element is to be designed job specific.
• Deck requirements:
o Side-by-side slabs and box beams: 5 inch minimum HPC thickness with a
single mat of reinforcement (8 inch maximum centers each way). 7 inch
minimum thickness for any portions overhanging the exterior slab or box beam.
o Side-by-side Bulb-T and deck Bulb-T girders: 7-1/4 inch minimum HPC
thickness with two mats of reinforcement (8 inch maximum centers in each mat
and each direction).
o Spread slabs and box beams: 8 inch minimum HPC thickness with two mats of
reinforcement (8 inch maximum centers in each mat and each direction).
o Bulb-T (not side-by-side) and Bulb-I girders: 8 inch minimum HPC thickness
(see BDM 1.9.1).
o Deck Bulb-T girders with UHPC connection: Precast concrete Deck Bulb-T
girders are connected using UHPC at flange ends to form bridge deck. Air
entrained concrete is required for girder top flange portion (8 inch minimum
thickness). The deck girder system and connection details are shown in Figure
1.5.6.1-1 and 1.5.6.1-2 respectively. See BDM 1.9.2.3.1 for more information on
UHPC. ¾ inch thick minimum PPC overlay is applied on top of the deck girder
system.
o Asphalt concrete pavement is not allowed on concrete bridge decks. See BDM
1.9.3.1.6 for additional information.
April 2024 1-94

Figure 1.5.6.1-1 Section View of Deck Bulb-T Girder System with UHPC Connections
Figure 1.5.6.1-2 Connection Details Between Girder Flanges
• Concrete Strength – Ensure design compressive strengths of concrete are not

significantly higher than design requirements and are within the following allowable
ranges of design compressive strengths. List the required concrete strengths in the
General Notes.
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• The allowable range of design compressive strengths of concrete at 28 days (𝑓𝑓’𝑐𝑐) to be
used are shown in Table 1.5.6.1-1.
Table 1.5.6.1-1 Allowable Design Compressive Strength Ranges
Precast Element Minimum Maximum

for precast, prestressed slabs and box beams 4000 psi 7000 psi
for precast, prestressed girders, and integral deck girders 5000 psi 9000 psi
When precast, prestressed members are used without a cast-in-place deck, the 28 day
compressive strength is limited to 6000 psi. This limitation is required to ensure
adequate air entrainment and to ensure adequate workability. Higher strength
concretes generally are less workable and therefore are more difficult to achieve an
acceptable finish suitable for a riding surface. When a separate concrete mix (6000 psi or
less) is used for the top flange, then higher strengths (up to 9000 psi) may be used for the
remainder of the member.
• The allowable range of design compressive strengths of concrete at release of all
prestress (𝑓𝑓’𝑐𝑐) to be used are 4000 psi minimum and 7000 psi maximum.
• Do not exceed the compressive strengths listed above.
• Concrete Tensile Stress Limits:
o Modify LRFD Table 5.9.2.3.1b-1 as follows:
 Modify the 9th bullet to 0.0948 ∗ 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠(𝑓𝑓’𝑐𝑐), where 𝑓𝑓’𝑐𝑐 is in ksi.
 No Tension criteria in 6th and 8th bullets still apply.
o Modify LRFD Table 5.9.2.3.2b-1 as follows:
 Modify the 1st and 8th bullets to 0.0948 ∗ 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠(𝑓𝑓’𝑐𝑐), where 𝑓𝑓’𝑐𝑐 is in ksi.
 No tension criteria in 3rd, 5th and 7th bullets still apply.
o Simple Span Girders Made Continuous for Live Load – When precast girders are
made continuous for live load, design the positive moment area as if the girder
was simply-supported. A maximum concrete tensile stress up to 0.19 ∗ 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠(𝑓𝑓’𝑐𝑐)
in the positive moment area will be allowed for this condition. Also ensure that
the maximum concrete tensile stress in the positive moment area does not exceed
0.0948 ∗ 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠(𝑓𝑓’𝑐𝑐) when the girder is considered continuous for live load.
• Use a load factor of 0.80 for live loads in Service III load combination to check tensile
stresses in prestressed concrete members with prestressing strands and reinforcing bars.
PRESTRESS LOSSES
Calculate prestress losses in precast members according to LRFD 5.9.3.4 – Refined Estimates of
Time-Dependent Losses. This method of calculating losses is the Detailed method presented in
NCHRP Project No. 18-07.
April 2024 1-96

An Excel spreadsheet for calculating prestress losses using the NCHRP 18-07 methods is
available from the Bridge Engineering Section. This spreadsheet includes multiple methods for
calculating prestress losses. Use the Detailed method.
Prestress loss estimates have generally been in the 35 to 45 ksi range. The LRFD 5.9.3.4 loss
calculations appear to be consistent with earlier loss predictions. And these loss levels have
resulted in relatively accurate predictions of camber at the time of deck placement. There has
also been no record of service cracking in bridges designed using these prestress loss levels.
Using prestress gain from loads permanently applied to girders, such as selfweight, bridge
deck, superimposed dead loads, is allowed.
Do not include the prestress gain due to application of live load in the total long-term loss
calculation.
The amount of prestress gain due to application of live load can be more than 20 percent of the
total prestress loss. ODOT’s policy of not including this gain results in a conservative estimate
of final girder stresses. Note that prestress loss affects girder stress, but does not change the
ultimate strength or capacity to carry permit loads.
Transforming the prestressing strand to increase section properties is not recommended. As
stated in NCHRP 18-07, prestress losses should be calculated differently (no elastic losses or
gains) when transformed properties are used for the prestressing strand. When so, the final
girder stresses will be approximately the same whether gross or transformed section properties
are used. Therefore, there is no significant advantage in using transformed section properties.
GIRDER SHAPE SELECTION
General – The Oregon Bulb-T girder shape is preferred for most Oregon bridge applications.
This shape has a 4 foot wide top flange. This top flange provides safety for workers who must
form bridge decks and ensures stability of the girder during shipping. Use Bulb-T girder
shapes whenever it is appropriate to do so.
Bulb-I girders are a standard variation of the Bulb-T. To make a Bulb-I, the fabricator will start
with the Bulb-T form and add blockouts to portions of the top flange to make the Bulb-I shape.
Use the Bulb-I shape only when it has benefits over a Bulb-T. Since Bulb-I girders have a
narrow top flange, it requires less concrete build-up over the girder compared to a Bulb-T.
Therefore, bridges with high superelevation (generally, greater than 7 percent) may be
candidates for the Bulb-I shape.
Since the Bulb-I section is 3 inches taller than the equivalent Bulb-T, it may be preferred for span
lengths slightly longer than the equivalent Bulb-T capability. A Bulb-I section may provide
benefits over a deeper Bulb-T section. However, due to shipping stability and worker safety
concerns, a deeper Bulb-T might still be preferred when the deeper section can be
accommodated within the available vertical clearance.
Modified Bulb-T girders include those having a non-standard top flange width and those
having a wider web. Fabricators are generally able to adjust the top flange width anywhere
April 2024 1-97

from 24 inches to 48 inches. At least 3 inches can also be added to the top flange. Discuss any
modifications to the top flange with fabricators before placing modified details on plan sheets.
Design deviations are not required for top flange modifications.
Only adjusted web thickness when necessary to accommodate post-tensioning (such as for
spliced girders). For such cases, increase the web thickness from 6 inches to 7.5 inches. When
doing so, increase the top and bottom flange widths by the same amount.
BT90 & BT96 girder sections are the largest in the Oregon inventory. These sections have a 5
foot wide top flange which is necessary to ensure shipping stability of very long girders. Do not
consider changes to the top flange width without concurrence from fabricators. The longest
girder available from fabricators is around 185 feet total length. Verify availability for any
girder length exceeding 180 feet.
BT96 girders have not yet been used in Oregon. Verify availability of this section before
specifying it on a project.
Roadway surface is directly provided by Deck-Bulb Tee girders with UHPC connection.
Because girders are erected plumb, the top flanges are required to be cast on a slope equal to a
specified superelevation. To ensure constructability of flange concrete, a superelevation is
limited to 5 percent maximum. Specify thicker PPC overlay (3.75 inches maximum) and
thickened flange near beam ends as required to match roadway vertical profile. See DET3385
and DET3386 for details.
Due to its function as the roadway surface, construction requires minimal differential camber
between adjacent girders in the span. The construction specification requires a tight camber
difference, however there will be some residual camber variation due to construction tolerances.
Also, overfilling of the connection is a common placement method for casting UHPC. As a
result, grinding is required to smooth out the uneven surface. Subtract ½ inch flange thickness
in the design to account for top surface grinding. 15 percent over designed capacities are
recommended as reserve capacities for locked-in force effects from the girder camber
adjustment during construction.
AASHTO Type II, Type III, Type IV, and Type V shapes do not have the same efficiency as
Bulb-T shapes. Therefore, use Bulb-T shapes in most cases. Use of AASHTO shapes is
generally limited to bridge widenings where the existing bridge has AASHTO shapes. There
may also be rare cases when an AASHTO shape may provide slightly less vertical clearance
compared to the available Bulb-T shape.
WSDOT Shapes – WSDOT girder section may be specified, when there is no Oregon section that
can meet an application or provide efficient design for certain situations. WSDOT girder
sections may be an acceptable alternate based on cost and availability. The Standard
Specifications allow contractors to propose an alternate shape provided it is similar to the
specified shape and meets all project requirements (see SP 00550.03). Design WSDOT shape
girders according to ODOT design requirements. Consult with fabricators for availability of
WSDOT girder section forms. Two WSDOT shapes are allowed:
April 2024 1-98

• WF girders: WF36G to WF83G girders. The maximum form length for the WF shapes
varies depending on the girder section ranging 80ft – 170ft.
• WF Deck girders (UHPC): WF39DG to WF53DG girders. WF Deck girders are designed
to be erected side-by-side and the top flanges are connected using UHPC. WF Deck
girder forms will need modification because of the required thicker top flange due to the
ODOT requirements, as a result there will be a cost premium to modify the forms.
Spliced girders with post-tensioning can be used to extend span capabilities of precast concrete
girders. Consult with fabricators regarding the appropriate section and segment lengths for
spliced girder applications.
Consult with fabricators before considering using haunched girders. Although haunches may
provide an aesthetic benefit, any structural benefit from haunching a prestressed girder is
minimal.
Trapezoidal Box Girders are available for applications that require special aesthetic
considerations. Trapezoidal box girders can either have a uniform depth or parabolic haunches.
Horizontally curved trapezoidal boxes have been used in Colorado.
STRAND TYPE
• Bulb-T and AASHTO girders were developed for use with 0.5 inch diameter
prestressing strand. Do not consider use of 0.6 inch diameter strand for these sections
without first consulting with fabricators. Modification of the girder section may be
needed to accommodate 0.6 inch strand. BT90/96 sections were developed for use with
0.6 inch strand.
SHIPPING
When selecting the appropriate girder type, review potential shipping routes to make sure the
proposed girder type can be shipped to the bridge site. Narrow roads and sharp curves may
restrict the length of girder that can be used. Fabricators can generally provide assistance in this
analysis.
OREGON FABRICATORS
The following northwest precast concrete fabricators can provide precast concrete members to
Oregon bridge projects:
• Concrete Tech, Tacoma, WA.
• Knife River, Harrisburg, OR and Spokane, WA.
DETAILING – GENERAL
Camber - See BDM 1.5.9 for special requirements pertaining to ACP, sidewalk, and rail
requirements.
Deck Drainage - See BDM 1.9.5 for details specific to slab and box beam elements.
April 2024 1-99

Girder Storage and Shipment - SP 00550.49 prohibits transportation before seven days and only
after the 28 day compressive strength has been achieved. There may be special construction
circumstances when a member needs to be transported and placed before the seven days, but it
is not recommended before the 28 day compressive strength has been achieved.
When design requires a delay for placing the girder on bearing devices to decrease the bearing
thickness or encasing the beam ends for fixed connection to reduce restraint moments due to
long-term shrinkage and creep effect, specify a required wait time on the plan sheet.
Skew - Limit skew to 45 degrees for precast slabs and 30 degrees for precast boxes. Excessively
skewed slabs and boxes tend to warp more, making fit and obtaining uniform bearing on the
bearing pads more difficult. Stair stepping the bearing pads may be necessary to obtain
uniform bearing.
Stage Construction of slabs and boxes with cast-in-place HPC decks - Do not use side-by-side
slabs or boxes with HPC decks when precast elements must be placed in stages. Such stage
construction does not allow tie rods to be placed as detailed in BR445. Spread slabs or boxes
with a 7 ¼ inch minimum deck thickness (two mats of deck steel) would be an acceptable
option for bridges constructed in stages.
Transverse Connection for Side-by-Side Slabs and Boxes – Connect side-by-side slab and box
elements with transverse tie rods as detailed on BR445. Alternate connection details, such as
intermittent weldments, are not allowed.
Surface Finish for Precast Members - The Standard Specifications requires a rake finish on the tops
of members that are not used as a roadway surface. A rake finish combined with extending
stirrup legs up into the deck is considered sufficient to provide adequate capacity to ensure
composite action between the girder and deck. It is not necessary to require additional
roughening.
Interface Shear – For all members with a cast-in-place deck, provide interface shear
reinforcement full length of the member regardless of whether or not it is required by design.
This requirement is satisfied by extending stirrups from the precast member up into the deck
slab and will result in minimum reinforcement across the interface shear plane equal to two #4
bars at 18 inch centers.
Joint and Keyway details - see standard drawings for recommended details.
April 2024 1-100

1.5.6.2 Design and Detailing of Precast Prestressed Girders

1.5.6.2.1 Stay-in-Place Forms
Where the spacing between edges of precast concrete girder flanges is no greater than 2 feet,
steel stay-in-place deck forms may be used. However, do not use stay-in-place forms in exterior
bays.
Steel stay-in-place deck forms may also be used behind end beams where the deck is
continuous over interior bents. Hot-dip galvanize all steel stay-in-place forms.
When stay-in-place deck forms are used, provide a minimum section modulus of 0.15 in3/ft and
a maximum form height of 1 ½ inches. Install stay-in-place forms such that the top of the form
is at the design bottom of deck thickness. The weight of a form meeting these requirements is
likely to be less than 2 psf. This weight is not significant and need not be included in the
design. However, add additional non-composite dead load per Table 1.3.2-1 in the girder design
to account for extra concrete weight.
Do not use stay-in-place forms at deck overhang areas or where the edges of girder flanges are
greater than 2 feet apart. In such cases, access for inspection and future maintenance of the deck
precludes the use of stay-in-place deck forms.
Do not use stay-in-place forms in coastal areas, as defined in BDM 1.2.4.2.
These provisions apply to precast girders, slabs and boxes.
Where stay-in-place forms are considered, add the following statement with the loading section
of the general notes:
Stay-in-place deck forms may be used except for exterior overhangs and between the
exterior girder and the first interior girder on each side of the structure. XX psf
additional non-composite dead load has been included in the girder design to account
for extra concrete and form weight associated with stay-in-place forms.
April 2024 1-101

1.5.6.2.2 Diaphragm Beam Restraint
Figure 1.5.6.2.2-1 Diaphragm Beam Restraint
April 2024 1-102

1.5.6.2.3 Beam Seat or Top of Crossbeam Elevation
Provide a note on the plans indicating when the beam seat (or top of crossbeam) elevations
shown are for deck buildups based on three months camber. Adjust the beam seat (or top of
crossbeam) elevations during construction to correct for the revised deck buildups.
1.5.6.2.4 Continuous Deck C 1.5.6.2.4

Reinforcement
Simply supported precast prestressed The continuity detail allows simplification of
girders with continuous deck over interior design and detailing and elimination of the
piers can be used to create deck continuity expansion joint over the pier. Flexural cracks
for the entire structure. Design the girders as in the deck are expected at the pier due to
simply supported for superimposed dead live loads. The cracks should close when the
loads and live loads, only the deck and its live loads disappear.
reinforcement are continuous over the pier.
This detail does not apply to bridges
Provide a saw-cut control joint to control designed simple for dead loads and made
cracking. Do not use the continuity detail for continuous for live loads. The girder system
bridge spans greater than 160 ft. Use the bar requires deck reinforcement to resist
size, length and spacing as shown in Figure negative bending moments generated from
1.5.6.2.4-1. Specify 20 feet long reinforcing the live loads. This results in more deck steel
bars for bridge spans with 60 inch tall girders than the detail shown in Figure 1.5.6.2.4-1.
or smaller. Specify 30 feet long reinforcing
NCHRP Report 519 provides design examples
bars for bridge spans with girders taller than
for girders made continuous.
60 inches.
This detail is not allowed on bridges with
SDC C and D due to unknown performance
during a large earthquake.
Figure 1.5.6.2.4-1 Interior Bent with Continuous Deck
April 2024 1-103

1.5.6.2.5 Beam Stirrups
Bulb-T and Bulb-I standard drawings show stirrups with 90 degree shop bent hooks at the top
of the girder. These hooks must protrude at least 3 inches above the bottom of the deck. When
they do not, because of excessive build-up, the standard drawing requires the use of U bars to
fill the gap.
There is no need for the stirrup hooks or U bars to extend to the top mat of deck reinforcement,
as has been shown in the past. Detail plans to reflect these requirements.
Figure 1.5.6.2.5-1 Beam Stirrup Details
1.5.6.2.6 Structure Widenings, Precast Beam Bridges

Detail connections between superstructures to prevent widening dead loads from being
transferred to the existing beams. This may be accomplished by delaying the connection pour
(diaphragm and deck) until most of the dead load is applied to the widening. The designer
chooses the appropriate placement method. See BDM 1.9.4.2 for additional closure pour
information.
Figure 1.5.6.2.6-1 Closure Pour Method
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In the closure pour method shown in Figure 1.5.6.2.6-1, the deck screed machine would normally
be placed or supported on the widening beams. As the concrete is placed, the beams tend to
deflect equally. This equal deflection normally gives better control of deck thickness and deck
steel cover.
Figure 1.5.6.2.6-2 Delayed Diaphragm Pour Method
In Figure 1.5.6.2.6-2 showing the delayed diaphragm pour method, the deck screed machine rails
would normally be placed or supported with one rail on the existing structure and one rail on
the widening beams. As the concrete is placed, the new beams would tend to deflect more than
the existing composite beams. This unequal deflection makes it more difficult to control deck
thickness and deck steel cover, especially at the new beam adjacent to the existing structure.
1.5.6.2.7 Deck Pour Sequence

See BDM 1.9.4.3.
1.5.6.2.8 Diaphragm Beams

Intermediate diaphragms distribute loads from over-height vehicle, vessel and large debris
collision. Use CIP diaphragm beams at ends of each span. Use full depth CIP diaphragms. Full
depth diaphragms are more effective in distributing the impact loads.
Use the span length criteria in Table 1.5.6.2.8-1 to determine the number of intermediate
diaphragms for bridges crossing over major truck routes including Interstate 5, Interstate 84 and
routes with 20 year projected ADTT greater than 5000; or waterways where there is a high
probability of large debris or vessel collision.
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Table 1.5.6.2.8-1 Criteria to Determine Number of Intermediate Diaphragms
Span Length (feet) Location of Diaphragm
40 – 80 Midspan
81 – 120 1/3 points
Greater than 120 1/4 points
For other bridges, one set of intermediate diaphragms at midspan is recommended. Stagger
and place intermediate diaphragms perpendicular to girder centerline, when the skew is greater
than 25 degrees.
Install temporary diaphragms midway between the end and midspan diaphragm beams before
pouring the end and midspan diaphragm beams (see BR350). Temporary beams may be
removed after removing the deck overhang brackets.
1.5.6.2.9 Earthquake Restraint Details

See Cost Data Books for sample plans and details.
1.5.6.2.10 Fixed Girder Connections

Where girder ends are designed with a fixed connection to an end beam or bent cap, embed the
girder into the end beam (or bent cap) a minimum of 8 inches. Provide transverse bars/rods
through the girder ends as shown on the standard drawings (BR300 & BR310). In addition to
the above requirements, provide strand extensions or dowels at the end of the girder as needed
to ensure adequate transfer of loads to the substructure.
To minimize restraint moments due to girder creep and shrinkage, establish continuity when
the age of the girders is at least 30 days after casting. When a certain concrete age is required by
design to minimize the time-dependent effect, include the following note in the plan sheet with
continuity details:
Place continuity diaphragm at least XX days after the girders are manufactured.
1.5.6.2.11 Girder Spacing

Limit girder spacing to 9 feet for girder sections up to BT72 and 1.5 times girder depth for larger
girders.
PRECAST MEMBERS TOPPED WITH ACP
Side-by-side elements have been historically topped with ACP over a waterproofing membrane.
See BDM 1.9.3.1.6. This type of construction works well in a stage construction scenario as long
as the elements are placed consecutively from one side to the other.
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When using this type of construction, the previous stage precast element at the stage
construction joint must carry some of the wearing surface dead load from the subsequent stage
since adjacent slabs must have their tie rods connected before the wearing surface is placed for
the subsequent stage. This additional load is generally ignored (i.e., the members are designed
as if they were all placed in one stage). Long term creep is thought to mitigate this condition.
To date, annual inspections have found no distress in precast elements due to this practice.
For cases where elements cannot be placed consecutively from one side to the other, it becomes
impossible to place standard transverse tie rods. For this reason, select a different structure
type (ex., spread slabs or girders with CIP deck) when elements cannot be placed consecutively.
Any side-by-side precast slab or box element must be connected to adjacent elements with
transverse tie rods as detailed in BR445. Alternate details, such as intermittent weldments, are
not allowed.
The use of asphalt concrete pavement is no longer allowed due to long term maintenance
concerns. See BDM 1.9.3.1.6.
PRECAST MEMBERS TOPPED WITH CIP CONCRETE
Side-by-side elements may be topped with an HPC deck. See BDM 1.5.6.1 for minimum deck
thickness and reinforcing requirements.
For this type of construction, the deck dead load is substantially larger than the PPC or ACP
case. For this reason, this type of construction must be detailed to prevent the deck dead load
from later stages from being transferred to previous stages.
One solution to this problem is to provide a space (12 to 18 inches) between the stages that is
filled with a CIP closure girder which is placed after full deck dead load is applied to both
adjacent sections. For this case, design the precast members adjacent to the construction joint as
exterior girders. Design the CIP closure girder to carry a contributory portion of live load under
the strength limit states.
Use of spread slabs or boxes is another possible solution for stage construction. When so, use 7
¼ inch minimum deck thickness with two mats of steel as required by BDM 1.5.6.1.
Any side-by-side precast slab or box element must be connected to adjacent elements with
transverse tie rods as detailed in BR445. Alternate details, such as intermittent weldments, are
not allowed.
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1.5.7 Cast-In-Place Superstructure

1.5.7.1 General Design
STRUCTURE DEPTHS
See BDM 1.2.7.2 for minimum depth and live load deflection requirements.
COMPUTATIONS OF DEFLECTIONS
Base computed deflections on the effective moment of inertia of the section.
Estimate long term deflections as instantaneous deflection times a factor of three for reinforced
concrete elements.
1.5.7.2 Interim Reinforcement for T-Beams

See BDM 1.5.5.19.
1.5.7.3 Diaphragm Beam Steel

See BDM 1.5.5.21.
1.5.7.4 Box Girder Stem Flare

Taper changes in girder stem thickness for a minimum distance of 12 times the difference in
stem thickness. See Standard Detail DET3125 for details.
1.5.7.5 Shear Keys and Construction Joints

At construction joints between the stem and slab of concrete girder bridges, use the following
note:
Roughened surface finish. See SP 00540.43(a).
See BDM 1.14.2.2.1.
1.5.7.6 Standard Access and Ventilation in Concrete Box Girders

Provide permanent access to all cells of concrete box girders. Access may require using
manholes or access holes through bottom slabs, diaphragm beams, crossbeams and longitudinal
beams. Standard Drawings BR135 and BR136 show standard access and ventilation details. See
BDM 1.2.10 and BDM 1.15.5 for additional accessibility guidance.
In addition to the standard drawing for Access Holes, draw a section on the plans normal to the
girder through the access hole showing the relationship of the longitudinal stems, utility lines,
April 2024 1-108

and crawl holes to the access hole and ladder. When the drawing is to scale, dimensions need
not be shown.
Use the following guidelines tempered with engineering judgment.
• Deck Access Holes – Avoid placing access holes through the deck of a structure. There
is a potential for the access hole cover to leak. Also avoid disruption of traffic and the
need for traffic protection and direction.
• Bottom Slab Access Holes - Single span bridges will normally require one access hole
per cell. Multiple span bridges will normally require one access hole per cell at each end
of the bridge. Locate access holes in accordance with the guidelines shown on the
standard drawings. An 8 feet minimum height to the access hole is recommended to
discourage unauthorized access into the structure. Keep the inspector in mind when
choosing the access locations. Do not place access holes over railroad tracks.
• Girder Stem Access Holes - Girder stem access holes are to be provided through the
interior stems at the midpoint of all spans. These lateral access points will allow the
inspector to complete their inspection of span or spans without having to exit and
reenter the structure.
• Crossbeam Access Holes - These are not detailed on the standard drawing since their
design will vary widely because of structural requirements. However, only one access
hole will be required per crossbeam when the girder stem access holes are provided.
• Bottom Slab Ventilation Holes - These ventilation holes, similar to the bottom slab access
holes in design except top opening, are intended to be used in all cells of each span not
having access holes. Generally, the ventilation holes would be located near the opposite
end of the span from an adjacent span having access holes. The holes provide additional
ports for removing forms, serves as an exhaust hole when forced ventilation is required
and provides additional natural ventilation.
• Stem Ventilation Holes - These holes provide for the escape of lighter-than-air gases and
are located near the high point of each span as detailed on the standard drawings.
• Ladder Support - The ladder support provides a safe support for the ladder while the
inspector unlocks the access hole cover. After the cover is unlocked, reposition the
ladder through the access hole so the inspector can grab onto the ladder while entering
or leaving the box girder cell.
• Access Cover Prop - The access cover prop is designed to facilitate the opening or
closing of the cover when the ladder is supported by the ladder support. Once the
ladder is through the access hole, release the prop so the cover will lie flat. The prop
would be reengaged upon exiting the box.
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1.5.7.7 Form Removal

All forms are to be removed from cells where access is provided.
Deck forms to be removed may be supported off the bottom slab when the bottom slab is fully
supported, designed to support the added load and has no detrimental effect on the structure.
Deck forms for non-accessible cells may be left in place. Deck forms left in place are not to be
supported off the bottom slab. Web supported deck forms are acceptable. Include an
allowance for deck form dead load in the design loads, see BDM 1.3.2.
1.5.7.8 Bottom Slab Details

Generally, show the bottom slab of box girders to be parallel to the top slab in transverse section
so that all girder stems will be the same depth.
Provide a bottom slab thickness of no less than 6 inches.
For skewed box girders, orient bottom slab transverse bars the same as the deck transverse bars.
See BDM 1.9.1 and LRFD 9.7.1.3 for requirements.
Place a 4 by 4 inch drain hole through each diaphragm beam at the low point of each cell. Place
a 4 inch diameter drain hole through the bottom slab at the low point of each series of cells in a
span. For cells that carry water lines, increase 4 inch diameter to 6 inch diameter.
Figure 1.5.7.8-1 Bottom Slab Drain Details
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1.5.7.9 CrossBeams
See BDM 1.5.5.19 and BDM 1.5.5.20.
1.5.7.10 Fillets
Provide adequate fillets at the intersections of all surfaces within the cell of a box girder, except
at the junction of web and bottom flange where none are required.
Provide a 4 by 4 inch fillet at the intersection of the crossbeam and the deck; and the end
diaphragm beam and the deck. For additional detailing requirements see BDM 1.9.2.
1.5.7.11 Structure Widenings, Cast-in-Place Superstructures

Detail connections between superstructures to prevent widening dead loads from being
transferred to the existing beams. One method is to temporarily support the beam adjacent to
the widening during construction. Designate locations where supports are required and
expected maximum reactions. An alternate method requires closure pours for the diaphragm
and deck slab. See BDM 1.9.4.2 for additional closure pour information.
April 2024 1-111

Figure 1.5.7.11-1 Closure Pour Method for CIP Superstructures
1.5.7.12 Stay-in-Place Forms for Deck

For deck construction, stay-in-place forms will not be allowed. Loss of access for inspection and
future maintenance of the deck preclude the use of stay-in-place deck forms.
April 2024 1-112

1.5.8 Post-Tensioned Structures

1.5.8.1 Design Considerations
1.5.8.1.1 Structure Depths
See BDM 1.2.7.2 for minimum depth and live load deflection requirements.
1.5.8.1.2 Shrinkage and Creep Stresses

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

Values in Table 1.5.8.1.3-1 for shortening of post tensioned, cast in place concrete bridges are
based on field measurements by the ODOT Bridge Section. Compare the design values with the
field measured values and use the more conservative value.
Table 1.5.8.1.3-1 Shrinkage Prior To Tensioning (Theoretical)
Shrinkage Time Period Shortening Length

(inch/foot)
0.4 x .0002 ft/ft x 12 in/ft x 100 ft = 0.10/100
Elastic shortening 0.44/100
Shrinkage and creep after tensioning to 1 year 0.29/100
Shrinkage and creep 1 year to 20 years (anticipated) 0.10/100
These structures were stressed to an average concrete stress of 1200 psi (1000 to 1300 psi). For
other values, the elastic shortening and creep is roughly proportional. ODOT data indicates
that variation of these values by 50 percent would not be unusual.
1.5.8.1.4 Deflections
Estimate long term deflections as the net instantaneous deflection (𝐷𝐷𝐷𝐷 + 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃) times a
factor of two for cast-in-place post-tensioned elements.
1.5.8.1.5 Curved Post-Tensioned Ducts

Design for the radial prestress forces resulting from curved tendons in post-tensioned
structures. Additional shear/flexural reinforcement may be required to resist the lateral web
forces and ties to resist the web bursting forces.
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1.5.8.1.6 Design Moments at Interior Bents of Post-Tensioned Bridges
For crossbeams with widths less than the distance between the top and bottom slab, do not
include the crossbeam in the superstructure section properties. Project the stem and slab
dimensions to the centerline of the bent and use those dimensions to calculate section
properties. Use the negative moment at the bent centerline for design.
Figure 1.5.8.1.6-1 Crossbeam Section Properties
For greater crossbeam widths, use the above section properties and consider adding
supplementary reinforcing steel across the top of the crossbeam to control any theoretical
cracking that may occur from live loading.
1.5.8.1.7 Skewed Box Girders

Box girder bridges with skews of over 20 degrees cannot be safely designed without taking into
account the effects of skew. These effects generally increase as any of the following increase:
skew angle, span length, torsional rigidity of the superstructure. The principal effect of skew is
to increase the reactions at the obtuse corner of the structure and to reduce those at the acute
corners (sometimes even causing uplift). This increases shear in the beams adjacent to the
obtuse corners and produces transverse shear in the deck and bottom slab. These effects can be
reduced by reducing the skew, which generally means lengthening the structure or by placing
crossbeams at interior bents normal to the centerline of the structure.
When torsion due to skew is a problem, consider reducing the torsional stiffness of the
structure. RCDG bridges, either cast in place or with precast girders, are torsionally limber. For
additional detailing of skewed decks see BDM 1.9.2.1.1.
Do not design box girder bridges with bents skewed more than 45 degrees from the normal to
the structure centerline.
Careful design of post tensioning with regard to the deflection and slope of the girder at a
skewed end can nullify or reverse the tendency of the obtuse corner of the skewed structure to
take a disproportionate part of the dead load. Theoretically, this could be done so that under
April 2024 1-114

full 𝐷𝐷𝐷𝐷 + 𝐿𝐿𝐿𝐿 + 𝐼𝐼, the reactions would be equal at all bearings. Even an approximation of this
condition will benefit the design.
1.5.8.1.8 Concrete Tensile Stress Limits

The concrete tensile stress limits given in BDM 1.5.6.1 also apply to post-tensioned members.
1.5.8.2 General Details

BDM 1.5.7 generally apply to post-tensioned box girders as well as conventional box girders.
CONVENTIONAL BOX GIRDERS
See Standard Details DET 3125 and DET 3130 for general details.
PRECAST TRAPEZOIDAL BOX GIRDERS
See BR133 and Standard Details DET 3131, DET 3132 and DET 3134 for general details.
ACCESS AND VENTILATION
See Standard Drawings BR135 and BR136 for general details.
OVERHANG DESIGN AND REINFORCING
See BDM 1.9.2.2.
1.5.8.3 Stress Rod Reinforcement of Bearing Seats

An example of a stress-rod reinforced bearing seat is shown below. In order to retain a significant
amount of prestressing force, provide a rod with stressed length of not less than 10 feet.
Figure 1.5.8.3-1 Stress Rod Reinforcement of Bearing Seats
1.5.8.4 Segmental Construction

Where precast and cast-in-place elements are joined in a continuous, segmental structure,
chamfer exterior corners of the cast-in-place portion to match precast elements. Standard
practice is to chamfer precast elements, even when the chamfer is not shown on our drawings
or the shop drawings.
April 2024 1-115

1.5.8.5 Support Tower Details and Notes

Design the support tower at the end of the suspended span to support the reaction from the
suspended span including the additional reaction due to post tensioning. Show on the plans the
approximate total reaction in kips. Design the tower to accommodate the elastic shortening of the
superstructure due to post tensioning. Make provisions so that the superstructure may be returned
to the plan elevation (raised or lowered) in the event that actual settlement at the top of the tower
differs from the anticipated settlement. Keep the support tower in place until the suspended span
is fully supported by the cantilever and adjoining span.
Figure 1.5.8.5-1 Support Tower Details
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1.5.8.6 Post-Tension Strand Duct Placement

Place ducts for post-tensioned bridges using the detail provided on DET3130. The most
common type of duct arrangement has been the bundled duct detail. This detail can be used
when the duct size does not exceed 4 ½ inches and when the horizontal curvature of the bridge
does not require the use of supplemental ties (see LRFD 5.10.4.3). When the horizontal
curvature does result in the need for supplemental ties, do not use bundled ducts. When
supplemental ties are required due to horizontal curvature, use the following detail:
Figure 1.5.8.6-1 Typical Web and Duct Tie Detail
Detail post tensioned box girders to allow pouring the bottom slab and stems as separate pours.
Design the prestressed tendon path to ensure that the ducts do not fall in the area of the bottom
slab. See Standard Details DET 3125 and DET 3130 for general details. To ensure the ducts are
fully encased in concrete, do not place ducts in the bottom slab and keep ducts at least 1 inch
below the fillet construction joints near the top slabs. Show Figures 1.5.8.6-2 and 1.5.8.6-3 on the
project plans when needed.
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Figure 1.5.8.6-2 Low Point Detail
Figure 1.5.8.6-3 High Point Detail
In some cases it may be necessary to place ducts outside the limits shown above. When so,
special concrete placement details will normally be needed to ensure the ducts are fully encased
in properly consolidated concrete for the entire length of the bridge. For these cases, submit a
design deviation request which shows the proposed duct placement detail. Include with the
request the details and specification language intended to ensure the concrete will be fully
consolidated in areas where the ducts penetrate either into the bottom slab or above the stem
fillet construction joint.
April 2024 1-118

1.5.9 Camber Diagrams

1.5.9.1 Camber Diagrams, General
Show camber diagrams on the plans for all types of cast-in-place concrete structures. The
camber diagram shall be titled, Camber Diagram and be accompanied by the applicable
portions of the following note:
Camber is designed to compensate for deflection due to prestressing, the dead load of all
concrete, stay-in-place forms and wearing surface and the long-term effects of shrinkage and
creep.
An example of a camber diagram for a cast-in-place structure is shown below in Figure 1.5.9.1-1.
Figure 1.5.9.1-1 Camber Diagram Example
April 2024 1-119

1.5.9.2 Precast Prestressed Slabs and Box Beams

Camber of precast prestressed elements occurs due to prestressing strands generally located
below the center of gravity of slabs or box beams. Reflect allowances for camber and grade
correction in top of slab elevations. Increase rail posts lengths and curb heights accordingly near
the ends to obtain the proper finish rail height and curb exposure. Note on the typical deck
section that post lengths may vary due to camber or superelevation. Include information on the
contract plans as shown in Figure 1.5.9.2-1. The figure shows slabs with 7 ¼ inch thick concrete
deck as an example.
Figure 1.5.9.2-1 Concrete Deck Build-Up Detail
1.5.10 Pour Sequences

1.5.10.1 Pour Sequences, General
In order to avoid misunderstanding and claims by the contractor, ensure that construction
sequences and pour sequences are clearly described. Particular care is needed when
symmetrical structures are covered by sketches showing half of the structure.
In general, longitudinal pours in continuous spans are stopped near the bents to allow concrete
shrinkage to occur in the majority of the span. Closure pours over the bent are generally shorter
to minimize shrinkage cracking that could occur between fixed supports or placements.
It is recommended to place bottom slab or beam construction joints at a falsework bent rather
than a permanent bent. Cracking may develop at a permanent bent, when the adjacent
falsework settles or deflects during the concrete placement. For deck closure pours and deck
pour sequence see BDM 1.9.4.2 and BDM 1.9.4.3.
April 2024 1-120

1.5.10.2 T-Beams Supported on Falsework

A typical sketch and pour sequence is shown below in Figure 1.5.10.2-1.
Figure 1.5.10.2-1 Pour Sequence Example Detail
POUR SEQUENCE
1. Pours (1) and (2) are the longitudinal and transverse beams to the bottom of deck (or
fillets). Make all pours (1) prior to pours (2). Beam construction joints shall not be near a
permanent bent but shall be made at a falsework bent. Delay adjacent beam pours by a
minimum of three days.
2. Pour (3) is the (fillets and) deck. Pour (3) to be delayed a minimum of three days after
completion of all pours (2). A deck construction joint may be made over any transverse
beam. Delay pouring adjacent sections of deck a minimum of five days. Do not remove
bulkheads for deck pours until at least three days after completion of pour. Deck pours may
extend over any part of a span or spans so long as they meet these requirements.
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1.5.10.3 Box Girders on Falsework

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

Complicated types of construction require detailed construction sequence notes, such as the
following:
POUR SEQUENCE:
1. Make pour (1).
2. Make pour (2), includes Bent 2 column.
3. Make pour (3a), includes bottom slab and webs to bottom of top fillet, Beam C to bottom
of deck.
4. Make pour (3b), includes deck and top fillets for cast in place section. Delay pour (3b) a
minimum of three days after completion of pour (3a).
5. Apply Stage I post tensioning to cast in place section. Stressing to begin a minimum of 14
days after completion of pour (3), but not until concrete in pour (3) has reached its design
strength.
6. Place prestressed beams. Beams to be placed so that the number of beams in one span
does not exceed by more than four the number in the opposite span.
7. Make pour (4), includes diaphragm beams D and end beams E.
8. Make pour (5), (no less than 60 days after transfer of stress in precast, prestressed beams),
includes deck on prestressed beams to diaphragm beam nearest Bent 2.
9. After pour (5) has been made in Spans 1 and 2, make pour (6a), includes remainder of
Beam C. Let concrete take initial set, and make Pour (6)b, includes remainder of deck.
10. Apply Stage II post tensioning to assembled Spans 1 and 2. Stressing to begin a
minimum of 14 days after completion of Pour (6), but not until concrete in pour (6) has
reached its design strength.
11. Pour curbs.
NOTES:
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o 1. Bents 1 and 3 footings and walls may be poured any time up to seven days
prior to placing of prestressed beams, but concrete must have reached its design
strength prior to beam placement. No part shall interfere with post tensioning
operations.
o 2. Paving slab and sidewalls may be poured at any time except that no part shall
interfere with post tensioning operations.
o 3. Screed deck concrete parallel to bents.
o 4. Composite decks and closure pours shall not be made until at least 60 days
have elapsed from the time of transfer of prestressing force in the precast
elements.
1.5.10.5 Continuous Cast-in-place Slabs on Falsework

For pours over 600 cy, allow a transverse deck construction joint at 0.2 ∗ (𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠) from the next
interior bent.
1.5.10.6 End Bents

When the fit of superstructure elements is critical, be sure to consider the end bent construction
sequencing. Normally the end wall construction is delayed until the superstructure elements
are in place. Delaying the end wall construction also allows the contractor to compensate for
errors in superstructure element lengths and end bent locations. Show a construction sequence
diagram, with notes, as needed.
1.5.10.7 Steel Girders

See BDM 1.6.2.14 for examples.
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1.5.11 Concrete Anchors

1.5.11.1 Anchor Bolts / Rods
1.5.11.1.1 Materials
Anchor bolts / rods, including those for bridges, signs, traffic signals, and illumination
structures, should normally be specified according to one of the following specifications:
• ASTM F1554 is the preferred specification.
• ASTM F1554, grade 36 for low-strength.
• ASTM F1554, grade 55 for medium-strength.
• ASTM F1554, grade 105 for high-strength.
Equivalent ASTM designations for anchor bolts / rods are:
• ASTM A307, Low-strength carbon steel bolts for general use (non-headed rods conform
to ASTM A36).
• ASTM A449, Medium carbon steel bolts and rods to 3 inch diameter. Proof load
requirements are similar to ASTM F3125 GR A325.
Galvanize anchor bolts or rods full length, when galvanizing is desired.
Anchorage of anchor bolts and rods may be accomplished by hooks for ASTM A307 and grade
36 materials. For higher strength materials, a bearing plate tack welded to a nut or a plate
between two nuts should be used.
When tensioning of anchor rods or bolts is desired, load indicator washers may be used up to
1¼ inch diameter (the largest available). Specify load indicator washers on the plans or in the
Special Provisions, when required. Recognize that concrete creep and shrinkage may
significantly reduce anchor rod stress over time.
1.5.11.1.2 Anchor Bolt Sleeves

To allow for some flexibility in placement and small corrections in bearing locations, an anchor
bolt sleeve is often used. The anchor bolt can be field bent slightly to fit the required bearing
location. The bearing plate can be temporarily shimmed and then the pad constructed or the
pad can be constructed with a blockout around the bolt. The sleeve is grouted at a later time.
There are commercially produced anchor bolt sleeves or a fabrication detail can be added to the
drawings.
April 2024 1-125

Figure 1.5.11.1.2-1 Anchor Rod Detail
1.5.11.2 Post-Installed Anchors

1.5.11.2.1 Materials
RESIN BONDED ANCHORS
Normally specify ASTM F1554, as the anchor rod material. ASTM specifications may be
substituted as shown in Table 1.5.11.2.1-1.
Table 1.5.11.2.1-1 ASTM Material Substitutions
Anchor Rod Specifications ASTM Specifications

ASTM F1554 GR 36 A307
ASTM F1554 GR 105 A193 (grade B7) or A449
M31 Rebar, grade 60 A706 or A615
April 2024 1-126

Galvanizing is only required when portions of the anchor are exposed.
Anchor rods do not necessarily need to be fully threaded. Specify the thread length to best fit
the particular application.
BONDING MATERIAL
Use a resin bonding system from the Division's QPL for anchor bolts 1 inch diameter or less.
For larger anchors, use other types of anchorage such as epoxy grout or cementitious grouts
with traditional development lengths.
MECHANICAL ANCHORS
A mechanical anchor system consists of multiple materials and differs from one manufacturer
to another. Corrosion-resistant materials are required for mechanical anchors installed in bridge
elements. As a minimum, specify hot-dip galvanized coating. Type 316 stainless steel is
preferred. All mechanical anchor products on the QPL have an option for providing corrosion-
resistant materials. Use the same type of materials for attachments connected to mechanical
anchors. When this is unavoidable, provide electrical isolation for all dissimilar metals to avoid
galvanic corrosion.
1.5.11.2.2 Design
Ensure that post-installed anchors are embedded in good concrete without active cracks. Avoid
using anchors in sections of the bridge with high tensile stresses perpendicular to anchor holes.
Drilled holes in concrete attract or even induce cracks at the hole location. Cracks in the
concrete will then tend to break down the bond between concrete and epoxy resin for resin
bonded anchors or compromise the mechanical anchor system. Do not use post-installed
anchors to resist earthquake forces within plastic hinge regions of bridge elements (i.e.
columns). Use of post-installed anchors for shear lugs and beam seat extensions is acceptable.
Do not specify anchors larger than 1 inch in diameter using a resin bonded anchor system.
Table 1.5.11.2.2-1 Anchor Diameters and Stress Areas
Diameter (inch) Stress Area (in²) Bar Size Stress Area (in2)
0.5 0.142 4 0.20
0.625 0.226 5 0.31
0.75 0.334 6 0.44
0.875 0.462 7 0.60
1.00 0.606 8 0.79
FHWA Technical Advisory T5140.34 regarding use of adhesive anchor under sustained tension
loads was issued in January 2018. According to the Technical Advisory, FHWA recommends
that post-installed adhesive anchors can be used for resisting sustained tension loads only when
April 2024 1-127

specific requirements are met. The recommendations were based on NCHRP Reports 639 and
757, ACI 318, and ACI 355.4. Anchoring to concrete design guidance was added to Section 5 of the
AASHTO LRFD design specifications, which refers to the ACI design code. The new requirements
apply to all new Federal-aid projects.
Design resin bonded anchors with loads, load factors, and load combinations specified in LRFD
Section 3 and with resistance factors according to ACI 318 Chapter 17 with the following
modifications:
• Uncracked concrete is assumed for design of resin bonded anchor system.
• Use a resin bonded anchor system in concrete with a compressive strength of 2,500 –
8,000 psi.
• Use resistance factors as shown in Table 1.5.11.2.2-2 for applicable failure modes.
Table 1.5.11.2.2-2 Resistance Factors for Design of Resin Bonded Anchors
Failure Mode Strength Reduction Factor φ
Strength Limit State Extreme Event

II Limit State
Others Sustained
Tension
Reinforcement in tension 0.75 0.75 1.00
Concrete breakout in tension 0.65 0.65 0.90
Adhesive bond in tension 0.65 0.33 0.90
Reinforcement in shear 0.65 0.65 1.00
Concrete breakout in shear 0.70 0.70 0.90
Concrete pryout in shear 0.70 0.70 0.90
• For concrete breakout strength in tension, 𝑘𝑘𝑘𝑘 = 24. Use ψ𝑐𝑐, 𝑁𝑁 = 1.0.
• Use characteristic bond stresses from Table 1.5.11.2.2-3 for bond strength calculation. The
bond stresses shown in the table are obtained from the Evaluation Service Report (ESR)
of epoxy resin products on the QPL. The reports are approved by the International Code
Council Evaluation Service, Inc. (ICC-ES). The recommended bond stresses are based on
threaded rod or reinforcing bars installed in holes drilled with a hammer drill and
carbide bit.
April 2024 1-128

Table 1.5.11.2.2-3 Characteristic Bond Stress for Bond Strength in Tension Check
Short-Term Peak Temperature Load Application τ𝒖𝒖𝒖𝒖𝒖𝒖𝒖𝒖

(24 hrs.) (psi)
Equal or Less than 130 F Others 1200
Sustained Tension 480
Greater than 130 F but less than 176 F Others 800
Sustained Tension 320
Before 2019, ODOT used a set of equations developed in-house using historical test data for
calculating anchor capacities. The equations are located in Appendix A1.5.11.2.2.
MECHANICAL ANCHORS
Each manufacturer establishes its own material strength and it differs for different anchor sizes.
Do not specify anchor sizes larger than ¾ inch (nominal) in diameter. Use the nominal material
strengths for anchor design found in Table 1.5.11.2.2-4.
Table 1.5.11.2.2-4 Material Properties for Design of Mechanical Anchors
Undercut Anchor
Material (psi) Stainless Steel Hot-Dip

Galvanized
Yield strength 87,000 Not on the QPL
Tensile strength 105,000 Not on the QPL
Expansion and Screw Anchors
Material (psi) Stainless Steel Hot-Dip

Galvanized
Yield strength 75,000 55,000
Tensile strength 90,000 75,000
Design mechanical anchors with loads, load factors, and load combinations specified in LRFD
Section 3 and with resistance factors according to ACI 318 Chapter 17 with the following
modifications:
• Assume uncracked concrete for design of mechanical anchor system.
• Use a mechanical anchor system in concrete with a compressive strength of 2,500 – 8,000
psi.
• Use resistance factors as shown in Table 1.5.11.2.2-5 for applicable failure modes.
April 2024 1-129

Table 1.5.11.2.2-5 Resistance Factors for Design of Mechanical Anchors
Strength Limit Extreme Event II Limit

State State
Reinforcement in tension 0.75 1.00
Concrete breakout in tension 0.65 0.90
Pullout strength in tension 0.65 0.90
Reinforcement in shear 0.65 1.00
Concrete breakout in shear 0.70 0.90
Concrete pryout in shear 0.70 0.90
• For concrete breakout strength in tension, 𝑘𝑘𝑐𝑐 = 24. Use ψ𝑐𝑐, 𝑁𝑁 = 1.0.
Mechanical anchors from each manufacturer have different details and specifications. The
recommended design parameters listed in Table 1.5.11.2.2-6 ensure that an anchor product on
the QPL can meet the design requirements.
April 2024 1-130

Table 1.5.11.2.2-6 Design Parameters for Mechanical Anchor Design
Undercut Anchor
Nominal Diameter (inch) 0.375 0.500 0.625 0.750
Anchor O.D., da (inch) 0.625 0.750 1.000 1.125
Effective embedment depth, hef (inch) 3.75 4.75 7.25 9.75
Effective cross-sectional area, Ase (in )
2
0.078 0.131 0.226 0.334
Pullout strength, Np, uncr (lbs) Use ψ𝑐𝑐, 𝑃𝑃 = 1.0. 12600 16000 21000 31000
Hole depth (inch) 4.75 5.75 8.25 10.75
Minimum member thickness (inch) 7.25 8.0 10.75 14.0
Expansion Anchor
Nominal Diameter (inch) 0.250 0.375 0.500 0.625 0.750
Anchor O.D., da (inch) 0.250 0.375 0.500 0.625 0.750
Effective embedment depth, hef (inch) 1.5 2.0 3.25 4.0 5.0
Effective cross-sectional area, Ase (in )
2
0.020 0.051 0.101 0.162 0.237
Pullout strength, Np, uncr (lbs) Use ψ𝑐𝑐, 𝑃𝑃 = 1.0 1600 3200 5400 7100 11600
Hole depth (inch) 2.75 3.25 4.50 5.25 6.25
Minimum member thickness (inch) 4.0 4.25 5.5 6.25 7.5
Screw Anchor
Nominal Diameter (inch) 0.250 0.375 0.500 0.625 0.750
Anchor O.D., da (inch) 0.250 0.375 0.500 0.625 0.750
Effective embedment depth, hef (inch) 1.5 2.0 2.5 3.5 4.0
Effective cross-sectional area, Ase (in2) 0.024 0.099 0.183 0.276 0.414
Pullout strength, Np, uncr (lbs) Use ψ𝑐𝑐, 𝑃𝑃 = 1.0 900 3000 3600 4800 9500
Hole depth (inch) 2.75 3.25 4.0 5.25 6.0
Minimum member thickness (inch) 4.0 4.25 5.0 6.25 7.0
Undercut anchors are good alternative to resin bonded anchors for overhead situation with
sustained tension loading.
Overall design calculations for mechanical anchors are similar to resin bonded anchors without
bond strength check. Adequate member thickness is important for mechanical anchors to avoid
splitting failures. When the member thickness is limited and there is not much space for a
longer anchor than the design, add a note on the plan.
For mechanical anchors, the difference between effective embedment depth of anchors (hef) and
total drilled hole depth can vary from ½ to 2 inches depending on each manufacturer. Use the
April 2024 1-131

hole depths shown in Table 1.5.11.2.2-6 as a guide to ensure that anchors will fit inside the
member and around existing rebar during the design.
When any of the above design requirements cannot be met, contact the BDM technical resource
for guidance.
1.5.11.2.3 Drilling Holes in Concrete

When existing reinforcing steel is required by design, require bars to be located prior to drilling.
Drill holes according to manufacturer’s recommendations. Spalling of adjacent concrete is the
main concern when determining the hole location and type of drill to be used. When
recommendations to prevent spalling do not exist, use the following drilling methods:
When center of hole is 6 inches or less from the edge of concrete use either a diamond bit core
drill or a carbide bit rotary hammer with four cutting edges on the diameter.
When center of hole is more than 6 inches from the edge of concrete use either an air hammer,
maximum 9 pound class, or a carbide bit rotary hammer with two cutting edges on the
diameter.
MECHANICAL ANCHORS
Use either a diamond bit core drill or a carbide bit rotary hammer with four cutting edges on
the diameter.
GROUTED ANCHORS
Any type of drill will normally be acceptable. Grouted anchors should always be placed more
than 6 inches from the nearest concrete edge.
1.5.11.2.4 Plan Details

Post-installed anchors are considered critical when failure of the anchors can compromise
public safety. Anchors installed in the following members are considered critical.
• Items attached from tunnel ceiling or under bridge deck.
• Bridge rail anchor.
• Shear lug.
• Beam seat extension.
• Sign structure support.
• Structural connection between existing and new concrete or different materials.
• Fencing support.
April 2024 1-132

List all anchors specified for a construction project in SP 00535.45(c). Indicate which tests are
required for the specified anchors, especially for critical anchors. For anchors that are not critical
and will not see significant loads, tests during construction may be omitted.
For horizontal applications, show drilled holes angled down a minimum of 15 degrees on plan
sheets. For thin members, such as bridge decks, a smaller angle of drilled holes may be specified
to avoid protrusion of the anchors. Specify a minimum drilled angle of 5 degrees. When any
down angle of drilled holes will not work with the design, specify horizontal drilled holes. SP
00535 will require a certified anchor installer to ensure good quality of installed resin bonded
anchors.
When critical resin bonded anchors are used, include the following note on the plans:
Provide and install ( “ diameter F1554 grade (36) (55) (105)) or (# AASHTO M 31,
grade 60 rebar) resin bonded anchors with epoxy resin from the QPL. The characteristic
bond stress used in the design is ____ psi. The minimum pullout strength is lbs with
a minimum embedment (hef) of _____ in. Install anchors according to the manufacturer's
recommendations.
The minimum pullout strength is the smaller unfactored strength of steel reinforcement and
adhesive bond in tension obtained from calculation for a single anchor including applicable
eccentricity, edge effect, and splitting factors. For anchors subjected to sustained tension, the
characteristic bond stress is reduced by a factor of 0.40 in design as shown in Table 1.5.11.2.2-3,
however use the characteristic bond stress of 1,200 psi in calculation for the minimum pullout
strength and show it on the plans for field testing purposes.
MECHANICAL ANCHORS
When critical mechanical anchors are specified, include the following note on the plans:
Provide and install “ nominal diameter Type (A Undercut) (B Expansion) (C Screw)
mechanical anchors using a product from the QPL. The minimum pullout strength is
lbs with a minimum effective embedment depth (hef) of _____ in. (The maximum depth
of the drilled hole is _____ in.) For the design, the steel anchor yield strength is _______
psi and the tensile strength is ______ psi. Provide anchor materials with (Type 316
stainless steel) (hot-dip galvanized coating). Install anchors according to the
manufacturer's recommendations.
The minimum pullout strength is the controlling factored strength for a single anchor including
applicable eccentricity, edge effect, and splitting factors in tension using resistance factors for
Extreme Event II Limit State.
April 2024 1-133

1.5.11.2.5 Testing Requirements
Two types of field tests are required during construction to ensure proper installation and to
achieve as-specified capacity of post-installed anchors. Demonstration Test includes installation
of anchors using the same material and methods as shown on the plan and testing the anchors
to a load at minimum pull out strength. Production Test is performed during construction on
actual anchors used in final position up to a load level specified in the Special Provisions.
1.5.11.2.6 Construction
DRILL TYPES
See BDM 1.5.11.2.3 or SP 00535 for the drill type to be used.
HOLES
Holes for resin bonded anchors are normally 1/8 inch diameter larger than the nominal bolt
diameter. Holes should be cleaned with compressed air, a non-metallic brush and water.
Concrete dust is one of the most destructive elements to a resin bonded system and water is the
best method to remove the dust. Holes for mechanical anchors are dependent on the type and
manufacturer. Holes for grouted anchors are normally 1/4 inch diameter larger than the anchor
diameter.
TEMPERATURE
Epoxy resin is not allowed for low temperature applications. The set times become quite long at
low temperatures. It will normally be better to use a deeper embedment with a non-epoxy
product at low temperatures.
TIGHTENING
SP 00535 requires tightening to only 1/6 turn past snug tight. Consider what tightening is
appropriate for the application and show on the plans, when different than the specifications.
Check when distribution plates are needed to transfer the bearing loads (from the tensioned
bolt) to the concrete.
1.5.11.3 Cast-In Anchors

1.5.11.3.1 Generic Anchor Types
Design cast-in anchors, i.e. hex head bolt with washer, L-bolt, J-bolt, and welded headed stud,
according to Section 5 of the AASHTO LRFD design specifications, which refers to the ACI design
code. Use resistance factors as shown in Table 1.5.11.3.1-1 for applicable failure modes.
April 2024 1-134

Table 1.5.11.3.1-1 Resistance Factors for Design of Cast-in Anchors
Strength Limit Extreme Event II Limit

State State
Reinforcement in tension 0.75 1.00
Concrete breakout in tension 0.70 0.90
Reinforcement in shear 0.65 1.00
Concrete breakout in shear 0.70 0.90
Concrete pryout in shear 0.70 0.90
1.5.11.3.2 Coil Inserts

The smallest coil inserts commercially available are for ¾ inch diameter rods or bolts. Specify
inserts for rods or bolts with a minimum size of ¾ inch diameter. Detail inserts to have a ½ inch
setback under the concrete surface. Use design parameters from Table 1.5.11.3.2-1 for strength
calculation and details for coil inserts.
Table 1.5.11.3.2-1 Design Requirements for Single Concrete Inserts
Bolt or Insert Min. Nominal Strength Reduction Min. Edge Min.

Rod Length Member Capacity in Factor Distance Spacing to
Diameter (inches) Thickness Tension or (inches) Adjacent
(inches) (inches) Shear (lbs) Strength Extreme Inserts
Event (inches)*
¾ 4 5/8 8 16900 0.70 0.90 12 8

1 5 5/8 8¾ 24300 0.70 0.90 16 10
1¼ 7 5/8 10 ¾ 38900 0.70 0.90 24 12
1½ 9 5/8 12 ¾ 55500 0.70 0.90 26 16
*To avoid group effect.
The minimum member thickness accounts for the insert length, setback, and concrete clear
cover. The nominal capacity assumes concrete breakout strength controls. Consider locating
concrete inserts at a distance from the edge of deck according to the minimum edge distance
shown in the table, otherwise an additional strength reduction factor will apply. When the
inserts are not to be used immediately, install short galvanized bolts in the inserts to prevent
rusting of the threads.
April 2024 1-135

1.6 STEEL STRUCTURE DESIGN AND DETAILING

1.6.1 Structural Steel, General
This chapter covers primarily the design and construction of steel plate and box girder bridge
superstructures. It provides guidance for bridge designers working on ODOT projects to
achieve optimal quality and value in steel bridges.
1.6.1.1 Structural Steel, C1.6.1.1

Design Considerations
Take into consideration, fabrication Familiarity with design and construction
requirements, construction techniques and specifications are key to steel bridge design.
future maintenance needs in the design, Designs that merely satisfy the design
including the following items: specifications are often problematic.
• Use the most recent version of the
design specifications.
• Become familiar with construction
and fabrication specifications and
standard drawings applicable to steel
structures.
• Evaluate how construction and
fabrication specifications influence
the design and what modifications or
special provisions may be required.
• During the initial evaluation of
design options, consider consulting
with the Steel Bridge Standards
Engineer, fabricators, steel erectors or
contractors for ideas on achieving an
economical, easy to build and robust
design.
• Ensure that all individual bridge
components fit well together by
accounting for how rotation,
deflection (especially differential
deflection), twist, stiffness (vertical
bending, lateral bending, and
torsion), and skew affect interaction
between different elements.
April 2024 1-136

• Provide clear and distinct load paths
that mitigate or preferably, eliminate
out-of-plane bending.
• Provide adequate access for bolting,
welding, and painting.
• Keep design simple by maximizing
the use of common details and
minimizing the number of plate sizes
and rolled shapes fabricators are
required to purchase. Complicated
details are always difficult to
fabricate and build.
• Do not use details that permit water
and debris to collect on girders.
1.6.1.2 Codes and Standards

Design according to AASHTO LRFD Bridge Design Specifications unless specified otherwise in this
document. See NSBA Guide to Navigating Routine Steel Bridge Design for a guide to designing
routine steel I-girder bridges.
The following AASHTO/NSBA Steel Bridge Collaboration publications are available to aid in the
design and fabrication of steel bridges. These publications can be downloaded from the AISC
website:
• G13.1-2019, Guidelines for Steel Girder Bridge Analysis.
• G12.1-2020, Guidelines to Design for Constructability and Fabrication.
• G1.4-2006, Guidelines for Design Details.
• S10.1-2019, Steel Bridge Erection Guide Specification.
• G9.1-2022, Steel Bridge Bearing Guidelines.
• G1.2-2003, Design Drawing Presentation Guidelines.
• S2.1-2018, Steel Bridge Fabrication Guide Specification.
• G1.3-2002, Shop Detail Drawing Presentation Guidelines.
• G1.1-2020, Shop Drawing Approval Review/Approval Guidelines.
• G4.1-2019, Steel Bridge Fabrication QC QA Guidelines.
• G2.2-2016, Guidelines for Resolution of Steel Bridge Fabrication Errors.
• G4.2-2021, Guidelines for the Qualification of Structural Bolting Inspectors.
• G4.4-2006, Sample Owners Quality Assurance Manual.
• S8.1-2014, Guide Spec. for Application of Coating Systems w/ Zinc-Rich Primers to Steel Bridges.
• S8.2-2017, Specification for Application of Thermal Spray Coatings for Steel Bridges.
The Steel Bridge Design Handbook publication includes 19 chapters of steel bridge design
topics with six design examples to be used as design aids when deciding the design, fabrication
and construction of steel bridges.
April 2024 1-137

1.6.1.3 ODOT Steel Bridge C1.6.1.3

Practice
ODOT does not require Certified Erector
Qualification for erection of steel bridges.
For complex projects in which a contractor
with such qualification is deemed necessary,
obtain Bridge Engineering Section approval
prior to including such requirement in the
contract documents.
Specify caulking according to Standard
Specifications 00594.43(f) to fill and seal
crevices and gaps between structural shapes
and plates, around bolt heads and nuts, weld
terminations and similar areas that would
retain moisture.
Refer to AASHTO/NSBA G1.4-2006,
Guidelines for Design Details for design details
that allow for the economical fabrication and
erection.
FATIGUE DESIGN REQUIREMENTS C FATIGUE DESIGN REQUIREMENTS

Design all welded and bolted connections for The fatigue live load specified in AASHTO
infinite fatigue design life using ADTT from LRFD Article 3.6.1.4 should be used for
LRFD Table 6.6.1.2.3-2. Do not use details checking girder details in accordance with
category E or E’ in any connections for Article 6.6. A single fatigue truck, without
primary load-carrying members. lane loading or variable axle spacing, is
placed for maximum and minimum effect to
a detail under investigation. The impact is 15
percent, regardless of span length. As
specified in Article 3.6.1.1.2, multiple
presence factors are also not to be applied to
the fatigue limit state check for which one
design truck is used. The load factor is 1.75.
It is generally possible to meet the constant
amplitude fatigue limit (CAFL) requirement
for details with good fatigue performance.
Limiting the calculated fatigue range to the
CAFL ensures infinite fatigue life.
April 2024 1-138

Use G13.1-2019, Guidelines for Steel Girder Curved and skewed deck girder bridges
Bridge Analysis Section 4 and Appendix B on have the potential for three-dimensional
selecting the appropriate level of analysis. deflection and rotation. Longer spans
magnify the rotation of the girders and cause
unaccounted stresses on the diaphragm
connections.
1.6.1.4 Estimating C1.6.1.4

Structural Steel Weights
For preliminary quantities or preliminary The Steel Span to Weight Curves are the
girder design, obtain an estimate of steel quickest way to determine the weight of steel
weights for built-up plate composite I- per square foot of bridge deck for straight,
girders from the Span to Weight Curves low skew, plate girder bridges. The curves
from the AISC website. are organized by span arrangement (1, 2 or 3
or more span bridges) and girder spacing.
The curves also provide a double check for
final quantities.
For a more detailed estimate of continuous The Continuous Span Standards include 88
span bridges, refer to the Continuous Span unique solutions for three span bridges with
Standards on the AISC website. center spans between 150 and 300 feet, girder
spacing between 7 feet-6 inches and 12 feet,
and plate girder designs utilizing both
homogenous and hybrid steel options. Each
conceptual solution presented in these tables
is organized based on the following:
• Girder plate sizes.
• Diaphragm spacing.
• Intermediate stiffener sizes and
locations.
• Shear connector spacing.
• Camber.
• Girder weights.
For a more detailed estimate of short span
bridges (40 to 140 feet), refer to Short Span
Steel Bridge Alliance website.
April 2024 1-139

BID ITEMS
Use the following bid items for structural
steel. Use horizontally curved steel (plate or
box) girder bid item when the radius of
horizontal curve on the structure is less than
1,000 feet.
• Steel Rolled Beam.
• Steel Plate Girder.
• Steel Box Girder.
• Steel Plate Girder with haunch.
• Trapezoidal Steel Box Girder with
haunch.
• Horizontally Curved Steel Plate
Girder.
• Horizontally Curved Steel Box
Girder.
• Specialty Bridges (tied arches, Cable
Stayed).
• Structural Steel Maintenance.
For seismic retrofit project, break down the
retrofit item under Structural Steel
Maintenance:
• Structural Steel Maintenance Cross
Frame Strengthening.
• Structural Steel Maintenance
Bumper Blocks.
• Structural Steel Maintenance
Restrainers.
• Structural Steel Maintenance Shear
Key.
April 2024 1-140

1.6.2 Structural Steel, Design

1.6.2.1 Steel Grade C1.6.2.1
Selection
Identify all steel by grade on the contract
plans.
Provide structural steel for bridges These specifications include grades 36, 50,
conforming to ASTM A709 (AASHTO M270). 50W, HPS 50W and HPS 70W. ASTM A709
steel specifications are written exclusively
ASTM A36, A572 or A588 may be used for
for bridges wherein supplementary
structural steel for bridges provided the
requirements for Charpy V-Notch Impact
supplementary Charpy V-Notch Impact test
tests are mandatory.
requirements are included in the Special
Provisions. When Charpy V-Notch Impact
tests are required for ASTM A36, ASTM A572
or ASTM A588 structural steel, use the
supplementary requirements of ASTM A709.
Specify ASTM A709 Grade 50 steel for all
structures that require yield strengths
between 36 ksi and 50 ksi and are to be
painted or galvanized.
Do not use A709 (Grades 36, 50, 50W) steels
for plates thicker than 3-inches, or butt welds
in tension members over 3 inches.
Specify Grade HPS (high-performance steel) Grade HPS 70W steel has recently been
50W and HPS 70W to be Quenched and developed and provides high strength,
Tempered in the contract document. For enhanced durability and improved
thermo-mechanical control processed steel, weldability. Depending on the availability,
require the contractor to provide test grade HPS 70W may be economical only in
samples at both ends of each rolled plate. hybrid girders. With grade 50W webs, use a
Plates that pass the required test are hybrid configuration with HPS 70W tension
acceptable for fabrication. and compression flanges in high moment
regions. See Steel Bridge Design Handbook
Limit plate thickness for HPS 50W and HPS
Chapter 1 Article 2.1.6 Grades HPS 50W,
70W to 2 inches. Consult with the Steel
HPS 70W and HPS 100W for more
Bridge Standards Engineer for specific
background.
project needs.
April 2024 1-141

Provide structural steel for steel piling, metal
sign structures and other incidental
structures conforming to ASTM A36, ASTM
A572 or ASTM A588. Incidental structures
include luminaire and traffic signal
supports, bridge metal rails and metal rail
posts, guardrail connections, earthquake
restraints, bridge deck expansion joints and
fencing post connections, etc.
Use merchant quality steel (non-spec) in
items such as catch basin frame, catch basin,
deck drain grate, manhole rungs and steps,
access hole cover, guardrail spacer blocks,
shims, anchor bolt plate embedded in
concrete, etc. and where a high degree of
internal soundness, chemical uniformity or
freedom of surface defects are not required.
Acceptance of such items is based on visual
inspection.
1.6.2.2 Weathering Steel C1.6.2.2

Avoid requiring weathering steel in painted Weathering steel performs as well but not
applications. better than non-weathering steel in painted
applications.
To achieve the performance expected of Review the following references for
uncoated weathering steel (UWS), prevent appropriate application of weathering steel:
prolonged exposure to wetness or high
• NSBA Uncoated Weathering Steel
levels of chlorides, without the opportunity
Reference Guide.
to dry, by avoiding use in the environments
• Steel Bridge Design Handbook:
stated below.
Chapter 19 – Corrosion Protection of
Steel Bridges.
• Computer Modeling and Analysis of
Truck Generated Salt Spray
Transport Near Bridges.
Similar to regular construction steel,
weathering steels also rust under a wide
range of exposure conditions. But during
this process it forms oxides that remain
tightly adherent to the steel substrate and
April 2024 1-142

develops a much more stable oxide layer
than non-weathering steel. Shortly after blast
cleaning to remove mill scale, weathering
steel turns rusty in appearance. Through
several cycles of wetting and drying (usually
between 6 and 24 months, depending on the
environment), the surface of the steel
develops a tight oxide coating (patina) that
provides its own corrosion resistant surface
finish, eliminating the need for painting and
resulting in minimal future maintenance and
lower life cycle costs.
Do not use weathering steel in the Design deviations will be approved for
environments and locations listed below: environments and locations of concern when
there is a reasonable case for weathering
steel at the specific site. The intent is not to
discourage reasonable use of weathering
steel, but to provide an orderly, documented
process for the judgment necessary to
properly apply weathering steel in
environments and locations of concern. See
NSBA Uncoated Weathering Steel Reference
Guide Article 2.2 and 2.3 for detailed
consideration related to the macro- and
micro- environment.
ENVIRONMENT
• When the bridge site is within two
aerial miles of the coastline.
• At coastal areas (BDM 1.2.4.2) with
eight or more months of the year Average relative humidity by month can be
experiencing average relative obtained through NOAA:
humidity between 76 to 80 percent or • Archived data on from stations in
higher. Oregon in NOAA’s Annual Local
• Industrial areas where concentrated Climatological Data publications.
chemical fumes may drift onto the • Morning and afternoon averages by a
structure. station's period of record from
NOAA’s Comparative Climatic Data.
April 2024 1-143

LOCATION
• Grade separations in tunnel like
conditions.
• Low level water crossings.
o Ten feet or less over stagnant,
sheltered water.
o Eight feet or less over moving
water.
• Conditions that do not allow for the
drying of the steel necessary to
develop a good patina.
With the proper details, good performance
from weathering steel can be achieved by
reduce or eliminate unsightly concrete
staining. Comply with the following design
detailing these requirements:
• Provide adequate drainage beneath
overpass structures to prevent
ponding and continual traffic spray
from below. Communicate the
importance of adequate drainage to
roadway designers.
• Do not detail deck drains that can
discharge water onto the steel,
especially in regions that use de-icing
chemicals.
• Avoid any type of open joint that
allows runoff to reach the steel.
• Provide details that take advantage Provide flange thickness transitions instead
of natural drainage. of flange width transitions for bottom
• Provide drip plates (also called drip flanges (with the thickness added to the
tabs) to divert runoff water and underside of the flange).
protect abutments and columns from
staining.
April 2024 1-144

• Eliminate details that retain water, Use haunched girders with generous
dirt, and other debris. Provide allowances for drainage through stiffener
stiffener clips for proper ventilation copes, snipes, and drain holes since the use
and drainage of haunched girders complicates the efficient
removal of run-off and can result in the
collection of debris at the haunch.
1.6.2.3 Simple for Dead C1.6.2.3

Load Continuous for Live Load
Consider a simple steel bridge system Span configuration plays an important role
(SDCL) for dead load and continuous for live in using steel efficiently. Two span
load in the design of multi-span structures continuous girders for dead and live loads
when simple spans or full continuous spans are not always efficient because of high
do not provide efficient span configuration negative moments. Three span units with
and design. interior spans about 20 to 30 percent longer
than end spans are preferable, but not
always possible.
Relative to full continuous, SDCL bridges
reduce uplift in unbalanced spans, reduce
negative moments at the bents, simplify
fabrication, and eliminate the need for bolted
field splices.
Critical to the functionality of SDCL Concrete diaphragms are a feasible
structures is the continuity connection at the connection detail for providing live load
interior bents. Consider use of concrete continuity over the pier in a SDCL steel
diaphragms over the bridge piers. See girder system when conventional
DET3620. construction methods are employed.
For designs intending to eliminate the deck Link slabs are proven to be an economical
joint at interior bents while allowing simple- detail for eliminating deck joints on bridges.
span bridge behavior to be retained, consider Elimination of the deck joint increases a
using ultra-high performance concrete bridge’s service life, reduces the need for
(UHPC) link slabs as a continuity frequent maintenance, and provides a
connection. Do not use link slab for bridges smooth riding surface. See BDM 1.9.2.3.1 for
with SDC C and D due to unknown more information on UHPC.
performance during a large earthquake.
Research in steel industry practices is
continuously improving. Designers are
encouraged to discuss appropriate
connection details with the Steel Bridge
Standards Engineer.
April 2024 1-145

1.6.2.4 Uplift C1.6.2.4

Avoid span layouts with uplift at end bents When the end spans are much shorter than
for DL case. the interior spans, uplift at the girder ends
can occur and create design and construction
Always consider the presence of uplift at the
problems. When end spans are too long in
ends of continuous girders, particularly with
relation to interior spans, a disproportionate
light, rolled beam units or short end spans.
amount of steel will be required for the end
Uplift restraint, when needed, must satisfy
spans.
the Strength limit state and the Fatigue limit
state. Commentary to AASHTO LRFD Bridge
Design Specifications, Article C3.4.1, indicates
that uplift needs be checked under a strength
load combination. It also provides guidance
in the appropriate use of minimum and
maximum load factors.
1.6.2.5 Girder Spacing C1.6.2.5

Use wider girder spacing to reduce the Many studies show that the weight of
number of lines of girders, which will reduce structural steel per square foot of deck area
shop and field labor. Consider the following decreases as girder spacing increases. Refer
to optimize girder spacing: to G12.1-2020, Guidelines to Design for
Constructability Article 1.2 for more
• ODOT prefers a minimum of four I-
information. Generally, for a bridge with an
shaped beams/girder span for
average span length less than 175 feet, there
vehicular bridges.
is not an appreciable difference in the
• Stability and redundancy of the
structural steel unit weight for the various
structure during future re-decking.
girder spacing summarized in the graph in
• Thicker concrete deck results in more
G12.1 Article 1.2. For a bridge with an average
concrete and reinforcing steel, and
span length more than 175 feet, the designer
possibly in more superstructure
may want to consider a wider girder spacing,
weight.
perhaps between 11 and 13 feet, as this wider
• Wide girder spacing can create
girder spacing trends to a lighter steel
challenges for deck formwork, and
superstructure.
slabs (or floor systems) cannot
adequately support certain With wider girder spacing and AASHTO
overloads. simplified live load distribution factor, the
• On straight bridges, interior and fatigue limit-state check at the cross-frame
exterior girders must be detailed connection-plate weld to the bottom flange
identically. Spacing must be such could control the design of the bottom
that the distribution of wheel loads to flange. It is prudent for the designer to
the exterior girder is close to that of consider moving the cross-frame away from
the interior girder. high flexural location or use refined analysis
April 2024 1-146

to determine the stress at the cross-frame
connection-plate weld to the bottom flange
to achieve economical girder design, rather
than increase the bottom flange thickness for
the entire girder segment.
Bolted tab plate detail is not recommended
(Refer to G12.1-2020, Guidelines to Design for
Constructability Article 2.1.2.2).
1.6.2.6 Shop Lengths of C1.6.2.6

Welded Girders
Optimize the girder segments by reducing
the number of field splices.
All field splices must be bolted. Locate field Maximum girder or girder field segment
splices in welded steel girders by not lengths without a field splice ranges from
exceeding the following shop lengths and 130 feet to 150 feet depending upon cross
mass: section. There may be locations where girder
lengths will be controlled by weight or access
• 150 feet when bridge site is readily
to the bridge site. Long and deep girders
accessible.
may also require auxiliary lateral support
• 130 feet when bridge site is not
during transportation.
readily accessible.
• Fabricators are limited to their shop It is typical to show an optional bolted field
crane sizes. Contact fabricators in the splice to allow the fabricator and contractor
state of Oregon for project specific some flexibility in fabrication and
needs and requirements. transportation.
Longer girders have been fabricated and
hauled to project sites, however contact
fabricators and the Steel Bridge Standards
Engineer when project requires girder
segments longer than 150 feet.
For curved girders, limit the girder sweep
plus the flange width to 6 feet for ease of
shipping. The current legal vehicle width is
8 feet 6 inches without a permit. Limiting the
overall shipping width of curved girders to 6
feet permits fabricators to offset the girder on
the trailer, as is frequently done, while not
exceeding an overall width of 8 feet 6 inches.
Add optional field splices if required.
April 2024 1-147

1.6.2.7 Rolled Beam C1.6.2.7

Sections
Rolled beams can be more economical than
plate girders for their applicable span
lengths (up to 80 feet) because of decreased
fabrication costs. Do not use rolled beam
sections smaller than W18.
Select beams that have a top flange that is
sufficiently wide to provide adequate
spacing for three stud connectors per row.
Beams must be large enough that the elastic
neutral axis of the composite section is
within the steel beam (not within the slab or
haunch).
Rolled beams are not exempt from camber
requirements of BDM 1.6.2.13.
Verify the need for bearing stiffeners for Rolled beams usually do not need bearing
rolled beams by using the provisions in stiffeners.
LRFD Appendix D6.5.
The diaphragms between beams usually
consist of rolled shapes with channels being
the most common choice.
1.6.2.8 Plate Girders

1.6.2.8.1 Flange Width and C1.6.2.8.1
Thickness
The minimum size flange is ¾ inch thick by The minimum ¾ inch flange thickness is to
12 inch wide. minimize the distortion of the flange due to
welding of the flange to the web.
It may not be prudent to minimize the top The girder needs significant lateral load
flange. Flange width affects girder stability capacity to resist lateral transportation loads
during handling, erection, and deck and lateral loads from deck overhang
placement. Keep the girder length (length of brackets and deck placements. Another side
the unspliced individual girder field section) benefit of providing generous top flange is
to flange width ratio below 85. that the non-composite deflections are
reduced. See LRFD Appendix C6.10.2.2 for
commentary.
April 2024 1-148

Minimize the number of changes in flange Constant width flanges enable the fabricator
size, as the cost of a butt weld will offset a to order the flanges in multiple width plates
considerable length of excessive flange area. which are more economical than universal ill
When locating flange thickness transitions plates. The shop flange splices can be made
(shop flange splices), include no more than while the plates are in wide slabs and cut to
two butt splices or three different flange widths simultaneously with multiple cutting
thicknesses for an individual flange between torches. Also, the recommended practice for
field splices, except for unusual cases such as general constructability is to favor flange
very long or heavy girders or mill length thickness transitions instead of flange width
availability limits. transitions.
Limit the maximum change between Efficiently locating thickness transitions in
adjacent plates to 6 inches in width, at both plate girder flanges is a matter of plate length
welded and bolted connection section availability and the economics of welding
changes. and inspecting a splice compared to the cost
of extending a thicker plate. Refer to NSBA
G12.1 Guidelines to Design for
Constructability Article 1.5.1 for optimizing
flange thickness transitions.
The rule of thumb is to limit flange The rule of thumb accomplishes two things.
transitions such that the smaller flange at a First, the bending stress gradient in the
welded transition is no less than 50 percent girder web due to the change in section
of the area of the larger flange. properties does not become overly steep
when this criterion is met. Second, it has
been demonstrated in past designs that,
when the flange transition results in greater
than a 50 percent reduction in flange area,
either the transition is not in the optimum
location or an additional transition may
prove to be economical.
Minimizing the number of changes in the top
flange will also facilitate easier deck forming.
Make top and bottom flanges a constant
width where possible. When a change in
bottom flange width is needed, make it at a
bolted splice location.
Limit the maximum flange thickness to 3
inches. At welded flange splices, the thinner
plate must not be less than one-half the
thickness of the thicker plate.
April 2024 1-149

Generally, use a minimum flange width that
is equal to the width of the flange resisting
the maximum positive moment. Widen the
flange as necessary in negative moment
areas so the flange thickness will not exceed
3 inches at the bent.
1.6.2.8.2 Web Depth and Thickness C1.6.2.8.2

Girder depths, particularly for haunched
girders, may be limited because of
transportation constraints.
Use web depths in whole-inch increments. Commonly used web plates range from 48 to
Minimum web thickness is ½ inch. Thinner 96 inches deep. The recommendations in
plates are subject to excessive distortion LRFD 2.5.2.6.3 provide a good estimate of a
from welding. minimum web depth for straight girders. If
vertical clearance is not a problem, adding
Use web plate of sufficient thickness to
depth can result in lighter girders. For
eliminate the need for transverse stiffeners
curved girder web depth, use either the
either entirely or partially. In high shear
AASHTO recommended minimum depth for
regions, when transverse stiffeners are
straight girders, increased by 10 to 20
spaced at 8 to 10 feet prevent the need for a
percent, or use LRFD Equation 2.5.2.6.31 as a
thicker web, the use of a stiffened web can be
starting point. A rule of thumb for a well-
justified.
proportioned superstructure is to have total
section depth (slab plus girder) in the range
of 0.033L to 0.04L (L = c–c bearing length).
For web depths up to 96 inches, provide
sufficient thickness to preclude the need for
longitudinal stiffeners.
The labor to place and weld one foot of
stiffener is equal to about 25 pounds of steel.
Unstiffened webs reduce fabrication,
painting costs (for non-weathering steel) and
flange sizes. Thicker webs are also helpful in
reducing web distortion due to welding and
in supporting deck overhang brackets for the
deck placement.
April 2024 1-150

Design web plates in 1/16 inch increments The cost of a square butt joint web splice is
with a note that the contractor may increase equal to about 800 pounds of steel per foot of
the web thickness shown by 1/16 inch at no splice. When web plates are over 80 feet long
additional cost to the State. Minimize web and constant thickness, provide the
transitions as the cost of a butt weld web fabricator an optional shop splice on the
splice often exceeds the cost of the added design plans. The most economical bid can
material between sections. then be prepared according to the mill length
extras, market areas available, and
transportation and handling costs.
1.6.2.8.3 Girder Splices C1.6.2.8.3

Locate splices to avoid conflicts with wind
bracing, diaphragms and intermediate
stiffeners. Layout locations of all
intermediate stiffeners, diaphragms and
wind bracing to avoid conflicts with the
flange cutoff points (and possible splice
locations).
Splices are a natural location to make For flexural members, it is recommended

changes in the flange size to eliminate flange that the smaller section at the point of splice
welds. Maintain the same web thickness on be taken as the side of the splice that has the
each side of the splice. smaller calculated moment of inertia for the
non-composite steel section.
1.6.2.8.4 Intermediate Web C1.6.2.8.4

Stiffeners
When used, provide transverse intermediate
stiffeners on both faces of the webs of interior
girders and on the interior faces, only, of
exterior girders. Specify stiffener widths in ½
inch increments. Specify thickness in 1/8 inch
increments using 3/8 inch as an absolute
minimum.
Rigidly connect the stiffeners to the
compression portions of the flanges.
Stiffeners may be welded to compression
flanges. Ends welds ¼ inch away from the
edge (snipe, clip, etc.) to avoid a poor quality
weld termination. See Figure 1.6.2.8.4-1 for
details of intermediate web stiffeners.
April 2024 1-151

Figure 1.6.2.8.4-1 Intermediate Web Stiffeners
April 2024 1-152

1.6.2.8.5 Bearing Stiffeners C1.6.2.8.5
Select bearing stiffener widths in increments Bearing stiffeners and the web act as a
of ½ inch. Specify thickness in 1/8 inch column section, transferring loads from the
increments. Bearing stiffeners should extend superstructure to the substructure. In
to ½ to ¾ inch from the flange edge. combination with the end frames, they also
Minimum size of fillet weld is specified in transfer lateral loads from the superstructure
BDM 1.6.3.2. See Figure 1.6.2.8.5-1 for details to the substructure.
of bearing stiffeners.
Fabricators strongly discourage full- Full-penetration welds distort the bearing

penetration welding of bearing stiffeners to area of the bottom flange.
flanges.
Figure 1.6.2.8.5-1 Bearing Stiffener Detail
Limit bearing stiffeners skew angle at end

bents or interior bents to the values shown in
Figure 2.3 of the AWS D1.5 for bearing
stiffeners to web connection. Discard the
footnotes of the figure which permits angles
April 2024 1-153

less than 60 degrees. When the skew angle
exceeds limit shown on Figure 2.3, use bent
plates or half-round bearing stiffeners.
1.6.2.9 Check Samples and

Nonredundant Steel Tension
Members
1.6.2.9.1 Check Samples C1.6.2.9.1

Identify tension members and elements that
require notch toughness check samples on
the plans.
Check samples are required for cross-frame
members on curved steel girders.
Figure 1.6.2.9.1-1 Check Sample Identification Detail
1.6.2.9.2 Nonredundant Steel C1.6.2.9.2

Tension Members
Clearly identify nonredundant steel tension

members (NRST) on the plans. See FHWA-
HIF-19-088 Bridge Welding Manual Article
7.2.4 Design Detailing Practice for identifying
nonredundant steel tension members.
April 2024 1-154

1.6.2.10 Fit-up and C1.6.2.10

Intermediate Cross-Frames
Fit-up of steel bridge members is a critical Steel bridges, including straight and skewed
component in the overall success of a project. bridges, should be detailed so they are
Clearly convey to the fabricator and erector plumb in the final condition. For steel girder
the intent of the design as it relates to bolting bridges this means that the girder webs
and pinning, camber, bolted field splices, should be plumb after deck and barrier
and differential deflections. State in the placement. This is accomplished by detailing
contract documents the fit condition for the cross-frames to the final position. The
which the cross-frames or diaphragms are to girders are then installed to fit the cross-
be detailed according to LRFD 6.7.2. frames, requiring that for skewed bridges
they be rolled during fit-up so that they are
Include a note in the contract drawings
out of plumb under steel dead loads.
stating that the girder webs are plumb in the
Tolerances for web plumbness/girder
final condition.
layover are specified in the AASHTO/NSBA
This requires the erector to force fit the Guide Specification S10.1-2014, Steel Bridge
diaphragms with the girders out-of-plumb Erection Guide Specification Section 9.
prior to deck placement. Rotation of girders
Steel Dead Load Fit (SDLF, also known as
resulting from the deck placement plumbs
Erected Fit): For bridges which are detailed
the girders web and releases stresses caused
for SDLF the girder webs should be plumb
from force fitting the diaphragms.
(within reasonable construction tolerance) at
the end of steel erection, prior to deck
placement. When they are not plumb at the
end of steel erection (prior to deck
placement), the engineer should be
consulted and remedial action should be
considered. Later, when the deck is placed,
the webs will lay over and be out of plumb.
This sequence of webs being plumb prior to
deck placement and out of plumb after deck
placement is normal and generally does not
represent a problem.
Total Dead Load Fit (TDLF, also known as
Final Fit): For bridges which are detailed for
TDLF the girder webs should be plumb
(within reasonable construction tolerance) at
the end of deck placement. The webs will be
out of plumb at the end of steel erection,
prior to deck placement. When the webs are
plumb at the end of steel erection (prior to
April 2024 1-155

deck placement), or are out of plumb in the
wrong direction or beyond reasonable
construction tolerances, remedial action
should be considered. When the webs are in
their correct, anticipated out of plumb
position prior to deck placement, then when
the deck is placed the webs will rotate (twist)
to a plumb position (within reasonable
construction tolerance), at least at the
supports. This sequence of webs being out of
plumb prior to deck placement and plumb
after deck placement is normal and generally
does not represent a problem.
SKEWED AND CURVED I-GIRDER BRIDGE FIT AND FRAMING ARRANGEMENTS
See Skewed and Curved Steel I-Girder Bridge Fit (Standalone Summary) and Skewed and
Curved Steel I-Girder Bridge Fit (Full Document) for more information.
Recommended Fit Conditions for the following I-girder bridges:
• Straight bridges where one or more support lines are skewed more than 20 degrees from
normal;
• Horizontally curved bridges where one or more support lines are skewed more than 20
degrees from normal and with an L/R in all spans less than or equal to 0.03;
• Horizontally curved bridges with or without skewed supports and with a maximum L/R
greater than 0.03;
where:
L = actual span length bearing to bearing along the centerline of the bridge (feet)
R = girder radius at the centerline of the bridge (feet)
Fit Condition – deflected girder geometry associated with a targeted dead load condition for
which the cross-frames are detailed to connect to the girders
April 2024 1-156

Table 1.6.2.10-1 Recommended Fit Conditions for I-Girder Bridges
Loading Condition Fit Construction Stage Fit Description

No-Load Fit (NLF) Fully-Cambered Fit The cross-frames are detailed to fit to the girders
in their fabricated, plumb, fully-cambered position
under zero dead load.
Steel Dead Load Fit Erected Fit The cross-frames are detailed to fit to the girders
(SDLF) in their ideally plumb as-deflected positions under
bridge steel dead load at the completion of the
erection.
Total Dead Load Fit Final Fit The cross-frames are detailed to fit to the girders
(TDLF) in their ideally plumb as-deflected positions under
the bridge total dead load.
Table 1.6.2.10-2 Recommended Fit Conditions for Straight I-Girder Bridges (including Curved I-
Girder Bridges with L/R in all spans less than or equal to 0.03)
Span Length Recommended Acceptable Avoid
Square Bridges and Skewed Bridges up to 20 deg Skew

Any span length Any None
Skewed Bridges with Skew greater than 20 degree and 𝑰𝑰𝒔𝒔 ≤ 𝟎𝟎. 𝟑𝟑𝟑𝟑 +/−
Any span length TDLF or SDLF - NLF
Skewed Bridges with Skew greater than 20 degree and 𝑰𝑰𝒔𝒔 > 𝟎𝟎. 𝟑𝟑𝟑𝟑 +/−
Span lengths up to 200 feet +/- SDLF TDLF NLF
Span lengths greater than 200 feet +/- SDLF - TDLF & NLF
Table 1.6.2.10-3 Recommended Fit Conditions for Horizontally Curved I-Girder Bridges
((𝐿𝐿/𝑅𝑅)𝑀𝑀𝑀𝑀𝑀𝑀 > 0.03)
Radial or Skewed Supports
Span Length Recommended Acceptable Avoid

(𝐿𝐿/𝑅𝑅)𝑀𝑀𝑀𝑀𝑀𝑀 ≥ 0.2 NLF SDLF TDLF
All other cases SDLF NLF TDLF
Detail for a Steel Dead Load Fit, unless the maximum L/R is greater than or equal to 0.2.
When (𝐿𝐿/𝑅𝑅)𝑀𝑀𝑀𝑀𝑀𝑀 ≥ 0.2, detail for No-Load Fit, unless the additive locked-in force effects from Steel
Dead Load Fit detailing are considered.
April 2024 1-157

CROSS-FRAME DESIGN
Design and detail cross-frame based on rational analysis for all stages of construction and service
life according to LRFD 6.7.4. See G13.1-2019, Guidelines for Steel Girder Bridge Analysis Section
4 and Appendix B on selecting the appropriate level of analysis. Rational analysis of cross-frames
depends on accurately analyzing the structure and determining the appropriate force effects.
• When a bridge is designed using line girder analysis methods, evaluate the cross-frames
for minimum stability bracing strength and stiffness requirements as well as wind loads
and construction loads. Per LRFD 6.6.1.3.1, in the absence of better information, design
the welded or bolted connection to resist a 20.0-kip lateral load for straight, nonskewed
bridges. Per LRFD C6.10.10.1.2, in lieu of a refined analysis, cross-frame or diaphragm
force for an exterior girder may be taken as 25.0 kips.
• Where cross frame fatigue forces control the design, live load force effects in cross-
frames and diaphragms should be calculated by 2D grid or 3D analysis model, careful
consideration for modeling of cross-frames and the distribution of loads among the
girders is crucial.
o LRFD C6.6.1.2.1 – Calculate fatigue stress using only a single transverse lane
position. Determine maximum fatigue stresses in cross frames with the truck
confined to one critical transverse position per each longitudinal position
throughout the length of the bridge. Standard grid design software is generally
not considering this. This requires isolating loading from individual lanes in the
analysis. To satisfy this requirement, an influence-surface grid of 5 feet
(longitudinal) by 4 feet (transverse) has been shown to adequately capture the
maximum force effects.
o For 2D models using equivalent beam, use Timoshenko beam approach, see
G13.1-2019, Guidelines for Steel Girder Bridge Analysis Section 3.11.3. The
Timoshenko beam approach provides the most realistic estimate of the cross-
frame stiffness because it considers both flexural and shear deformations.
Include the transverse stiffness of the deck.
o Using a single adjustment factor of 0.65 applied to the Fatigue I load factor of
1.75 and the Fatigue II load factor of 0.8.
o Apply the stiffness reduction factor in the model (apply to AE). Independent
stiffness modification factors are proposed for the construction stages (Rcon = 0.65)
and for in-service conditions (Rser = 0.75).
See the following references for additional guidance:
• Proposed Modification to AASHTO Cross-Frame Analysis and Design
o Appendix B: Cross-Frame Design Example (Straight Bridge)
o Appendix C: Cross-Frame Design Example (Curved Bridge)
• G12.1-2020, Guidelines to Design for Constructability Section 2.2.6
• FHWA Steel Bridge Design Handbook: Volume 13 – Bracing System Design
April 2024 1-158

For skewed (greater than 20 degrees) and curved I-girder bridges:
• See LRFD C6.7.4.2 for discussion about beneficial framing arrangements in skewed and
curved I-girder bridges to alleviate detrimental transverse stiffness effects.
• It is recommended to offset the first intermediate cross-frame placed normal to the girders
adjacent to a skewed support as shown in Figure 1.6.2.10-1.
Figure 1.6.2.10-1 Cross-Frame Layout for Bridge with Skewed Support
• Framing of a normal intermediate cross-frame into or near a bearing location along a

skewed support line is strongly discouraged unless the cross-frame diagonals are omitted.
• At skewed interior bents and end bents, place cross-frames along the skewed bearing line,
and locate intermediate cross-frames greater than or equal to the recommended minimum
offset from the bearing lines.
• For curved I-girder bridges, provide contiguous intermediate cross-frame lines within the
span in combination with the recommended offset at skewed bearing lines.
MEMBER SELECTION AND DETAILING
Select the most economical cross-frame members which meet the strength and detailing
requirements of the design. Minimize the number of different types or sizes of members used in
a given design. Consider the following for cross-frame member selection:
• Equal leg angles are often more cost-effective than unequal leg angles. Do not use back-
to-back angles as cross-frame members. Common angle sizes for diaphragms range from
L3 x 3 x 5/16 to L6 x 6 x 5/8.
• Only use WT sections when design forces exceed the capacity of angle sections. Do not
use WT shapes in small quantities.
• When channel sections are used, C shapes are preferable to MC shapes. A bent-plate
diaphragm, in the shape of a channel, is a possible option to provide to the fabricator for
diaphragms on shallow plate girders (4-foot-deep web or less) or rolled beams.
• Design and detail cross-frames such that they can be erected as a single unit. Fabricators
and erectors discourage diaphragms that require erection in separate pieces.
• Design cross frames as deep as practical so that the diagonals of the cross frame have large
enough angles to prevent the gusset-type plates at the ends of the cross frame from
becoming too large.
April 2024 1-159

In choosing between intermediate cross-frames of K or X form, use the X form when the ratio of
the beam spacing to the frame depth is less than two. Use the K form when the ratio is greater
than two. Consider a solid plate diaphragm when the depth of the frame approaches 3 feet or
less.
Consider maintenance and inspection requirements in the cross-frame design. Provide adequate
clearance for sandblasting and painting. Avoid inaccessible areas. It may be necessary to provide
for maintenance walkways or utilities through the cross-frames. See BDM 1.15.5 for accessibility
requirements and BDM 1.12.6 for utility requirements.
Rigidly connect cross-frames to the top and bottom flanges to prevent web distortions and
cracking. Weld stiffeners to compression and tension flanges as shown on Figures 1.6.2.10-2 and
1.6.2.10-3. Stop ends of welds about 1/4 inch away from the edge (snipe, clip, etc.) to avoid a poor
quality weld termination.
Where two adjacent plate girders have significant differential deflection, such as the first row of
cross-frame from the end bents, do not use the K or X type of cross-frames. Use details shown on
Figure 1.6.2.18-2. Check fatigue requirements of all welded connections.
Provide intermediate cross-frames between the box girders and steel tub girders.
CONNECTION PLATES FOR BRACING MEMBERS
Cope diaphragm connection plates, which are welded to both the web and flange of a plate girder,
a minimum of 1 ½ inches to prevent intersection of the two welds. Avoid lateral connection plates
for lateral bracing which will be connected to the web of the plate girder or box girders. Bolt
lateral connection plates to the flange of the steel girder. Cope lateral connection plates to be clear
of any transverse web stiffener or diaphragm connection plate.
It is desirable to have all cross-frame member center of gravities intersecting at a common point
(identified as work points, WP on design drawings). Locate work points either at the centerline
of the girder web or at the corner bolt within the connection. It is difficult to develop details such
that the member force vectors intersect the bolt group center of gravity. Therefore, design for the
eccentric loads in the connection.
April 2024 1-160

Figure 1.6.2.10-2 Transverse Connection Plates
Figure 1.6.2.10-3 Transverse Connection Plates on Curved Girders
April 2024 1-161

1.6.2.11 Cross-Frames at C1.6.2.11

Bents
Design cross-frames at bent for seismic The assumed load path for the flow of forces
loading obtained from a linear elastic seismic is accommodated through deck slab to-
analysis or the force Vpo, whichever is less for girder interfaces to main beams or girders
bridges with SDC B and C. and cross-frames, and to all components of
the bearing assembly to substructure (see
Cross-frames at bents are more critical to
LRFD 4.6.2.8).
transfer seismic forces from the
superstructure to the substructure. One The shear studs at the ends are critical in
solution is to use detail Figure 1.6.2.11-1 with transferring the transverse seismic forces
welded studs added to the top flange of top from the deck slab into the steel
chord members to provide the lateral superstructure and down to substructure. A
resistance and transfer seismic loads from top chord connecting the deck slab to the end
the concrete deck to substructure. cross frames was found to be effective in
transferring these forces and resist rotation
When a joint system is required for a cross-
at the top of the girders in the absence of
frame at end bents, it may be necessary to
sufficient studs on top of the girders.
use details similar to cross-frames at
continuous beam interior bents.
Diaphragms or cross-frames are required
along skewed interior bents and end bents.
See BDM 1.6.2.10 for more information.
Figure 1.6.2.11-1 Cross-Frame Details at Bent
April 2024 1-162

1.6.2.12 Composite Action C1.6.2.12

and Flange Shear Connectors
Provide shear connectors in all portions of Previous practice was to not use concrete
continuous spans, positive or negative reinforcement to increase the moment
moment. capacity of composite girders in the negative
moment areas.
For deflection and moment calculations
include longitudinal reinforcing steel in the
composite section properties of the girder in
the negative moment areas.
Extend shear connectors at least one inch Generally, the deck build up on steel girders
above the mid depth of the deck and no less is constant except for bridges with variable
than one inch of clearance below top mat cross-slopes (super elevation) along the
deck reinforcing. bridge. However the top flange plate
thicknesses may vary. Consider the effect of
top flange thickness variation and bridge
deck super elevations when checking the
shop drawings or specifying the shear
connector’s length. The advantages of
longer shear connectors are in distributing
load to larger area of the bottom mat
reinforcing steel when a girder fails in
fatigue. The concrete deck will distribute a
portion of the unsupported load of the failed
girder to adjacent girder(s).
April 2024 1-163

Figure 1.6.2.12-1 Shear Connector Layout
1.6.2.13 Beam Camber C1.6.2.13

Steel beams are cambered to compensate for
dead load, shrinkage deflections and
gradelines. The final position of the bottom
flange is either flat or follows the grade,
except in a sag vertical curve. Do not place a
final negative camber in a beam. Profile
grades can be incorporated into the camber
by either added camber in the beam or by
varying the deck flange build-ups along the
beam. Sag vertical curves always require
flange build-ups.
Consider the superelevation of the deck in
the design of minimum flange build-ups.
Slope adjustment or build-up for straight
girders on curved roadways must also be
April 2024 1-164

considered. Deck grades are based on the
roadway centerline and straight girders are
offset at midspan from the centerline. As a
result, the adjustment is the superelevation
times the midspan offset. Additional beam
camber at midspan or additional build-up at
the ends will be required. See Figure 1.6.2.13-
1.
In addition to girder deflections, show girder Showing girder rotations will allow shop
rotations at bearing stiffeners. plan detailers to compensate for the rotations
so that bearing stiffeners will be vertical in
their final position.
Figure 1.6.2.13-1 Superelevation Deck Build-Up
Sketches of camber options for simple spans

are shown in Figures 1.6.2.13-2 through
1.6.2.13-4.
April 2024 1-165

Figure 1.6.2.13-2 Case 1: Crest Vertical Curve with Beam Grade Camber
Figure 1.6.2.13-3 Case 2: Crest Vertical Curve with Build-Up for Grade Camber
Figure 1.6.2.13-4 Case 3: Sag Vertical Curve with Build-Up for Grade Camber
April 2024 1-166

SHRINKAGE CAMBER C SHRINKAGE CAMBER
Bridge deck shrinkage has a varying degree
of effect on superstructure deflections. Use
some judgment in evaluating this effect on
camber.
A shrinkage strain of 0.0002 applied to the
long-term composite section using 3n may
be used to estimate the long-term effects of
shrinkage using an approximate method.
For structures requiring close tolerances on
girder cambers, perform refined analysis of
shrinkage effects using structural analysis
software such as MIDAS Civil.
CAMBER DIAGRAMS C CAMBER DIAGRAMS

Show the data in Table 1.6.2.13-1 for steel Bridge deck shrinkage should be the smallest
beam camber on the contract drawings. portion of the total camber. It has greater
influence on shallower girder sections, e.g.
rolled beams. Simple spans will see more
effect than continuous spans.
Tests have indicated that the unit shrinkage
of the slab in composite beams (i.e., the
shrinkage strain adjusted for long-term
relaxation effects) may be taken equal to
0.0002.
Table 1.6.2.13-1 Steel Beam Camber Template
Camber Item Value

Grade line camber
Dead load camber
Superimposed Dead load
camber
Shrinkage camber
Total Camber
Camber due to weight of
steel beam and diaphragm
April 2024 1-167

Sketches of camber diagram examples are
shown in Figures 1.6.2.13-6 and 1.6.2.13-7.
Figure 1.6.2.13-6 Camber Diagram Example 1
April 2024 1-168

Figure 1.6.2.13-7 Camber Diagram Example 2
1.6.2.14 Deck Pour Sequence

See BDM 1.9.4.3.
April 2024 1-169

1.6.2.15 End Bents Detailing C1.6.2.15

It is desirable to eliminate end bent joints or
make construction jointless to protect the
girder steel from leaking joints.
Use the extended deck detail or semi integral See BDM 1.11.2.5 and 1.11.2.6 for additional
abutments similar to Figures 1.6.2.15-1 or guidance.
1.6.2.15-2.
Use the integral abutments when geometry
and span length allow.
Show a coated or painted section at the ends
of plate girders. On jointless bridges coat or
paint the end of the girder with three coat
paint system for a length of 1 foot outside the
concrete interface and 4 inches inside the
concrete interface. See Figure 1.6.2.15-3.
Where joints cannot be avoided, show a
coating or painting detail at the end of plate
girders. Coat or paint the end of the girder
for a length at least 1.5 times the depth of the
girder and all attachments within this limit.
See Figure 1.6.2.15-4. Match the paint color
developed by the weathering steel patina 2.5
years after completion of the bridge
construction. See Figure 1.6.2.15-4.
April 2024 1-170

Figure 1.6.2.15-1 Extended Deck Details at End Bents
April 2024 1-171

Figure 1.6.2.15-2 Semi Integral Bent Detail
April 2024 1-172

Figure 1.6.5.15-3 Integral Bent Detail
Figure 1.6.2.15-4 Girder End Coating Limit
April 2024 1-173

1.6.2.16 Expansion Joint C1.6.2.16

Blockouts
Show a blockout detail (see Figure 1.14.2.4-1) Providing a blockout makes the adjacent
on the plans to allow the expansion joint deck pour easier, provides smoother deck
assembly to be placed after the final deck transition to joint, and allows the majority of
pour. the superstructure shrinkage to occur prior
to joint assembly placement.
1.6.2.17 Bearings and Anchor C1.6.2.17

Rods
Due to high cost, avoid using built up steel
bearings, pot bearings, and spherical
bearings.
Use elastomeric bearings wherever possible.
Use circular elastomeric bearings on curved
steel girders.
See also BDM 1.14.1 and G9.1-2004, Steel
Bridge Bearing Design and Detailing
Guidelines for additional guidance. See
Drawing E2.3 for preferred bearing anchor
rods connection detail.
1.6.2.18 Structure Widening C1.6.2.18

Avoid transferring dead loads from the
widening to existing beams. Specify
diaphragms between the widening and
existing girders with a closure pour at the
deck level as shown in Figure 1.6.2.18-1 and
Figure 1.6.2.18-2. The diaphragms are for
lateral load resistance.
April 2024 1-174

Figure 1.6.2.18-1 Widening Closure Pour Detail
Figure 1.6.2.18-2 Diaphragm Connection Detail
April 2024 1-175

1.6.3 Welding
1.6.3.1 Welding, Design C1.6.3.1
Considerations
The following four categories loosely
describe the most common types of welding
needed for design work in roadway and
bridge sections.
1. INCIDENTAL STRUCTURES In general the weld is not required to fully

(AWS D1.1): Welding under this category develop the strength of the joining parts.
consists of light structural joining such as Visual inspection of the final product is all
handrails, fencing, and sheet metal products. that is expected.
2. GENERAL STRUCTURAL In general the weld will develop the ultimate

WELDING (AWS D1.1): Welding under this strength of the joining parts but is not
category consists of partially or fully expected to provide maximum fatigue life
developing the strength of the joining parts unless nondestructive testing is specified for
such as pile splices and attachments, guard acceptance.
rails, signing and lighting support,
expansion joints (unless prefabricated by an
approved supplier), seismic restraint
fixtures and bearings (unless directly
welding to main structural elements of a
bridge).
3. STRUCTURAL WELDING OF In general it is desired to develop the full

REINFORCING STEEL (AWS D1.4): strength of the reinforcing steel to be joined.
Welding under this category consists of Almost any type of reinforcing steel can be
splicing and anchoring either new successfully welded provided the chemistry
construction or existing reinforcing steel in of the steel is known (from either mill
concrete columns and girders. Note that certifications or field testing) and an
LRFD 9.7.2.5 does not allow welded splices appropriate welding procedure is developed
of bridge deck reinforcement due to fatigue and followed. Unknown steels need to have
considerations. The particular weld joint a sample extracted (approximately 2 to 4
design usually consists of either flare-bevel grams) and testing for chemistry.
welds or butt joints with back up bars see
The welding procedure is developed from
Figure 1.11.3.6-2 for examples. Ensure the
AWS D1.4 using the carbon equivalent
contractor provides a CWI during field
method. This type of welding is almost
welding.
always performed in the field and thus needs
April 2024 1-176

to be monitored by a certified welding
inspector (CWI). Acceptance is usually
based on visual examination, but other
methods can be used when concerned about
fatigue.
4. BRIDGE WELDING (AWS D1.5): In general the welding is expected to
Welding under this category consists of develop both full ultimate strength of the
fabricating or modifying any main load path joining parts and maximum fatigue
carrying members of a bridge that have some performance. Joint toughness and
or all portions that experience tensile stresses nondestructive testing are typically required
under normal loads. This includes girders, for acceptance.
floor beams, stringers, trusses, and hanger
assemblies. The member does not
necessarily have to be fracture critical.
Certification of Steel Fabricators: SP 00560.30

requires the American Institute of Steel
Construction (AISC) Certified Bridge
Fabricator - Intermediate (IBR) certification.
For fracture critical Structures, the fabricator
is also required to have an AISC Fracture
Critical Endorsement (FC). All fabricators of
earthquake restraints are required to have
either a current AISC IBR certification or a
Certified Bridge Fabricator - Simple (SBR)
certification.
1.6.3.2.1 Typical Pathways for C 1.6.3.2.1

Successful Welding in Your Design
INCIDENTAL WELDING:
• Specify the welds needed on the
drawings (type, size, and length).
• In general, welding procedure
specifications and welder
certification are not required to be
submitted.
• Quality assurance will be based on
general appearance (visual testing)
only. When you want a trained
April 2024 1-177

person to inspect the workmanship
send a copy of the plans to the ODOT
Portland Materials Inspection Crew.
The same inspectors will also check
for quality of painting and
galvanizing. When the workmanship
is poor then the parts can be rejected.
GENERAL STRUCTURAL WELDING:

• Specify the welds needed on the Even though the Standard Specifications
drawings (type, size, and length). invoke AWS D1.1 welding code for all
incidentals structures, it is recommended
that the following statement be included on
the drawings (usually the plan and
elevations):
o All welding shall conform to
the AWS D1.1 Structural
Welding Code.
• Generally welding procedure
specifications (WPS) and welder
certification are required to be
submitted and approved. Any shop
drawings that have welding shown
are not legally approved until the
WPS are approved under AWS D1.1.
Quality assurance is typically based
on visual inspection by a certified
welding inspector (CWI) and may
also incorporate nondestructive
testing such as ultrasonic (UT),
radiographic (RT), and magnetic
particle (MT) testing when specified
on the design drawings. Various
stages of the fabrication process may
also be monitored if necessary. It is
recommended that a copy of all plans
and specifications that require this
category of welding be sent to the
ODOT Portland Materials Inspection
Crew.
April 2024 1-178

REINFORCING STEEL WELDING:
• Specify the welds needed on the
drawings (type, size, and length).
• In the general notes, put the
following:
o All reinforcing steel welding
shall conform to AWS D1.4
Structural Reinforcing Steel.
• When the steel is not ASTM A706
extract a field chemistry sample and
analyze for the carbon equivalent.
Base the welding procedure on this
information. When the steel is A706
the D1.4 welding code has
recommended heat inputs.
• Inform the ODOT Portland Materials
Office of the work and have a CWI
review the welding procedure,
welder certification and observe the
welding.
BRIDGE WELDING:
• Specify the welds needed on the Calling out the specific weld ID number (i.e.
drawings (type, size, and length). TC-U4a is an example) is preferable but not
required. Typically this category of welding
requires a significant Quality Assurance
(QA) effort so please include this in your
construction cost estimate.
• Even though the Standard
Specifications invoke AWS D1.5
welding code for all bridge welding
it is recommended that the following
statement be included on the
drawings (usually the plan and
elevations):
All welding shall conform to
the AWS D1.5 Bridge Welding
Code.
April 2024 1-179

• Welding procedure specifications

(WPS) and welder certification are
required to be submitted and
approved by the Engineer of Record.
Any shop drawings that have
welding shown are not legally
approved until the WPS are
approved under AWS D1.5.
Quality assurance is based on a more

complicated Owner/Fabricator relationship
that involves frequent inspections during the
entire fabrication and erection process. Most
individuals involved have stringent
requirements for their duties including
certified welders, inspectors, fabricators, and
testing personnel. Most welding in this
category requires some form of
nondestructive testing for acceptance.
Theoretically all materials and processes are
traceable with archived documentation.
Send a copy of all plans and specifications
that require this category of welding to the
ODOT Portland Materials Inspection Crew.
1.6.3.2 Fillet Welds C1.6.3.2

When adequate structural performance from Fillet welds can be non-destructively
fillet welds in T and corner joints can be inspected with greater certainty of result and
obtained, use fillet weld in preference to at lower cost.
groove welds.
The minimum fillet weld size for
prequalified joints is shown in Table 1.6.3.2-1.
April 2024 1-180

Table 1.6.3.2-1 Minimum Fillet Weld Size for Joints
Material Minimum Size* of Fillet

Thickness of Weld (inch)
Thicker Part
Joined (T)
(inch)
To ¾ inclusive ¼**
Over ¾ 5/16**
* Except that the weld size need not exceed

the thickness of the thinner part joined. For
this exception, take particular care to
provide sufficient preheat to ensure weld
soundness.
** Welds of this size must be made in a

single pass.
Size fillet welds in accordance with AASHTO

LRFD Design Specifications.
WEB TO FLANGE CONNECTION C WEB TO FLANGE CONNECTION

Use the minimum fillet weld necessary to The weld size will vary along the length of
join the flange to the web. the girder depending on the size of the plates
being joined.
Calculate shear stress capacity of fillet welds
(equal legs) using equation LRFD 6.13.3.2.2b.
April 2024 1-181

1.6.3.3 Flange Welds C1.6.3.3

The design tensile stress in butt welded
joints may equal the allowable stress in the
base metal.
Show flange butt weld splices as in Figures
1.6.3.3-1 or 1.6.3.3-2. Include this detail on all
steel structure plans. Indicate the type of
butt weld splice for each splice on the plans.
This may be accomplished by:
• Adding the word tension or
compression, whichever is the case,
to the tail of the weld symbol.
• Indicating which flanges or which
portions of the flanges are in
compression (C) and which are in
tension (T).
Figure 1.6.3.3-1 Unequal Thickness Flange Splice
Figure 1.6.3.3-2 Equal Thickness Flange Splice
April 2024 1-182

1.6.3.4 Welded Web Splices C1.6.3.4

in Steel Bridge Girders
Use complete joint penetration butt weld in
web splices. Grind off 100 percent of the
weldments reinforcing of all web splices. To
facilitate NDE during fabrication, specify on
the design drawings which portion of the
girder webs are tension and compression.
See Figures 1.6.3.4-1 and 1.6.3.4-2.
Figure 1.6.3.4-1 Unequal Thickness Web Splice
Figure 1.6.3.4-2 Equal Thickness Web Splice
April 2024 1-183

1.6.4 Galvanizing and Painting

1.6.4.1 Processes C1.6.4.1
Hot-dip galvanizing has proven to provide Galvanizing is a process of applying a
better long term corrosion protection and sacrificial metal (zinc) to a base metal. The
should be required for all galvanized items. zinc will corrode, or sacrifice itself, to protect
the base metal. Hot-dip galvanizing
involves cleaning the items with a
combination of caustic and acidic solutions
and the dipping them into a tank of molten
zinc for a specified period of time. After
removal, small items are spun to remove
excess zinc.
Mechanical galvanizing involves cleaning as
mentioned above and then loading the items
in a multi-sided rotating barrel. The barrel
contains a mixture of various sized beads
and water. As the barrel turns, chemicals
and powdered zinc are added. The collision
between the items, the glass beads and zinc
causes the zinc to cold weld to the part.
Powdered zinc is added until the required
thickness is obtained.
1.6.4.2 Detailing C1.6.4.2

To ensure proper hot-dip galvanizing,
provide venting and drain holes in details.
Provide a minimum vent opening of 25 to 30 These insure proper circulation and removal
percent of the cross-sectional area of a of cleaning solutions and the molten zinc.
tubular section when full open venting is not They may also prevent potential explosions
possible. during dipping caused by trapped air.
Provide drains holes at closed corners or clip
all corners at gusset plates to allow complete
drainage.
April 2024 1-184

1.6.4.3 Silicon Control C1.6.4.3

The silicon content of the steel must be held The silicon content of the steel influences the
within either of the range of 0 to 0.06 percent, corrosion resistance and strength of the
or 0.153 to 0.25 percent to obtain and galvanized coating and the thickness of the
maintain a pleasing appearance. zinc layer.
Call out all members that will have visual Examples of these members are the chords,
impact on the drawings with Galvanize - posts and diagonals of sign bridges; arms
Control Silicon. and shafts of luminaire, sign and signal
support structures; steel traffic rail posts and
railing members and pedestrian railings.
For economic reasons, silicon need not be An example of an exception is pedestrian rail
controlled in galvanized structural members members that should have silicon control.
that are hidden from motorist view or are too Examples of hidden members and others
small to have significant visual impact. which for practical reasons do not require
Generally, these members that are too small silicon control are base plates and guard rail
to have significant visual impact are steel connection plates, flex-beam rails and their
shapes whose least dimension does not posts and single-post, breakaway sign posts.
exceed 3 inches.
The general notes on each contract drawing The specification for control of silicon in
that includes members are to be called out as steels to be galvanized is included in the
Galvanize-Control Silicon. Standard Specifications for Construction.
1.6.4.4 Painting or Coating C1.6.4.4

of New or Existing Metal
Coating of metal structures is discouraged in Coating work consists of preparing and
most circumstances due to maintenance coating new metal structures and features in
costs of recoating. Weathering steel (see the shop and in the field, and preparing and
BDM 1.6.2.2) and galvanizing are preferred coating existing metal structures. This
options. includes all:
• Interior and exterior steel surfaces.
• Steel railings, bridge bearings, and
bridge expansion joint assemblies.
• Other miscellaneous steel.
Sacrificial thickness is another option that Perform a life cycle cost comparison when
may be appropriate in some circumstances. considering sacrificial thickness vs coated
steel. Include the cost comparison in the
TS&L narrative.
April 2024 1-185

Coating steel may be appropriate in the
following situations:
• Marine areas (as defined in BDM
1.2.4.1).
• When use of weathering steel is
improper per BDM 1.6.2.2.
• Structure is easily accessible and has
minimally restricted lane closures
(i.e. does not cross a roadway).
Specify coating of metal structures in
conformance with SP 00594 and the special
provisions. Powder coating is discussed in
SP 00593.
In the construction drawings, require inside One of the main concerns in steel tubs or box
surfaces of boxes or tubs (bottom flange, top girders in the State of Oregon is corrosion
flange, web and diaphragm) to be painted inside the girders.
with a silver gray prime coat.
Painting inside the tub (box) girders will
prevent corrosion resulting from leakage
thru the deck and condensation. Light color
paint also increases illumination inside the
tub (box) and eases detection of corrosion or
cracks in steel members.
1.6.4.4.1 Design Features of Coated C1.6.4.4.1

Steel
Provide the following design features for
bridges fabricated from coated structural
steel:
1. Where structure access and lane closures This is to allow a minimal amount of access
are expected to be improbable, consider for work platforms and performing the work
providing additional vertical clearance on the lowest members over traffic, without
beyond the required minimum (per BDM affecting freight movement.
2.14.4.2) according to the following criteria.
Allow for future ACP overlay when
applicable.
• For box girders: half of the box girder
bottom flange width plus 1 foot, but
not exceeding 3 feet.
• For plate girders: 1.5 foot minimum,
but not exceeding 3 feet.
• All other situations: 1.5 feet.
April 2024 1-186

Submit a design deviation when providing
additional clearance beyond the required
minimum.
Additional vertical clearance only needs to When only the minimum required clearance
be provided at girders over traffic lanes or is provided (no additional), it will be more
where low water clearance is expected. difficult and costly to recoat the bridge in the
future. Reduced clearances typically require
lane closures, detours, or night work to gain
access to the work. In high traffic areas
where lane closure is prohibited the
efficiency of the work can be further
degraded when allowable work shifts are too
short.
Evaluate providing additional clearance
with the project team based on the following
criteria:
• Projected AADT – projected AADT
high enough to impact future lane
closures.
• Railroad project involvement –
railroad involvement will restrict
structure access.
• Freeway projects - either on or above.
• Urban locations – surroundings
(buildings, structures, utilities, etc.)
may confine and limit access.
Evaluate the lifecycle cost of increasing

vertical clearances against future recoating
maintenance.
• When evaluating increased project
construction cost due to a raised
profile, consider the following items
that may be affected:
o Roadway construction due to
a grade profile change.
o Environmental impact and
mitigation.
o Additional right-of-way
needs.
o Retaining wall(s) needs.
April 2024 1-187

o Seismic requirements (i.e.

increased column heights,
foundation stabilization).
o Over-height warning system
- for protecting workers on
platforms over live traffic.
Evaluate the following items, with assistance
from the Senior Cost Engineer and the Senior
Structure Coatings Engineer, when
considering lifecycle costs of future painting
when only the minimum required clearance
(no additional) is provided:
• Over-height warning system.
• Additional traffic control.
• Detours.
• Effect of night work.
• Mobilizing and demobilizing
equipment each work shift; effect of
work shifts that are not long enough
for reasonable efficiency.
o Increase in access and
containment cost due to
complexity and additional
setups.
o Increase in surface
preparation cost due to
reduced efficiency.
o Increase in coating
application cost due to
reduced efficiency.
o Increase in traffic control or
detour costs due to reduced
efficiency.
• Increased overhead costs due to
reduced efficiency (longer calendar
duration of work).
o Delay costs borne by the
public.
April 2024 1-188

Document the various clearance alternatives,

including cost comparisons (based on the
items outlined above) and justifications in
the TS&L narrative.
2. Provide a minimum of 3 feet horizontal This is to allow a minimal amount of access

separation between the front face of traffic for scaffolding, worker and traffic protection
rail and the nearest steel surface (e.g. tied shielding, and performing the work on the
arch and stacked deck structures). members closest to traffic, without affecting
traffic or freight movement.
3. Provide stainless steel padeyes, stainless This is to allow surface preparation and
steel eyebolts or deck inserts located at coating of members without having to move
appropriate intervals (approximately 15 by hangers, beam clamps, chains, cables or
15 foot to 20 by 20 foot grid typical) for chokers. These temporary attachment points
support of future work platforms from require extra work and often receive poor
upper structure members above roadway, surface preparation and coating.
main structure members below roadway,
and the deck.
List the allowable loading for the attachment

points in the structural notes on the bridge
plans. This requirement may be coordinated
with the inspection requirements of BDM
1.15.5.
4. Include a temporary load representing the When the member is too small for a worker
dead loads, live loads and wind loads acting to turn around in, but larger than 2 by 3 feet,
on work platforms, scaffolding and provide access openings 18 by 30 inches
containment needed to recoat the bridge. minimum with semicircular ends, spaced
Add this Temporary Load to each applicable from 42 to 60 inches on centers.
Load Combination as shown in LRFD Table
For members up to 2 by 3 feet, provide hand
3.4.1, using a load factor of:
hole access 6 by 12 inches with semicircular
• 1.50 for Strength and Extreme Event ends, spaced 30 inches on center. For
limit states. members large enough for workers to enter
• 1.00 for Service I and Fatigue limit see BDM 1.2.10 for additional accessibility
states. guidance.
• 1.25 for Service II limit state.
Design work platforms that access the
structure with little need for scaffolding for a
April 2024 1-189

𝐷𝐷𝐷𝐷 + 𝐿𝐿𝐿𝐿 of 25 pounds per square foot of
platform area. Design work platforms that
require significant scaffolding to reach the
structure for a 𝐷𝐷𝐷𝐷 + 𝐿𝐿𝐿𝐿 of at least 50 pounds
per square foot. See BDM 1.3.4 for temporary
loading.
Assume work platforms and containment
extend 5 feet beyond the sides of the
structure and full length to 5 feet beyond the
ends of the entire structure or each span.
List the permissible work platform sizes and
loading, and the permissible containment
sizes and wind speeds in the structural notes
on the bridge plans. It may be necessary to
separate the work platforms and
containment into zones for structural
reasons, in which case carefully size the
zones to allow efficient work by the
recoating contractor.
5. Do not create spaces where blind sides of
members cannot be reached for surface
preparation and coating work.
6. Closed members or areas which are too
small for workers to enter to perform surface
preparation and coating work are highly
discouraged. See Figure 1.6.4.4.1-1.
Figure 1.6.4.4.1-1 Access Openings for Closed Members
April 2024 1-190

Be aware of an existing structure’s condition Older structures are typically painted and
prior to completing TS&L of a recoating have potential deficiencies that may need to
project. Recoating of an existing bridge is be addressed during a recoating project.
very costly and requires a careful
examination of the structure’s condition.
Collect all necessary information for such

projects. The Steel Bridge Recoating
Checklist provides a list of required
information and guidance on specifications.
Complete the checklist and include in the
TS&L Report.
1.6.5 Bolts and

Connections
Design all high-strength bolted connections
as slip-critical connections. Assume Class B
faying surfaces where inorganic zinc primer
is used. When steel will be given a full paint
system in the shop, mask the primed faying
surfaces to maintain the Class B surface.
Include additional costs for access, paint
removal and recoating rivet or bolt
replacements, when rivets or bolts are
outside normal paint area limits.
1.6.5.1 High Strength Bolts C1.6.5.1

HIGH-STRENGTH BOLT USE
GUIDELINES:
• ASTM F3125 GR A325 & GR F1852 - These may be hot-dip galvanized. Limit the
Headed structural bolt for use in maximum bolt diameter for girder bolted
structural connections. Do not connection to 7/8 inch. Bolts with diameters
specify for anchor bolts. greater than 7/8 inch are difficult to tighten.
Checking the inspection torque in the field
becomes problematic from an equipment
standpoint when bolts with diameters
greater than 7/8 inch are used.
April 2024 1-191

• Use Type 3 bolts conforming to
ASTM F3125 when specifying
weathering steel.
• ASTM A449 - Steel bolts and studs for Recommended for use where strengths
general applications including equivalent to ASTM F 3125 GR A325 bolts are
anchor bolts. desired but custom geometry or lengths are
When using bolts of larger diameter, required. Strengths for ASTM A449 bolts are
accounted for a reduction in strength equivalent to GR A325 up to 1 inch diameter.
as indicated in the Table 1.9.5.2-1. These bolts may be hot-dip galvanized.
Do not use these as anchor bolts for
seismic applications due to low CVN
impact toughness.
• ASTM F3125 GR A490 & GR F2280 - Alloy steel headed structural bolt for use in
Do not use ASTM F3125 GR A490 structural connections.
bolts in bridge applications. When a
design deviation is approved for use
of these bolts, do not galvanize these
bolts because of high susceptibility to
hydrogen embrittlement. Instead of
galvanizing, require two or three
coats of approved zinc rich paint.
Do not specify for anchor bolts.
• ASTM F1554 grade 105 - Higher Lower grades may also be suitable for sign
strength anchor bolts used for larger structure foundations. This specification
sizes (1½ to 4 inch). When used in should also be considered for seismic
seismic applications, such as bridge restrainer rods, and may be galvanized.
bearings that resist lateral loads,
specify supplemental CVN
requirement S4 with a test
temperature of -20 degree
Fahrenheit.
April 2024 1-192

1.6.5.2 Properties of High-Strength Bolts

Table 1.6.5.2-1 Properties of High Strength Bolts
Material Bolt Diameter (inch) Tensile Strength Yield Strength (ksi)

(ksi)
ASTM F3125 GR A325 ½ – 1½ 120 92

& GR F1852 Over 1½ -- Not Available
¼–1 120 92
1⅛ – 1½ 105 81
ASTM A449
1¾ – 3 90 58
Over 3 -- Not Available
ASTM F1554 GR 105 ¼–3 125 – 150 105
ASTM F1554 GR 55 ¼–4 75 – 95 55
ASTM F1554 GR 36 ¼–4 58 – 80 36
ASTM F3125 GR A490 ½ – 1½ 150 – 173 (max) 130

& GR F2280 Over 1½ -- Not Available
April 2024 1-193

1.7 RESERVED
(Reserved)
April 2024 1-194

1.8 TIMBER BRIDGE DESIGN AND

DETAILING
1.8.1 Timber Bridge Locations
1.8.2 Timber Design and Details
1.8.3 Timber Connections
1.8.4 Timber Rails
1.8.5 Preservative Treatments
1.8.6 Field Installation
1.8.1 Timber Bridge Locations

Timber structures may be considered as an alternate to concrete structures on low volume
highways or roads with an AADT of less than 500, especially for sites located away from
possible concrete sources. Timber bridges are generally best suited to the drier climate east of
the Cascade Mountains. Consult the region’s project development team in the early stages of a
project to determine whether a timber bridge is desired.
1.8.2 Timber Design and Details

Before specifying structural grades for timber members, check with the fabrication industry for
actual availability.
Consider timber dry for design unless submerged.
ODOT does not design composite wood-concrete structures and has no corresponding
construction specifications.
For structures carrying only pedestrian or bicycle traffic,
• The maximum allowable live load deflection is:
o For simple or continuous spans, 𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷 = 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠/360
o For cantilever arms, 𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷 = 𝑎𝑎𝑎𝑎𝑎𝑎 𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙ℎ/135
• Provide adequate slip resistance to meet ADA requirements.
GLUED LAMINATED TIMBER BRIDGES
Glued laminated timber bridge single spans are generally feasible up to 50 feet. To achieve longer
spans, consider cantilever techniques. The width of glued laminated beams is generally limited
to 10 ¾ inch or less, but 12 ¾ inch, 14 ¾ inch, and 16 ¾ inch widths are available for extra cost.
April 2024 1-195

Consider performance specification for glued laminated timber members. Identifying actual
stresses for bending, horizontal shear, etc., is preferred by the fabrication industry instead of
specifying an actual glued laminated timber grades.
It is preferred to use a non-interconnected glued laminated timber deck as opposed to an
interconnected glued laminated timber deck. A longitudinal timber stiffener under the deck
between longitudinal beams for transverse deck bridges may be beneficial for differential
deflection control.
• A glued laminated longitudinal deck bridge is a possible solution for short spans (under
25 feet) with a tight freeboard clearance requirement. These deck members could be
used in a continuous span arrangement to increase member efficiency.
Include a waterproofing membrane according to BDM 1.9.3.1.6 when using asphalt concrete
pavement.
For smaller timber members, such as posts, rails, etc., specifying solid sawn timber as an option
to glued laminated timber may be more cost effective.
Timber substructures are not recommended.
1.8.3 Timber Connections

Use of the Weyerhaeuser clip to connect timber decking to timber beams allow for easy
fabrication and installation of the timber members.
Steel diaphragm beams, as opposed to timber diaphragm beams, between longitudinal glued
laminated timber beams are recommended.
Use slotted holes whenever possible in the steel connectors to allow for shrinkage and
expansion of the wood, and for construction tolerances.
1.8.4 Timber Rails

A crash-tested rail has been completed for a longitudinal glued laminated timber deck bridge.
Several other glued laminated timber bridge configurations will be crash-tested in the near
future. Thrie beam railing can be used as an alternate in lieu of timber.
1.8.5 Preservative Treatments

Pentachlorophenol Type A (heavy solvent) or Pentachlorophenol Type C (light solvent) is
recommended for most locations as a preservative treatment.
Eliminate all field cuts and bores when possible. Treat any field modifications with copper
napthanate.
April 2024 1-196

1.8.6 Field Installation

Shop assembly of the timber bridge components immediately after fabrication is recommended
to eliminate any possible future field installation problems, especially on more complicated
projects.
Field staking of the structure before fabrication is recommended to eliminate any future
installation problems.
April 2024 1-197

1.9 DECKS AND SLABS

1.9.1 Design C1.9.1
Considerations
Consider the site-specific conditions when ODOT spends most of our maintenance
designing both new and existing decks. dollars on bridge decks and we should take
These can include but are not limited to: measures to protect them. Research is
continually being performed on ways to
• Rutting.
construct, maintain and replace bridge
• Mobility.
decks. As a result this section is dynamic.
• Truck traffic volumes.
• Weather conditions. In an effort to get to longer service life of
• Future and adjacent projects. decks, a silane treatment is applied to all
• Chloride contamination levels, etc. decks and structural overlays 12 months
after casting. Refer to the Bridge Maintenance
Actions to treat a deck could range from
Design Manual for information on silane and
district maintenance tasks to MBM funded
epoxy treatments.
tasks associated with large STIP projects.
1.9.2 Deck Systems

1.9.2.1 Deck Slabs C1.9.2.1
Ensure project specific deck design conforms For additional information on concrete type
to the following minimum requirements: for CIP bridge decks see BDM 1.5.1. For
additional deck requirements on precast
• AASHTO LRFD Bridge Design
prestressed elements, see BDM 1.5.6.1.
Specifications Section 4.6.2.1.
• Concrete Class per BDM Table 1.5.1-1.
• Provide wearing surface specified in
BDM 1.3.2.1.
For bare concrete decks, discount ½ inch For a typical 8 inch deck, consider 7 ½ inches
deck thickness when calculating composite structural and ½ inch a sacrificial wearing
properties for girder/slab systems, but surface and included as non-composite dead
include as a non-composite dead load. load.
HPC decks must be cast-in-place, unless full- See BDM 1.9.3.1 for structural capacity of
depth precast panels are used with either deck overlays and BDM 1.3.2.1 for wearing
longitudinal post-tensioning or ultra-high surface thickness and loading.
performance concrete closures.
April 2024 1-198

Do not use FRP deck panels in traffic lanes
of bridges. FRP deck panels are allowed on
pedestrian structures.
When the opening between parallel bridges is
10 feet wide or less, provide protection
between the opening between structures.
Protection can be achieved with protective
fencing or pedestrian rail. Protection must be
a minimum 54 inches in height.
Do not use ACP on state-owned structures

with bare concrete decks. ACP is allowed on
new decks on local agency projects. When an
ACP is used see BDM 1.9.3.1.6 for
requirements.
Installations of thermal ice-melting It is not recommended to install thermal
equipment on bridge decks or problematic equipment unless there is a natural source of
sections of highway require a design warm water at the bridge, as exists in the city
deviation. Contact the Bridge Preservation of Klamath Falls. All other installations in
and Design Engineer for further information. Oregon have been turned off due to overly
expensive power bills or early failure of key
components.
Limit the use of stay-in-place forms for decks
as required in BDM 1.5.6.2.1 and 1.5.7.12.
1.9.2.1.1 Skewed Decks C1.9.2.1.1

For skewed decks, orient transverse bars Per LRFD 9.7.1.3, the primary reinforcement
according to LRFD 9.7.1.3. may be orientated along the skew for skew
angles that do not exceed 25 degrees, where
the skew angle is measured from a line that
is perpendicular to the centerline of the
bridge to the centerline of the support.
LRFD 9.7.1.3 provides no guidance when The acute corners of a skewed (greater than
skew angle exceeds 25 degrees. 25 degrees) concrete deck slab are often
difficult to adequately reinforce. As the angle
of skew increases, large portions of the deck
can be unreinforced and therefore subject to
spalling and chipping, as shown in Figure
1.9.2.1.1-1. Because the orthogonal bars are
too short to develop, it is typically necessary
April 2024 1-199

to detail diagonal bars that extend into the
deck over the girders, to carry the deck
overhang loads. Similarly, acute corners in
concrete barriers are also difficult to
reinforce, and require special consideration.
When skews exceed 25 degrees, use This breakback detailing shown in Figure
breakback detailing where the ends of the 1.9.2.1.1-2 effectively eliminates the acute
skewed deck are turned so that the end is and obtuse corners of the concrete deck and
normal to the longitudinal edge of the deck, barriers.
as shown in Figure 1.9.2.1.1-2.
Use a minimum breakback width of 3 feet
and increase width with increased skew
angle.
Figure 1.9.2.1.1-1 Inadequate Reinforcement Provided in Acute Corner of Concrete Deck Slab
April 2024 1-200

Figure 1.9.2.1.1-2 Breakback Detailing to Eliminate Skew Effects Associated with Detailing Acute
Corners at Ends of Skewed Deck Slab
On skewed bridges with concrete end The objective of the reinforcement fan is to
diaphragms and when a breakback detail is offset buildup of shrinkage across the long
not used, place additional reinforcement in a diagonal dimension of the slab which would
radial manner to eliminate diagonal cracks pull a shrinkage crack across the weak corner
which form in the acute corners of concrete of the slab.
deck. See Figure 1.9.2.1.1-3 for the
reinforcement pattern.
A portion of the bars must extend back into
the corner sufficiently to terminate above the
junction of exterior beam and end
diaphragm. Place a note on the plans that
states:
Place the corner reinforcement beneath the
longitudinal and transverse reinforcement
in the top of the slab.
April 2024 1-201

Figure 1.9.2.1.1-3 Corner Reinforcing Detailing
In skewed box girders, orient bottom slab See BDM 1.5.7.8 for additional bottom slab
transverse bars the same as the deck requirements.
transverse bars. Note the intended bar
See BDM 1.9.4.1 for detailing requirements
placement on the bridge contract plans.
due to screed machines on skewed decks.
1.9.2.1.2 Reinforcing C1.9.2.1.2

DESIGN
Do not use the empirical design method for Excessive deck cracking, apparently due to
deck reinforcing steel. under reinforcement, precludes the use of
the empirical method.
Use the Concrete Deck Reinforcement (LRFD
Design) and DET3170 for design and
detailing decks on steel girders and CIP
concrete box girders.
Use Concrete Deck Reinforcement (LRFD
Design) and DET3171 for design and
detailing decks on precast prestressed
concrete girders.
Develop a project specific bridge deck
reinforcement design only when the design
criteria does not apply. Ensure project
specific deck design conforms to the
following minimum requirements:
April 2024 1-202

• BDM 1.9.2.1.Reinforcement: grade 60
or grade 80.
• Reinforcement no larger than #6 bar
(except in distinct areas).
• Reinforcement spacing ≥ 5 inches and
≤ 8 inches (applies to top mat only).
• Limit top of concrete compressive
service stress due to positive moment
in the deck (between girders) to
0.4𝑓𝑓’𝑐𝑐.
Local agency projects only need to meet
minimum LRFD AASHTO 4.6.2.1 design
criteria.
Submit a design deviation request for any Include the following with the design
concrete bridge deck reinforcement design deviation request:
not meeting any one of the minimum
• Design loading assumptions (dead,
requirements listed above and in DET3170 or
live, and future wearing surface).
DET3171.
• Documentation of which minimum
requirements were met and which
were not met.
• Orientation of the top mat
(longitudinal on top or transverse on
top).
• Deck thickness.
• Maximum service stress in the top of
the deck due to positive moment in
the deck (between girders).
• Maximum service stress in the
bottom of the deck due to negative
moment in the deck (over a girder).
LRFD 5.7.3.4 (Control of Cracking by The 8 inch maximum bar spacing is adequate
Distribution of Reinforcement) is applicable for to control cracking in bridge decks.
negative moment steel for bridges made
continuous for live load but is not applicable
to bridge deck slab reinforcement.
April 2024 1-203

PLACEMENT
Orient the top mat of deck steel with the
transverse bars on top when the direction of
primary loading is transverse. For typical
deck steel placed in two mats, place bottom
mat bars such that each bottom mat bar is
directly below and in line with a top mat bar.
At deck expansion joints and at deck
construction joints, it is not necessary for all
bottom bars to be directly below a top bar.
Reinforcing shall conform to BDM 1.5.5.
When necessary, you may use larger than a
#6 bar for deck reinforcement in distinct
sections such as joints, post tensioned
anchorage areas and to resist negative
moment for continuous-span girders. When
the top mat has longitudinal bars on top,
place any longitudinal reinforcement larger
than a #6 bar in the bottom mat.
TYPE
When high strength reinforcement (higher
than grade 60) is used in a bridge deck, use it
for both longitudinal and transverse bars.
See BDM 1.5.5.15.4 for application of high
strength reinforcement.
Verify the quantity of deck steel to determine Use of grade 80 rebar is expected to reduce
if grade 80 rebar is appropriate. When the construction cost and potentially reduce
quantity of deck reinforcement using grade rebar congestion.
80 rebar is less than 30 tons, verify rebar
When the quantity of deck reinforcement
availability with the steel mill.
using grade 80 rebar is less than 30 tons,
consider providing primarily details with
grade 80, showing grade 60 rebar as an
alternate.
See BDM 1.5.5.15.1 for additional
information on grade 80 reinforcing.
April 2024 1-204

Grade 100 rebar can be considered as well,
however the rebar does not provide
substantial benefit due to the compressive
concrete stress and the 8-inch maximum bar
spacing limits.
See BDM 1.5.5.15.2 and BDM 1.5.5.15.3 for
additional information on grade 100
reinforcing.
See BDM 1.5.5.17 for additional information
on FRP reinforcing.
Design GFRP-reinforced concrete according See BDM 1.5.5.16 for additional information
to the latest edition of the AASHTO LRFD on GFRP reinforcing.
Bridge Design Guide Specifications for GFRP-
Using GFRP for deck and slab temperature
Reinforced Concrete Bridge Decks and Traffic
reinforcement is a good example of the
Railings.
complimentary use of this non-ductile
material.
It is generally advised that GFRP
reinforcement be used in a straight bar
configuration. Consider accommodating
necessary bar bends (such as bridge rail
stirrups embedded in the deck) with
stainless steel reinforcement. Do not use
GFRP reinforcement in locations where
ductility is a desirable material property
(negative moment reinforcement, etc.).
To meet bridge performance and service life There are a variety of reinforced concrete
expectations, you are encouraged to use and applications that may benefit from the use of
design alternative materials for concrete alternative reinforcing materials. Common
reinforcement applications. When benefits include corrosion resistance, high
proposing to use alternative reinforcements strength, ductility, increased service life and
in environments not already required by reduced concrete cover for reduced dead
Table 1.9.2.1.3, obtain concurrence from the load. These benefits are usually
BDM technical resource before the draft compromised by factors that may include
DAP milestone via the DCSA. material availability, cost, unique material
testing and non-ductile material properties.
April 2024 1-205

When multiple metals are specified for Consider interaction between dissimilar
reinforcing bars in the same elements, metals and the increased complexity of
provide electrical isolation between the design and construction when deciding if it
different rebar metals to avoid galvanic is appropriate to use alternative
corrosion. reinforcements. Consider bar support and
wire tie materials. Obtain technical input
from the Bridge Corrosion Engineer.
1.9.2.1.3 Reinforcement Protection C1.9.2.1.3

For protection of existing deck reinforcement The level of effort required to prevent
see BDM 1.9.3.2. reinforcing steel corrosion depends mainly
on the potential for exposure to a corrosive
environment.
The protection system for deck and approach
slab reinforcement is shown in Table
1.9.2.1.3-1. Environments are defined in
BDM 1.2.4.
See Table 1.5.5-2 for required reinforcement
cover for decks.
Table 1.9.2.1.3-1 Deck and Approach System Reinforcement Protective Practices
Environment Marine Areas Coastal Areas Snow and Ice Mild Areas
(Defined in Areas
BDM 1.2.4)
Wearing HPC HPC HPC or PPC overlay HPC or PPC overlay
Surface Type
Reinforcement Deck - stainless steel Deck – stainless steel, Deck and Approach Deck and Approach
Type or GFRP top and GFRP or ChromX9100 System - epoxy System - black
bottom mats. top and bottom mats. coated or (uncoated) top and
Precast Deck Panels - Approach System – ChromX4100 top bottom mats.
black steel (no epoxy black (uncoated) top and bottom mats.
coating) or uncoated and bottom mats.
prestressing strands
(to allow for future
cathodic protection if
needed).
Paved Approach
System - black steel
(no epoxy coating)
April 2024 1-206

Use the same type of reinforcement as used Examples are shown in Figures 1.9.2.1.3-1 and
in the deck or approach slab for reinforcing 1.9.2.1.3-2.
steel extending out of the deck or approach
See the standard drawings for other
slab into bridge rails, curbs or sidewalks.
corrosion resistant bars in the precast slabs
This applies to both CIP and precast deck
and box beams.
elements. Use black (uncoated) steel for all
other bridge rail, curb or sidewalk
reinforcement. Stirrups having a portion
extending above the top surface of precast
concrete members do not need to be
corrosion resistant. The portion of the
stirrups is covered by the deck concrete.
Figure 1.9.2.1.3-1 Reinforcement Protection for Reinforced Concrete Decks
Figure 1.9.2.1.3-2 Reinforcement Protection for side-by-side Precast Slabs and Boxes
April 2024 1-207

MARINE AREAS C MARINE AREAS
Review additional protection measures There is no evidence of approach slabs
including concrete sealers, cathodic failing due to corrosion, hence the use of
protection or others with the Bridge black steel per Table 1.9.2.1.3-1. Consider site
Corrosion Engineer on a project-by-project specific considerations, such as higher
basis. AADT locations, that would make approach
slab replacement more difficult. Consider
using more corrosion resistant reinforcing at
those locations.
The two inch cover required in marine areas,
per Table 1.5.5-2, is because of the corrosion
resistant reinforcing used. Chloride content
has to be significantly higher to corrode a
stainless, thus the concrete cover can be
reduced. GFRP bars do not corrode, and
thus concrete cover can be reduced.
1.9.2.1.4 Inlaid Durable Striping on

Bridge Decks
Concrete deck surface removal of up to ¼ Placement of such striping will likely reduce
inch is acceptable for placing longitudinal wear at stripe locations. In nearly all cases,
inlaid striping on new concrete bridge decks, the majority of wear for concrete bridge
except on decks with an MPCO. Use only decks occurs within the travel lane.
sprayed striping on decks with an MPCO. Therefore, it is unlikely ¼ inch maximum
removal will significantly impact bridge
For existing concrete bridge decks, allow
load capacity.
deck surface removal of up to ¼ inch for
placing inlaid striping only in the
longitudinal direction and only in locations
where there is no significant rutting or other
deck wear.
Do not allow inlaid striping on concrete Concrete removal for such striping would
decks where the striping would be placed in reduce the load capacity of the bridge.
the transverse direction.
Allow concrete removal using a diamond SP 00503 also permits removal by micro-
grinder according to SP 00503. milling and by hydrodemolition. However,
only allow diamond grinding for striping
applications. SP 00850 also requires
diamond grinding equipment for
April 2024 1-208

installation of inlaid/grooved pavement
markings.
Do not allow rumble strips on concrete
bridge decks.
Allow raised pavement markers on concrete
bridge decks only when installed without
removal of any deck concrete (i.e. no
grooving). Do not allow recessed pavement
markers on concrete bridge decks.
Allow grooving up to 5/8 inch depth for
striping (longitudinal or transverse) or
rumble strips on existing asphalt concrete
pavement.
Do not install thermally applied pavement
markings (i.e. thermal plastic) on an MPCO
or PPC overlay.
1.9.2.2 Deck Overhangs

1.9.2.2.1 Reinforcement of Deck C1.9.2.2.1
Overhangs
To prevent cracking at the end of post-
tensioned spans, extend the end diaphragm
beam to the edge of the deck or provide
additional diagonal deck reinforcement
similar to shown in Figure 1.9.2.2.1-1.
April 2024 1-209

Figure 1.9.2.2.1-1 Deck Overhang Reinforcement Detail
1.9.2.2.2 Deck Overhang Capacity C1.9.2.2.2

Do not consider bridge railings to be See BDM 1.13.5 and 1.13.6.2 for rail and
structurally continuous for the purposes of collision loading requirements.
distributing the deck loads per LRFD 3.6.1.3.4
as this limits options for bridge rail retrofits
in the future.
Place deck overhang reinforcement There is crash test report data available upon
according to DET3170 and DET3171. request to facilitate overhang reinforcing
design for BR208. Contact the BDM Rail
Specialist.
TL5 barrier requires a custom overhang
design and is not listed on DET3170 and
DET3171. Consider using a diaphragm in the
end section instead of additional overhang
reinforcement as a more efficient solution
when using TL5 barrier.
April 2024 1-210

See BDM 1.13.4 for guidance on when to use
wall segment vs end segment in regard to
joint placement.
It is only necessary to strengthen a bridge The intent of this policy is to avoid
deck overhang as a result of a rail retrofit or unnecessary deck strengthening for
rail replacement when any resulting damage situations that will not cause loss of life or
would be within a traffic lane. To determine irreparable damage to the bridge. Capacities
this, identify the critical sections in the deck. below 60 percent indicate the possibility of
When a critical section is within a traffic lane, concrete deck cracking. Cracks under live
evaluate the capacity to demand ratio and traffic are harder to repair. All other cracks
design strengthening when less than 60 that may occur after a collision can be
percent. repaired as part of rail repair.
1.9.2.2.3 Post-Tensioned Deck C1.9.2.2.3

Overhangs
Place post-tensioning ducts and deck
reinforcement normal to the centerline of the
structure, as shown in Figure 1.9.2.2.3-1.
Figure 1.9.2.2.3-1 Transverse Prestress Anchorage
April 2024 1-211

1.9.2.3 Precast Concrete C1.9.2.3

Deck Panels
When determined to be the preferred option, Bridge deck replacement can be accelerated
use full depth precast deck panels with high- by using precast deck panels.
strength abrasion-resistant concrete for
Standard details are available for precast
bridge decks. Partial depth precast deck
concrete deck panels to be used with precast
panels are not permitted, except on local
concrete girders and steel girders. The
agency projects.
current standard details for precast deck
Apply a PPC overlay to precast deck panels. panels limit the maximum deck panel length
to 50 feet and the effective width to 10 feet.
These dimensions are limited by shipping
weight and maximum shipping width
(assuming panels are placed flat).
To make deck panels fit on a bridge span, CIP end segments can accommodate
provide either CIP end segments or precast construction tolerances, variations, and are a
exterior deck panels (end pieces). better option for most cases.
For a precast end option, a different panel
width may be required. When deck panels
are post-tensioned, end pieces may need to
be thickened to accommodate post-
tensioning anchorages.
Prestressed reinforcement is typically used
on the long side of deck panels that span
between the bridge girders. This is the main
reinforcement that provides flexural
strength for resisting applied loads during
shipment, erection, superimposed dead
load, and vehicular live load. Panel
thickness may be increased to accommodate
final surface grinding and reinforcement
detailing.
Deck panels can accommodate skew,
superelevation, slight horizontal curve, and
vertical roadway profile. For a mild vertical
roadway profile, a flat layout of deck panels
constructed on bridge girders is adequate
and makes the construction of joint
connections easier. When the vertical
roadway profile is significant, chorded deck
April 2024 1-212

panels are recommended to fit the profile
with CIP reinforced concrete joints
connecting the deck panels. Reinforcement
and anchor bolts for bridge railing can be
cast into the deck panels.
1.9.2.3.1 Deck Panel Connections C1.9.2.3.1

Two types of transverse joint connections Each connection type has its own advantages
along the length of the bridge are: and disadvantages. A survey of connection
details used by various states was published
• CIP reinforced concrete.
in 2006 as NCHRP 12-65.
• Longitudinal post-tensioning.
CAST-IN-PLACE CONNECTIONS C CAST-IN-PLACE CONNECTIONS

For CIP joint connections use ultra-high UHPC has superior bond properties,
performance concrete (UHPC). durability, compressive strength, and tensile
strength.
Specify splice length according to FHWA This document provides substantial

Research, Development, and Technology information regarding design and
published FHWA-HRT-19-011. construction of UHPC. The excellent bond
behavior provided by UHPC creates a
significantly shorter non-contact splice
length for rebar extending out from deck
panels than required in conventional
concrete.
Show exposed aggregate finish at the To ensure good bonding against precast
connection surface on plans. deck panels, pre-wet the interface and an
exposed aggregate finish.
POST-TENSIONING CONNECTIONS C POST-TENSIONING CONNECTIONS
Use grouted keyway or match cast joints for
post-tensioning deck panel connections.
Identify and detail a point of no movement
and the direction of the movement due to
post-tensioning on the plans. Account for
compressive stresses from post-tensioning in
positive bending zones in the composite
section.
April 2024 1-213

To ensure that camber or deflection of deck
panels does not occur after post-tension,
place P/T ducts at the CG of the deck panel
section.
When there are geometric constraints that
prevent locating P/T ducts at the CG of the
section, consider the movement after post-
tensioning in the design or provide hold-
down devices to maintain the deck panel
position.
POST-TENSIONED GROUTED KEYWAY

CONNECTIONS
Post-tensioned grouted keyway joints The grouted keyways joints are similar to the
include deck panels constructed with shear joints between precast prestressed slab and
key edges, erected on girders having a 1 ¾ box girders.
inch wide space, filled with keyway grout,
and then post-tensioned together.
Post-tensioning ducts are spliced in pockets
with an air and water-tight seal. Fill all
splicing pockets and keyways with grout.
Gain specified strength before the post-
tensioning operation to ensure continuous
flow of the compressive force.
POST-TENSIONED MATCH CAST

CONNECTIONS
Deck panels are match cast at the precaster
site. Each deck panel is identified, delivered
to the site, and erected in sequence as an
erection plan.
Specify duct couplers used in precast In the U.S. a number of P/T suppliers can
segmental construction. With a proper provide segmental-type duct couplers.
installation, this type of duct couplers Historically only a few suppliers have
provides a continuous, air, and watertight furnished post-tensioning for bridge
seal. Detail match cast deck panels to fit all construction projects in Oregon. Duct
possible duct couplers. coupler dimensions vary from different
suppliers.
April 2024 1-214

Specify epoxy be applied at match cast deck As each match cast deck panel is added,
panel interfaces before post-tensioning. temporary post-tensioning is used to secure
the new panel to previously installed panels
until the epoxy begins to set. The epoxy
serves as a lubricant during placement of the
match cast deck panels, prevents water
intrusion, and provides some tensile
strength across the joint. This construction
technique reduces the number of pockets in
the finished deck panels.
1.9.2.3.2 Leveling Bolts C1.9.2.3.2

Specify location of leveling bolts for erection. Leveling bolts are used to place deck panels
Ensure leveling bolts are located on all to the appropriate elevation before duct
supporting girders for proper load splice openings and joints are filled with
distribution. Place steel plates on top of concrete or grout.
precast concrete girders under the leveling
bolts to accommodate deck panel erection.
Remove leveling bolts or cut down the top 1
½ inch minimum below the finish surface
and leave in place. Fill leveling bolt holes
with non-shrink grout.
April 2024 1-215

1.9.2.4 Bridge Approach C1.9.2.4

Systems
A bridge approach system provides a Refer to NCHRP Synthesis 566 for additional
smooth transition between a highway information on bridge approach systems.
pavement and a bridge. The key components
of a bridge approach systems are the Moment slabs are not considered part of the
following: bridge approach system. Refer to the GDM
for guidance.
Approach slabs and their wearing surfaces.
See BDM 1.9.2.4.1.
• Abutments and their foundations.
See BDM 1.11.2.
• Connections between the deck,
abutment, and approach slab. See
BDM 1.14.
• Expansion joints. See BDM 1.14.2.
• Approach slab supports (such as
ledges and sleeper slabs). See BDM
1.9.2.4.1 and 1.9.2.4.2.
• Backfill materials and reinforcement.
• Subsurface and surface drainage
systems.
1.9.2.4.1 Approach Slabs and C1.9.2.4.1

Supports
Provide reinforced concrete bridge approach Approach slabs were formerly known as
slabs for bridges. bridge end panels in Oregon.
Approach slabs on new bridges may be
excluded under unique conditions, which
must be documented in a design deviation.
Include a geotechnical and structural
evaluation as supporting documents to the
design deviation.
Refer to BDM 1.9.2.1.3 for approach slabs
corrosion protective practices, such as
reinforcement type. Refer to BDM 1.5.5 for
cover requirements.
April 2024 1-216

Show the general outline of approach slabs Traffic restrictions may require staging of the
on the bridge plans with reference to the slab approach slab installation or the use of Type
details shown on Bridge Standard Drawings or III cement (high-early strength concrete) to
detail plans. accelerate construction times.
Detail ledges, corbels or other methods of
approach slab supports on all bridges (even
when approach slabs are not called for when
the bridge is built). A design loading for
approach slab ledges detailed in BR165 may
be used as follows:
• DC = 1.60 klf.
• DW = 0.35 klf.
• LL = 6.50 klf per lane distributed over
10 feet (includes impact and multiple
presence factor).
When the site geometry is non-standard,
determine the design loading for approach
slab ledges using site specific geometry.
Evaluate existing ledges, corbels and other For bridges with sidewalks and no approach
methods of approach slab supports for slabs, provide a method of supporting
required capacities when replacing or approaching sidewalks at the bridge ends
adding approach slabs to existing bridges. (present or future).
Bridges constructed after 1960 generally
have paving ledges at the bridge ends, even
though approach slabs were not installed at
the time of construction. When adding
approach slabs to bridges built prior to 1960,
assume addition of approach slab support
will be needed.
For integral and semi-integral end bents
where the approach slab movement is used
to accommodate thermal expansion:
• Design and provide additional
confinement and dowel
reinforcement at bearing seat
connection.
• Use a sleeper slab per BDM 1.9.2.4.2
and replace the standard 180-degree
April 2024 1-217

hook bars with horizontal connection
bars.
In most cases, extend the bridge rail to the Avoid supporting barriers on wingwalls (rail
end of the approach slab. cast with wingwall) because water leaks into
the subgrade along the wall. Rather, place
In cases where the bridge rail is not extended
barriers on approach slabs or moment slabs.
to the end of the approach slab, the required
width of the approach slab depends on the
approach rail type as follows:
• When the approach rail is a flex-beam
rail, provide an approach slab width
of inside face to inside face of the flex-
beam rails at the end of the bridge.
• Where the approach rail is concrete,
support the barrier on the approach
slab and provide a slab width equal to
the out-to-out dimension of the
barriers at the end of the bridge.
Use a nominal approach slab length of 20 The measured length of approach slabs is 20
feet, unless otherwise required due to site- feet 4 inches to simplify rebar fabrication
specific settlement concerns. while accommodating two inch cover.
Following the introduction of DET3160 and
the use of granular structural backfill behind
the abutment, it is no longer required to use
30 foot long approach slabs for typical
bridges.
Where the approach roadway is flexible With flexible pavement, if the approach slab
pavement Use asphalt concrete pavement settles, compensating overlays can be easily
(ACP) on the approach slab. See BDM feathered onto the existing ACP.
1.9.3.1.6 for additional information on using
ACP.
Where the approach roadway is rigid The intent of adding a sleeper slab and joint
pavement, do not use ACP on the approach for rigid pavement is to reduce roadway
slab. See BDM 1.9.2.4.2 for sleeper slab impact on the bridge.
requirements. Work with the pavement
Evaluate the roadway end of the approach
designer to modify DET1604 to the site.
slab for movement. Consider if a larger
bridge joint is appropriate to address any
anticipated large movement.
April 2024 1-218

When widening a bridge with existing
approach slabs, use the same approach slab
length for the new portion as the existing.
Connect the new approach slab segment to
the existing with dowels.
Do not add approach slabs to existing On-going settlement is noted in maintenance

bridges unless there is ongoing settlement or records or when inspection element 999
the project impacts the full width of the (roadway impact) is in condition state three
approach embankment. or higher. A site visit may be necessary to
determine whether or not adding approach
slabs to the structure is the best choice to
minimize pavement cracks and settlement at
the bridge ends. The largest costs associated
with adding approach slabs is often traffic
control. When traffic control is already in
place, it is often beneficial to add approach
slabs.
PRECAST APPROACH SLABS C PRECAST APPROACH SLABS
Oregon has limited experience with precast Consider issues regarding subgrade
approach slabs. compaction and the contractors’ ability to
construct the surface of the subgrade to a
smooth level condition prior to placement.
Consider the ability of precast slabs to
accommodate differential settlement
(especially if subgrade is not level)
Consider the design of the connection detail
to pile cap/abutment wall and any joint
construction.
SKEWED APPROACH SLABS C SKEWED APPROACH SLABS
See BDM 1.9.2.1 for reinforcing details in

acute corners of approach slabs.
Where the approach slab has flexible Skews greater than 25 degrees may require
pavement, detail the roadway end of the modification of the expansion joint. Skews
bridge approach slab to parallel the bridge greater than 45 degrees require a unique
end. design for the approach slab reinforcement,
see BDM 1.9.2.1.
April 2024 1-219

Where the approach slab is rigid pavement, The roadway end of bridge approach slabs
detail the roadway end of the bridge may be stepped to reduce size. A general
approach slab normal to the roadway rule of thumb is that when approach slab
centerline. area can be reduced by 50 SY or more,
consider methods for reducing approach
slab area. Provide a minimum 20-foot
approach slab length at any point. When
stepped, provide the absolute minimum
number of steps and locate the longitudinal
construction joint(s) on lane lines. See Figure
1.9.2.4.1-1 for clarification.
Figure 1.9.2.4.1-1 Stepped Approach Slab
April 2024 1-220

1.9.2.4.2 Sleeper Slabs C1.9.2.4.2
Provide a sleeper slab at the roadway end of Sleeper slabs help maintain good ride quality
the approach slab when any of the following by mitigating rotation of the approach slab
conditions are met: and by supporting the roadway end of the
approach slab, as well as the joint between
• Adjacent roadway pavement is rigid.
the approach slab and the roadway
• Abutment is integral or semi-
approach.
integral, and the approach slab slides
½ inch or more. The approach slab movement is to
• Adjacent roadway pavement is accommodate for thermal expansion and
flexible and there is no AC on the contraction of the superstructure.
approach slab. Considerations for creep and shrinkage
• When recommended by the movement depends upon design
Geotechnical Engineer. assumptions.
When an expansion joint is needed at the
roadway end of the approach slab and the
adjacent roadway pavement is flexible, the
stem of the sleeper slab provides the rigid
surface needed for the joint.
In combination with proper backfill
installation behind the abutment, sleeper
slabs provide secondary support for the
roadway end of the approach slab to further
reduce the risk of slab rotation and provide
smooth transition between the roadway
pavement and the approach slab.
Show the general outline of sleeper slabs on See DET 3161.
the bridge plans with reference to the slab
details shown on Bridge Standard Drawings.
Regardless of the approach slab width, use a This is to accommodate for the first post
sleeper slab length that matches the roadway space of the guardrail.
width between inside faces of the bridge
rails.
April 2024 1-221

1.9.3 Existing Decks

Evaluate the structure for the possibility of:
• Bridge rail and bridge rail transition
retrofit or replacement.
• Deck joint repair or replacement.
• The addition of reinforced concrete
approach slabs.
• The addition of protective fencing
(see BDM 1.13.11).
• The need for scour protection (see
BDM 1.10.5.8).
• Seismic retrofit and bearing repair.
For load restricted bridges, confirm that the
weight of the construction equipment will
not overstress the bridge. Restrictions may
be required on the spacing of a paving train
or the size of the milling equipment.
1.9.3.1 Deck Overlays C1.9.3.1

There are three overlay categories available The purpose of an overlay on a bridge deck
for use on bridge decks: can be to:
• Structural Concrete Overlays, BDM • Restore the structural integrity of the
1.9.3.1.4. deck.
• Non-Structural Concrete Overlays – • Improve the load capacity.
Including Multi-Layer Polymer • Improve or restore rideability.
Concrete Overlay (MPCO) and • Improve skid resistance.
Premixed Polymer Concrete (PPC), • Improve deck drainage.
BDM 1.9.3.1.5. • Improve deck cross-section by
• Asphalt Concrete Pavement (ACP), modifying roadway profile or cross-
BDM 1.9.3.1.6. slope.
• Seal deck cracking.
• Increase reinforcement cover and
provide sacrificial wearing surface.
See BDM 1.15 for more information on
maintenance and preservation activities.
April 2024 1-222

Provide a line on the DCSA for all deck See the Bridge Maintenance Design Manual or
treatment selections. Technical concurrence consult with the Structural Materials
from Structural Materials Engineer is Engineer for additional overlay and
required. membrane options not listed in the BDM.
1.9.3.1.1 Field Investigation C1.9.3.1.1

At project kickoff, review the latest Bridge A site visit may be needed to gather
Inspection Report, noting the ratings for the additional information.
deck, superstructure, bridge rails, deck joints
and deck drains.
Thorough investigation means a These results are used to determine the

delamination survey of the entire deck, remaining concrete deck integrity before
chloride profiles taken from areas of highest determining the appropriate deck treatment
exposure to drainage and requires concrete or if deck replacement is warranted (see
cores. Chloride content at the surface is not BDM 1.9.3.4)
adequate as levels can vary greatly.
When performing a structural concrete inlay, A reinforcement depth survey may be good
a reinforcement depth survey is required to practice for other overlay types as well
determine accurate depth of reinforcement. depending on the chloride depth and deck
preparation methods. Contact the Structural
Materials Engineer.
A typical reinforcement depth survey may
involve a GRP scan correlated with physical
measurements.
Use a rebar detector to locate existing deck
reinforcement. Avoid coring through
existing rebar. Repair core locations with a
rapid setting repair mortar from Section
02015.20 of the QPL.
Obtain guidance from the Bridge Corrosion Coordinate pavement cores with Pavement
Engineer to verify the coring and testing Section and roadway coring request to avoid
requirements stated below are appropriate separate efforts.
for the structure. Coordinate pavement
Generally the bridge deck program performs
cores on bridge decks and bridge approach
concrete cores and pavement section can
slabs with the Pavement designer at project
perform ACP cores.
initiation.
April 2024 1-223

For chloride testing take minimum 4 inch Sampling a single lane of a multilane
diameter cores with minimum 4.5 inches structure is often sufficient. In rare cases,
long. Take a minimum of four cores at a additional cores may be required for
frequency of a pair of two cores for every compressive strength testing, other
10,000 square feet of bridge deck, not to chemicals of interest or to perform
exceed 12 cores total. For each pair include petrographic analysis. Cores may not be
one core within a wheel track/rut and one needed when there is information from
core between wheel track/ruts. Avoid previous cores on the same structure, an
locations with existing patches. Take photos adjacent structure, or an applicable structure
of the cores and core holes to assist designer. within the same corridor. Contact the Bridge
Log photos and core holes on a pdf of the Corrosion Engineer for this information.
existing plan sheet. Provide information in
Chloride Report or PW as appropriate.
Test all cores for chloride analysis according Typically, an additional 2 inches below the
to ASTM C1152 or AASHTO T260. Discard deepest test is necessary to cut and pulverize
the top ¼ inches and slice cores in ½ inch the core for testing. For thin decks or thick
increments to a depth of 2.75 inches below overlays where 2.5 inch depth testing is not
the surface of the concrete or the bond line practical, test as many sample depths as
between overlay and substrate materials. possible without taking a full depth core.
For structures with ACP, take core samples It is common for ACP to be used to modify
to determine ACP thickness. Obtain one or build the bridge crown so consider taking
core at each approach slab and a minimum cores at different locations in the deck
of two bridge deck cores. Take one core at the profile.
bridge centerline and one core near the curb
One bridge deck core may be sufficient for
line when possible. Consider additional
bridges less than 20 feet in length. Methods
cores at joints and mid span to determine
other than deck cores are acceptable to
existing ACP depths that vary due to
determine ACP thickness only (e.g. drilling,
camber. Identify any membranes present
GPR).
during coring operations and collect hazmat
samples.
1.9.3.1.2 Overlays Warrants C1.9.3.1.2
Use the overlay criteria matrix in Table See BDM 1.9.3.1.1 for investigation
1.9.3.1.2-1 to determine whether an overlay is requirements and definition of thorough
warranted. investigation.
Bridge decks that do not meet the matrix See BDM 1.9.3.2 for corrosion considerations.
criteria are not recommended for an overlay.
See BDM 1.9.3.4 for deck replacement
Consider an alternative action (e.g.
warrants.
maintenance activity, deck replacement, no
action).
April 2024 1-224

Table 1.9.3.1.2-1 Deck Treatment Warrants Matrix
MPCO PPC Structural Structural Install New ACP Remove ACP &
Deck Preservation Overlay Concrete Concrete Inlay Overlay With Reinstall ACP
Action Guidance Overlay (HPC, (HPC, HESC) Membrane with Membrane
HESC)
Inspection Report Item
≥4 4-6 4-6 - ≥4 ≥4
58 "Deck Condition"
Elements 12, 13, 15, 16,
1% ≤ 1% ≤ *requires thorough
38, or 39 defect 1080 1% ≤ deck area ≤ 1% ≤ deck area ≤
deck area deck area investigation per -
“spall/delam/patch" in 5% 5%
≤ 5% ≤ 5% BDM 1.9.3.1.1
CS2 or worse
Area identified by
delamination survey *requires thorough
deck area deck
Primary Factors
for class 2 prep (must deck area ≤ 15% - investigation per - -

≤ 10% - area ≤
Warrants
be less than 2 years YES BDM 1.9.3.1.1

YES 10% - YES
old)
< 0.04 % < 0.04 %
Chloride threshold
by mass by mass < 0.04 % by mass Remove concrete
(* chloride data < 0.04 % by mass of < 0.04 % by mass
of sample of of sample at contaminated
required) sample at of sample at
at sample at shallowest rebar beyond 0.04% by
(ꬸ chloride data shallowest rebar ꬸ shallowest rebar ꬸ
shallowest shallowe * mass of sample.*
suggested)
rebar * st rebar *
Limited
use on Acceptable in
Roadway classification Any Any Any Any
Interstate Region 4
s
April 2024 1-225

Table 1.9.3.1.2-2 Deck Treatment Installation Criteria Matrix
Overlay Concrete Concrete Inlay Overlay with Reinstall ACP
Overlay (HPC, (HPC, HESC) Membrane with
HESC) Membrane
HPC - YES HPC - YES
Requires design
CIP deck YES YES HESC - with design HESC - with design YES
deviation
deviation deviation
HPC - YES
HPC - YES HESC - with Design
Requires design
CIP box/tub/slab YES YES HESC - with design Deviation YES
deviation
deviation *Removal depth
Can be installed on:
limited by structure
Primary Factors
Precast slabs & boxes HPC - YES

Requires design
without a cast in place NO NO HESC - with design NO YES
deviation
deck deviation
Deck bulb-T girders YES with HPC - YES
Requires design
without a cast in place NO UHPC HESC - with design NO YES
deviation
deck connections deviation
HPC - YES
HESC - with design
HPC - YES
deviation Requires design
Precast deck panels YES YES HESC - with design YES
*Removal depth deviation
deviation
may be limited by
structure
April 2024 1-226

Table 1.9.3.1.2-3 Deck Treatment Material Characteristics Matrix
Overlay Concrete Concrete Inlay Overlay with Reinstall ACP
Overlay (HPC, (HPC, HESC) Membrane with
HESC) Membrane
≥2 ≥2
Minimum thickness
3/8 ¾ ≥ 2 minimum ≥ 2 minimum Varies by Varies by
(inch)
membrane type membrane type
2-6 hours
2-4 hours 2-6 hours
temperatur HPC- 7 days HPC - 7 days 2-6 hours (polymer
Cure time temperature (polymer
e HESC- 3 hours HESC - 3 hours membrane)
dependent membrane)
dependent
Can be
Material Characteristics
done in
Secondary Factors
single lane 16 feet for Deck 16 feet for Deck

14 feet for
phases, Finishing Finishing 16 feet 16 feet
Minimum closure slipform
placing Machine Machine *can be reduced *can be reduced
width 6 feet for
longitudina 6 feet for roller 6 feet for roller with extra labor with extra labor
roller screed
l joints on screed screed
the lane
lines.
Atmospheric visibly dry Visibly dry Varies by

restrictions for ≥ 72 for ≥ 5 days membrane type as
(degrees F when hours 50 ≤ temp ≤ specified in the
Varies by
applicable) 50 ≤ temp 90 40 ≤ Surf. rising 40 ≤ Surf. rising specification.
membrane type
≤ 90 deck temp ≥ ≤ 45 ≤ 45
Amb. – Ambient as specified in the
deck temp dew point+5 40 ≤ temp ≤ 80 40 ≤ temp ≤ 80
temperature specification.
≥ dew No rain
Surf. – Surface
point+5 forecasted
temperature
No rain for 12 hours
April 2024 1-227

forecasted from the
for start of
placement placement.
and cure
time
Provides structural
NO NO YES YES NO NO
strength
SqYd CuYd CuYd CuYd

H $871.40 H $695.00
W: Weighted Average
H $33.50 H $4,015.71
Materials
2020-2021 $/unit
L $15.26 L $2,173.52 L $342.50 L $258.00

H: High L:Low
W $19.69 W $2,911.16 W $534.87 W $390.89

Cost
(Converted from Tons to CuYd by

SqYd SqYd SqYd
assuming 0.5 Cy/Ton)
Installatio H $152.75 H $155.00 H $154.97
n L $13.90 L $26.88 L $97.00
W $20.29 W $42.86 W $152.69
Common unit weight Negligible Refer to BDM 1.3.2
Information
Surface preparation According to 00504

Only
00590 – 00592 00590- 00592

Specification number 00556 00557 00559 00559 & 00540
00744 & 00745 00744 & 00745
April 2024 1-228

Table 1.9.3.1.2-4 Deck Preparation Matrix
Micromill Shot blast Hydrodemolition Rotomill

Rotating tool that Steel shot used to High pressure water Grinder or cold planer
Description grinds away small impact surface jet used to remove used to remove variable
thickness of concrete removing concrete unsound concrete thickness asphalt
Refer to BDM
Preparation rate 16,000 sy/day 3,500 sf/hr 72,000 sf/day
Removal Method Characteristics
1.9.3.3
Set up time per shift
(minutes) (plus traffic 30 30 90 30
control)
Overlays where Inlays where removal
Inlays where removal
Best used for: minimal removal is > 1 inch Asphalt removal
≤ 1 inch
expected Shallow rebar
Inlays where removal Secondary process
Selective concrete
Can also be used for: >1 inch, membrane to remove micro N/A
repairs
removal fractures
Shot blast to remove
Requires N/A Water handling N/A
micro fractures
Hydrodemolition is
Efficient removal
Pros and Cons not required for HPC
method
and HESC overlays.
April 2024 1-229

1.9.3.1.3 Overlay Selection C1.9.3.1.3
After determining whether a bridge deck Check for the presence of an existing overlay
overlay is warranted, use the overlay criteria or wearing surface. When one is present,
matrix in Table 1.9.3.1.2-1 to select an overlay note what material type it is. Also, check for
type based on design criteria. the presence of an existing waterproof
membrane. Some bridges may have asbestos
Consider the structure type and secondary
containing membranes, which require
factors listed in Tables 1.9.3.1.2-2, 1.9.3.1.2-3
additional testing and care during removal.
and 1.9.3.1.2-4.
This information is used in estimating unit
costs for deck preparation.
During the overlay selection process, review
the structure's As Constructed plans, paying
special attention to the following items:
• Existing bridge rail – Review the
existing bridge rail for functional
adequacy and replace if unacceptable
(see BDM 1.13). Verify the dimension
from the top of the rail to the overlay
finish grade meets the minimum rail
height.
• Effect of additional dead load Typically the dead load from a 2 inch
concrete overlay has little effect on the
capacity or operation of the structure.
Exceptions to this are load posted bridges or
movable bridges, where a structural concrete
overlay's dead load may have a significant
impact. A thinner or non-structural concrete
overlay may be required.
• Deck joints – When necessary, clean A site visit may be necessary to determine the
and repair deck joints as part of the best type of joint repair or replacement. See
overlay project. Review the Bridge Standard Joint Drawings for typical deck joint
Inspection Report or field notes for reconstruction details. See Standard
information to determine if any deck Specifications and SP 00585 for expansion
joint work is needed. joints.
Adjust joints when placing a new
overlay exceeding 3/8 inch thickness.
Revise joint types when thickness
deviates by more than one inch.
April 2024 1-230

• Deck drains – Note existing deck For a non-structural concrete overlay, the
drains on the overlay plan view. existing deck drain taper may be adequate.
Adjust deck drain grates to match the See BDM 1.9.5 for additional information
new deck surface when necessary. about bridge drainage.
Deck drains do not require
adjustment for MPCOs. Verify if deck
drain grates need to be upgraded for
bicycle safety.
• Approach slabs – Confirm the need See BDM 1.9.2.4 and SP 00545 for additional
for approach slabs per BDM 1.9.2.4.1 information about bridge approach slab
and by reviewing the current Bridge design.
Inspection Report and the
maintenance file records.
• Protective fencing - When a structure This is required since the 1993 law ORS
crosses over a roadway and does not 366.462.
have existing protective screening,
There is a statewide priority list for
consult with the Bridge Standards
protective fencing. See BDM 1.13.11.
and Program Engineer during
scoping to determine whether
screening is appropriate to include
with the overlay project.
1.9.3.1.4 Structural Concrete C1.9.3.1.4

Overlays
The term structural is used to describe an A deck overlay is when a deck treatment is
overlay that is rigid enough and thick applied on top of the existing deck material.
enough to increase the stiffness of the deck A deck inlay is when parent deck material is
and decrease live load deflections. Structural removed and replaced with deck treatment
concrete inlays are considered structural material.
because they restore the stiffness of the deck
but they typically do not increase deck
strength. Overlay and inlay can be used
interchangeable in this section.
See BDM 1.3.2.1 for wearing surface Structural overlays typically have a
thickness and loading. Include the structural compressive strength and elastic modulus
concrete overlay in the stiffness and capacity similar to conventional concrete, but it may
calculation. vary depending on the specific product
used.
April 2024 1-231

Do not include the top ½ inch of overlay in
the structural deck thickness, since it is
considered a sacrificial wearing surface per
BDM 1.9.2.1.
Structural concrete overlays require This is because of the high incidence of
elastomeric concrete nosings or armored debonding at expansion joints or at bridge
corners at the bridge ends and joints. ends. See SP 00584 for specifications
developed for concrete nosing.
It may be possible to place a non-structural
concrete overlay and not do any work to the
joints.
STRUCTURAL CONCRETE OVERLAY
DEPTH
Adjust nominal overlay depths according to The required minimum thickness of a
the following guidelines: structural overlay on a bridge deck is 2
inches per 00559. Thickness of 1 ½ inches is
• For depths of 2 to 3 inches use a full
allowed in certain circumstances (e.g. not
depth structural concrete overlay
able to apply an inlay, cannot increase grade
with no added reinforcing.
due to bridge rail, vertical clearance, etc.). A
• For depths between 3 to 4 inches
1 ½ inch thick overlay comes with added risk
contact the BDM Technical Resource
of delamination and shorter service life.
for options to decrease shrinkage.
Load is better distributed with increased
• For depths 4 inches and greater,
thickness, decreasing delamination and
provide shear dowels from existing
cracking risk. Do not base overlay thickness
concrete to improve bond according
solely or primarily on cost or volume of
to Figure 1.9.3.1.4-1.
materials.
• For depths greater than 5 inches,
include both shear dowels and
temperature reinforcing steel.
Dowels are designed for shear
loading only.
April 2024 1-232

Figure 1.9.3.1.4-1 Shear Dowel Detail
STRUCTURAL CONCRETE OVERLAY

TYPES
High performance concrete (HPC) overlays Hydrodemolition is generally the preferred
are the preferred material over SFC, often method of surface preparation because it
referred to as microsilica concrete (MC). creates a better bond. It is not always the
HPC is a similar mix to SFC, but uses larger appropriate surface preparation method to
aggregate, among other changes, to reduce use. The consistency of hydrodemolition
cracking. decreases with increased depth. When
removing more than one inch, mill first (to
with ½ inch of reinforcement) then
hydrodemo. Verify the rebar is located low
enough to allow this type of removal. When
doing hydrodemolition of existing overlays,
consider the risk of punch through if the
overlay does not debond. Consider the cost
of containment needed. It is often not
economical to use hydrodemolition for
overlays. See MPCO and PCC for additional
information. See BDM 1.9.3.3 for additional
information.
SFC is a specialized concrete mix with a silica
fume modifier. Batching is normally done at
a batch plant. SFC placement is
accomplished with more conventional
construction methods.
April 2024 1-233

Other structural concrete overlay material
include high-early strength concrete (HESC).
Specification of HESC as an overlay type
requires a design deviation.
Review SP 00559 for structural concrete
overlay requirements and restrictions.
Latex modified concrete (LMC) overlays are LMC is a concrete mix with a latex emulsion
no longer used. modifier. The latex emulsion has a milky
color and texture. LMC overlay technology
was a common type of structural concrete
overlay used since 1958, but has not been
used in Oregon since the early 2000s.
1.9.3.1.5 Non-Structural Concrete C1.9.3.1.5

Overlays
Use non-structural concrete overlays in Polymer is a very general term used to
situations where structural integrity is not an classify a wide variety of compounds that
issue and does not add to the deck stiffness. chemically combine in a reaction
(polymerization).
Polymer binder resins are formulated in
hundreds of different combinations,
depending upon the properties desired. The
most common categories of polymer binder
resins in use as bridge deck overlays or
patching material include epoxy and
polyester.
Polymer concrete is a composite material in
which coarse aggregate is bound together
with the polymer binder resin.
Polymer concrete can be placed as an overlay
in generally two different ways – as a MPCO
(also known as broom and seed) or as PPC,
which is screed finished to grade.
The most common polymer used for MPCOs
is epoxy.
The most common polymer used for PPC
overlays is polyester.
April 2024 1-234

Construction advantages of non-structural
concrete overlays include:
• Non-structural concrete overlay
flexibility reduces the potential for
cracking due to thermal or design
load movement.
• Non-structural concrete overlays are
very light as compared to structural
concrete overlays. This reduction in
dead load can be significant on load
posted bridges or movable bridges.
• Non-structural concrete overlay
construction time is much less
compared to structural concrete
overlay applications. The short
construction time provides a great
advantage in time critical urban areas.
• Non-structural concrete overlay bond
strength is typically double that of a
structural concrete overlay.
Construction disadvantages of non-
structural concrete overlays include:
• Atmospheric conditions: The
prepared deck surface must be dry
prior to placement. This provision
could influence construction
schedules. For off-season
applications, SP 00556 and SP 00557
provide guidance for inclement
weather plans, which can involve
heating the bridge deck to force it to
dry. This will impact traffic control
requirements and costs. Avoid
scheduling non-structural concrete
overlays in wet weather.
April 2024 1-235

MULTI-LAYER POLYMER CONCRETE
OVERLAYS
MPCO’s cannot be considered a structural MPCOs may be used as a preservation
concrete overlay. measure on decks in good condition (outside
the range shown in Table 1.9.3.1.2-1) at the
Place MPCOs to a nominal 3/8 inch
request of maintenance.
thickness. Do not use MPCOs for grade
corrections. MPCO’s are a composite material formed by
combining polymer binder resin and coarse
aggregates. MPCOs have a significantly
lower modulus compared to PCC.
MPCO’s are constructed using any of the
commonly available polymer resins. Each
resin has its own advantages and
disadvantages. Use each in accordance with
manufacturer’s recommendations.
Avoid placement of MPCOs on interstates MPCO’s have been used on the interstate in
and high traffic volume locations. Consult some locations with reduced lifespan.
with the Bridge Maintenance Engineer and MPCO aggregates have a tendency to polish
Structural Materials Engineer for additional in the wheel lines, potentially reducing skid
guidance. resistance as compared to other overlay
types.
The finished MPCO surface is not tined or MPCO applications don’t require
screeded. specialized equipment and are well suited
for maintenance crews and smaller
contractors. There have, however, been
advances in application methods which have
increased application efficiency vs.
traditional manual application methods.
A typical MPCO is constructed by first
removing all dirt, debris and laitance on the
deck surface. This is best accomplished with
the use of a shot-blast system. Since the deck
surface must be clean and dry prior to the
application of the MPCO, the industry
recommends the use of the shot-blasting
method. Shot-blasting leaves the surface dry
and vacuumed.
A layer of polymer is next applied to the
prepared deck using a squeegee, broom,
April 2024 1-236

spray bar or other methods at a rate specified
by the manufacturer. The aggregate is then
broadcast, at a specified rate, over the
surface. The excess aggregate is swept off
the surface. Apply lifts according to
manufacturer's directions to achieve a
nominal 3/8 inch thickness. Place additional
MPCO material in ruts to provide a finished
MPCO surface that is free of ruts,
depressions, and irregularities.
Refer to the Qualified Products List for MPCO
products that have been approved for use.
MPCOs and MPCO aggregates are listed
separately on the QPL. The MPCO binder
manufacture is required to select the
appropriate MPCO aggregate from the QPL.
SP 00556 covers the use of MPCOs.
PREMIXED POLYMER CONCRETE

OVERLAYS
PPC has a significantly lower modulus PPC is a composite material formed by
compared to PCC and therefore cannot be combining polymer binder resin and coarse
considered a structural concrete overlay. aggregates in a mobile mixer, then applied to
the deck and finished to grade. See BDM
1.9.4.1 for screed information.
PPC may be used as a preservation measure
on decks in good condition (outside the
range shown in Table 1.9.3.1.2-1) at the
request of maintenance.
Preliminary numbers indicate a slight
advantage over MPCO’s in skid resistance.
PPC overlays are typically placed to a PPC is more appropriate for minor grade
nominal ¾ inch thickness. improvements than MPCO’s, due to the
grade controls of the screed finish machine.
Due to the increased material thickness, PPC
overlays are more expensive than MPCO’s.
See Table 1.9.3.1.2-1 for estimated application PPC is rapid setting and is best placed with
rates. See BDM 1.3.2 for unit weight of PPC. a paving machine whenever practical. There
are circumstances where a machine cannot
April 2024 1-237

be used, such as along the gutter lines which
will require manual finishing.
PPC is constructed by first removing all dirt,
debris and laitance on the deck surface using
a shot-blast system. Since the deck surface
must be clean and dry prior to the
application of the PPC mixture, the industry
recommends the use of the shot-blasting
method over the others. Shot-blasting leaves
the surface dry and vacuumed.
A layer of primer is next applied to the
prepared deck surface using a squeegee or
brooms. Next the polymer resin binder is
mixed with the other components into a
premixed condition. The premixed material
is then placed onto the primed surface and
finished to grade with specialized
equipment designed for PPC applications.
Silica sand is broadcast in areas of high resin
content to maintain skid resistance.
The final product looks similar to PCC but
with longitudinal tining.
Do not include PPC in projects that do not Placement of PCC is dry weather work, in
have a viable construction window based on line with the paving season. Do not bid a job
the weather requirements in SP 00557. with anticipated placement in wet weather.
PPC is currently not listed on the QPL and
needs to be specified accordingly. SP 00557
covers the use of PPC.
1.9.3.1.6 Asphalt Concrete Overlays C1.9.3.1.6

ACP is not permitted on new decks or ACP does not add to the deck stiffness and is
existing bare concrete decks per BDM 1.9.2.1, not considered to be a structural concrete
except on local agency projects. overlay.
On bridges with existing ACP and where
roadway ACP depths allow, consider
replacing the ACP with another overlay
type.
April 2024 1-238

When ACP is the only feasible option for
overlay, install a waterproofing membrane
per BDM 1.9.3.1.6.1.
Do not use emulsified asphalt concrete Use of commercial grade ACP and vibratory
(EAC), cold mix, on bridge decks or slabs. rollers are not permitted on bridge decks or
Specify ACP materials per 00744 and 00745 slabs.
for use on bridge decks and slabs.
Use the same ACP on the bridge except for The pavement designer assigns an
layer thickness and vibratory compaction as appropriate pavement type, design level,
discussed below: layer thickness, and aggregate size for ACP
on the highway and bridge approaches.
• 2 inch lift or thicker: ½ inch ACP.
Consider impacts to the approach roadway
when adjusting ACP thickness on bridge
decks. Reducing pavement thickness can
cause rebuilding of roadway approaches.
• 1 inch lift but thinner than 2 inch lift: 3/8 inch ACP is only cost effective when used
3/8 inch ACP. in substantial quantity and when multiple
changes in paving operations are not
required by the change in the mix.
• Lift thinner than 1 inch: not allowed.
When a Class F mix (free draining) is used, Matching the wearing course (top lift)
give special attention to drainage details at thickness used beyond the bridge ends may
joints and deck drains to prevent trapping improve asphalt durability on bridge decks,
water adjacent to these areas. if the project is staged such that the wearing
course on the pavement and bridge can be
paved in the same operation.
Discuss pavement mix design Less than four inches of ACP has
recommendations with the Pavement demonstrated lateral shoving on structures
designer to address lateral shoving on with superelevations of five percent or
bridges with superelevations of five percent greater. The issue is exacerbated on high
or greater. speed roadways (over 40 mph) and where
chains and studded tires are used. Consider
higher quality asphalt or a different overlay
material in these situations.
April 2024 1-239

Provide details on plans to pave out cambers ACP thickness can vary by several inches
in the bridge deck. Provide ACP quantities due to camber.
to the roadway designer, including
See BDM 1.9.2.1.4 for striping information on
additional ACP to pave out cambers.
ACP.
See BDM 1.9.3.1.1 for field investigation
requirements.
See BDM 1.14.2.2 for control joints and
asphalt paving on bridge joints.
1.9.3.1.6.1 WATERPROOFING C1.9.3.1.6.1

MEMBRANES
Waterproofing membranes are required Prior to 2002, FHWA requirements for State
when paving a CIP bridge deck or a timber owned bridges stated that If deicing salts
deck with ACP. For bridge decks with may be used in the future, some type of deck
adjacent slabs and minimum ACP thickness protection shall be used.
less than four inches, waterproofing
Waterproofing membranes are used as part
membranes are encouraged but not
of an overall deck protection concept to
required.
increase service life.
Do not use spray membranes. Membranes serve the following purposes:
Polymer waterproofing membranes are
specified in SP 00590 and are selected from
• Protect reinforcing steel in concrete
the ODOT Qualified Products List. They are
members from corrosion by
primarily applied to bare concrete decks.
preventing moisture from roadway
When performing ACP removal, maintain 1 runoff (which potentially contains
inch minimum ACP over an existing chlorides and other contaminates)
polymer membrane with approval of from penetrating the concrete
pavement designer. Otherwise remove ACP surface.
to bare deck. • Protect galvanized tie rods in precast
prestressed concrete members placed
Rolled membranes are specified by SP 00592
side-by-side from roadway runoff.
and accepted according to SP 00592.10. There
• Protect timber bridge decks from
is not currently a rolled membrane section in
moisture damage.
the QPL. Place rolled membranes between
• Prevent untreated roadway runoff
layers of ACP according to SP 00592.
from passing through bridge
Waterproofing membrane types change over elements to a roadway, waterway,
time based on industry research. Consult bikeway or pedestrian way
with the Structural Materials Engineer to underneath the bridge.
select the correct membrane type for each
structure.
April 2024 1-240

EXISTING STATE BRIDGES C EXISTING STATE BRIDGES
All areas of Oregon potentially use deicing
chemicals. Actual use of deicing chemicals
in the project area can be verified by
contacting the Region District Maintenance
Manager.
Perform chloride testing on the existing
bridge deck when warranted per BDM
1.9.3.1.2 to verify existing chloride
thresholds are acceptable.
Do not skip bridges during roadway paving Mobilization is a significant cost to bridge
operations. Remove all ACP and existing paving projects.
membranes during paving projects, except
when the existing membrane is a spray or
polymer membrane that is performing well.
When possible, protect these types of
membranes in place during paving
operations.
LOCAL AGENCY PROJECTS

A deck protection system is required for
projects with Federal Funds, otherwise it is
desirable and should be investigated on each
project, whether NHS or non-NHS.
When a local agency chooses not to use a
cast-in-place deck or ACP with a
waterproofing membrane for side-by-side
construction, obtain written confirmation
from the local agency. Include a copy of the
local agency confirmation in the calculation
book. Also confirm with the project
environmental coordinator whether
elimination of a membrane is acceptable
when there is potential for roadway runoff to
enter a waterway by leakage through
adjacent bridge members.
Local agencies can use spray membranes,
but it is not recommended due to difficulty
meeting the warranty requirements in SP
00591.
April 2024 1-241

1.9.3.2 Corrosion C1.9.3.2

Considerations
Discuss the proposed deck treatment project When the maximum acceptable chloride
with the Bridge Corrosion Engineer when any level in the deck has been exceeded,
of the following conditions are met. deterioration of the deck rebar will continue
Otherwise follow reinforcement protection regardless of the presence of a new overlay.
design provided in BDM 1.9.2.1.3.
See BDM 1.9.3.4 for deck replacements.
• The structure is in a marine area, per
BDM 1.2.4.1.
• Deck rebar corrosion is visible.
• There is reason to suspect the
structure may be occasionally salted
during winter months.
1.9.3.3 Partial Depth Deck C1.9.3.3

Removal
Use partial depth deck removal only in See SP 00505 for concrete deck
conjunction with a structural overlay or hydrodemolition. Refer to ICRI Guideline No.
inlay (see BDM 1.9.3.1.4). 310.3R Guide for the Preparation of Concrete
Surfaces for Repair Using Hydrodemolition
Methods for additional information not
contained within this manual.
The primary function of this process is to
remove chloride contaminated concrete and
unsound concrete using hydrodemolition
equipment. Hydrodemolition processes also
remove microfractures caused by impact-
based deck removal equipment and prepares
the deck for a structural inlay or overlay.
HYDRODEMOLITION METHODS
Use one of the two types of hydrodemolition
as specified in SP 00505:
• Selective Hydrodemolition
• Deep Cut Hydrodemolition
April 2024 1-242

Selective Hydrodemolition - This process When operating at pressures ranging from
selectively removes all unsound concrete 14,000-20,000 psi, robotic hydrodemolition
and achieves a roughened profile of units selectively remove unsound concrete
approximately ½ inch in areas of sound from the parent deck. It is often more
concrete. When using high early strength economical to remove unsound concrete
concrete overlay for a “fast-track” with hydrodemolition than it is with
hydrodemolition project, only selective chipping hammers.
hydrodemolition can be used.
Selective hydrodemolition limits the amount
of removal and debris generated which
allows for increased production rates. Deep
cut hydrodemolition produces too much
debris and cannot be used in conjunction
with high early strength concrete overlays
for “fast-track” hydrodemolition projects.
Deep Cut Hydrodemolition – This process Typically, chloride contaminated concrete
removes the parent deck material to a that exceeds the corrosion threshold of BDM
specified depth, typically beyond the top Table 1.9.3.1.2-1, should be removed.
mat of reinforcement. This is specified to Reinforcement depth plays a critical role in
remove chloride contaminated concrete. The the final removal depth. In traditionally
plans and specification should clarify depth, reinforced decks, removing ¾ inch beyond
whether it is measured from existing top of the top mat will help unsure consolidation
deck, or to a depth below the top mat of and bond of the new overlay material.
reinforcement. To facilitate consolidation of
This process requires longer duration
concrete, removal to ¾ inch below the top
closure windows than scarification due to
mat should be specified.
the amount of wastewater, debris, and slurry
produced.
Consider consequences of undermining the
top mat of reinforcement in negative
moment areas.
The results of the field investigation (see In most situations, selective
BDM 1.9.3.1.1) will help determine which hydrodemolition is sufficient and comes
type of hydrodemolition to specify. with significant cost and schedule
advantages compared to deep cut
hydrodemolition.
April 2024 1-243

MICROMILLING
Micromilling prior to hydrodemolition Micromilling is important prior to
should be specified on all projects; hydrodemolition as it:
exceptions are listed in the commentary. The
• Removes deck surface treatments.
micromilling depth should be specified to
• Results in a more uniform removal
minimize the amount of hydrodemolition,
depth, helping ensure minimum
while maintaining a minimum of ½ inch
overlay thickness is achieved.
clearance from reinforcement to prevent
• Decreases required hydrodemolition
damage to the reinforcement and the milling
pressure by opening pores of the
equipment during milling operations.
concrete, which helps prevent full
depth blow-throughs.
• Reduces amount of slurry and
wastewater produced.
• Often more economical than
hydrodemolition alone.
When there are existing bridge deck
treatments (PPC, MPCO, structural overlay,
etc.), the payment for removal of these deck
treatments is included in the payment of the
micromilling bid item. Account for the
thickness of the PPC or structural overlay in
the depth of removal. Asphalt Concrete
Pavement overlays are removed according
to Section 00503.
ESTIMATING
For deep cut hydrodemolition, the following Removal rates with hydrodemolition
removal rates can be used as part of schedule equipment is affected by the depth of
estimates: removal and the compressive strength of the
concrete. These removal rates are
• 3,000psi concrete – 50 cuft/hr
approximate, and do not account for the
percentage on unsound concrete, which is
removed at a faster rate. These values are
also per robotic unit, and most systems have
the capability to run multiple robotic units in
parallel.
Selective hydrodemolition production rates These rates do not include cleanup, which
can be estimated to be approximately 1,000 can add a significant amount of time
sqft/hour. depending on removal depth.
April 2024 1-244

Account for ¼ inch overlay material Account for delaminated areas when
thickness when specifying selective estimating overlay volume quantities.
hydrodemolition. The specified depth of
deep cut hydrodemolition can be used as the
average overlay thickness.
ACCOMODATIONS FOR TRAFFIC

Provide protection for traffic adjacent to the Concrete removal via hydrodemolition
hydrodemoliton removal process as follows, results in difficult to contain high pressure
in order of preference: water and concrete debris being flown from
the work area. It is also possible to
1. Remove traffic from work zone via
unintentionally remove the entire deck
detour, holding of traffic with
thickness in an isolated area, or blow-
flaggers, or similar.
through, resulting in uncontained water and
2. Maintain traffic as far from work as debris falling below the structure. Therefore,
feasible and shield traffic from debris protection from these hazards for the
with positive protection. traveling public is required.
Positive containment for protection of traffic
typically consists of items like temporary
traffic barriers, plywood shielding installed
adjacent to the work activity, and under deck
work containment systems for blow-through
protection.
EXISTING STRUCTURE
CONSIDERATIONS
Do not specify hydrodemolition on Unintentional removal of concrete around
prestressed members without cast-in-place critical reinforcing, of prestressed elements,
concrete decks. and where the concrete is critical to the
stability of the structure can result in damage
or failure of the structure or element.
When hydrodemolition is required on cast- Concrete removal by hydrodemolition is not
in-place post tensioned structures, evaluate easily controlled in regards to removal limits
the capacity of the structure, using LRFR and material types removed. Be aware of the
techniques, assuming the specified concrete structure type and functionality when
removal plus 1 inch. Employ mitigation detailing the hydrodemolition removal.
when the resultant critical rating factor is
<1.0.
April 2024 1-245

Hydrodemolition can damage GFRP Critical reinforcement includes negative
reinforcing. Do not perform moment reinforcement located in the deck,
hydrodemolition on structures that contain prestressing tendons near the top of the
GFRP in the top mat of deck reinforcing. element, and similar reinforcing where their
continued effectiveness is critical to the
Detail hydrodemolition stopping 1-foot from
stability of the structure.
bridge joints that are to remain in place.
Evaluate overhangs for stability assuming
the specified concrete removal plus 1 inch.
Employ shoring when required to maintain
stability of the overhang.
SPECIAL REPAIR ZONES

Identify in the Special Repair Zones in the Special Repair Zones are areas that contain
contract documents. Add clarity, as needed, critical reinforcement or concrete whose
to identify what is contributing to the area removal could lead to damage or failure of
being designated a Special Repair Zone. the element or structure.
Detail the allowable concrete removal limits
and removal methods withing the Special
Repair Zones.
When concrete removal is required in Ensure stability of the structure during

Special Repair Zones, ensure stability of the construction by employing techniques such
structure during construction. as:
• Staged concrete removal.
• Staged concrete replacement.
• Strengthening prior to concrete
removal.
• Temporary shoring of structure or
element.
April 2024 1-246

1.9.3.4 Deck Replacements C1.9.3.4

BDM 1.9.3.4 applies to composite concrete
deck replacements.
Consider a deck replacement when any of See BDM 1.9.3.1.2 and Table 1.9.3.1.2-1 for
the following warrants are met: deck treatment warrants.
• The deck condition is rated as a four
or less in Item 58 of the Bridge
Inspection Report.
• Delaminated and patched areas are
greater than 15 percent of the deck
area.
• 10 percent or more of the bridge deck For estimating purposes, the combination of
area will require full depth repairs soffit map cracking and heavy efflorescence
during hydrodemolition. is a strong indication of locations that may
blow through during hydrodemolition and
will require full depth repairs.
• Cracking represented in Condition
State 3 is greater than 50 percent of
the deck area.
• The chloride content exceeds 0.040
percent by mass of sample at the
depth of shallowest rebar. See BDM
1.9.4.6.
• Additional investigation confirms
that the deck deterioration has
become too severe to repair and
exceeds values in Table 1.9.3.1.2-1.
When superstructure strengthening is When extensive strengthening or seismic

required, include a superstructure or bridge retrofit is necessary, consider whether a
replacement option in the alternatives bridge replacement is more feasible.
analysis, as well as a deck replacement. Coordination with bridge program is needed
to determine the appropriate course of
Perform a pre-design load rating per BDM
action.
2.10.8.1 to verify existing structure meets
strength requirements of BDM 1.3.3.4 when Life cycle costs analysis is an effective tool
there is not a current load rating. for evaluating project scope. Incorporate the
design considerations from BDM 1.9.1.
April 2024 1-247

Deck replacements fall under the Bridge
Modernization design category. In the spirit
of practical design, perform a holistic review
of the structure from a service life
perspective when a bridge deck replacement
is being scoped. Opportunities often exist to
minimize future maintenance costs and
efficiently extend the service life of other
bridge elements including, but not limited
to:
• Bearing upgrades.
• Omitting joints.
• Adding approach slabs.
• Incorporating seismic retrofit
components (e.g., installing
diaphragms or shear lugs).
• Repairing existing paint systems.
• Washing structures.
Coordination with other disciplines is
necessary to set adequate project limits and
consider impacts to roadway drainage.
Design a deck replacement according to Consider that the bridge deck elevation will
BDM 1.9.2. Ensure superstructure elements likely rise to accommodate various features
meet the strength requirements of BDM of a new deck (i.e., additional deck thickness,
1.3.3.4. build-up for constructability, etc.) and new
geometry will increase dead load.
Install approach slabs per BDM 1.9.2.4.1.
During project initiation, obtain cores from Consider remaining service life of bridge
concrete girders for compressive strength when selecting reinforcement materials. This
tests. Use this information (f’c and calculated may not align with the requirements of BDM
modulus) to inform estimated deflection and 1.9.2.1.3. See BDM 1.9.3.2 for additional
profile grade calculations. guidance.
Design for all stages of construction loading. Verify the system is stiff enough and will
remain stable without a deck in place. See
BDM 1.3.4 for construction loading. See
NCHRP Report 536 for information on bridge
demolition.
April 2024 1-248

Check interface shear between the girder Deck removal work is likely to damage
and deck for composite action. Add existing stirrups/studs. Provide details to
interface shear reinforcement or welded address damaged stirrups/studs.
studs as needed.
PLANS AND SPECIFICATIONS C PLANS AND SPECIFICATIONS

Incorporate into SP 00501 a requirement for
contractors to submit a girder repair plan
when there is damage.
Incorporate into SP 00501 a girder damage Consider during design whether details are
repair plan for unknown conditions. required for repair of known girder damage
and corrosion.
Require a stamped removal plan in SP 00501.
Require a survey of the top of existing girder Coordinate with Roadway to include a
elevations after removal of the bridge deck. profile gradeline or provide top of deck
Review survey information prior to final elevations at discrete points (i.e., typically
placement of formwork to verify final screed tenth points along the bridge) in the bridge
elevations. plans.
Falsework will need to be attached to
existing girders in a manner that does not
damage reinforcement, prestressing strands
or steel elements. The contract should
specify that attachment details are subject to
Engineer approval.
1.9.4 Construction
Considerations
Cure bridge decks according to BDM 1.5.4.
1.9.4.1 Deck Screeding C1.9.4.1

Consider deck constructability issues when When the deck width or skewed dimension
specifying deck screeding requirements for causes the length of the screed equipment to
both new decks and when installing an be excessive (more than 100 feet), the deck
overlay. may need to be placed in stages with or
without a closure pour.
April 2024 1-249

At a minimum, provide a 3-line profile for It is challenging to fit a design surface to the
structural and PPC overlay projects on existing surveyed surface. The existing
existing decks. surface is going to vary and equipment will
need to accommodate variations. Advanced
grade control is typically needed. Consider
the minimum constructible thickness of the
chosen overlay material and the appropriate
construction tolerances. The nominal
thickness of the overlay may need to be
increased to accommodate these tolerances.
Unless other information is available, the
minimum overlay thickness is typically two
times the aggregate thickness.
On skewed decks, a sharp vertical curve on It may be necessary to perform some unique
the structure may cause problems with sequencing, such as preloading the deck
screeding on the skew. with plastic concrete far enough ahead of the
screed machine to preload the beams to get
When a structure has different skews at
unison deflections and allow the screed to
adjacent bents, base the skew of the screed
run normal to the beams.
equipment on the average of the bent skews.
There are circumstances where a machine
cannot be used, such as along the gutter lines
which will require manual finishing.
Where staging is shown on the plans, place a
longitudinal joint along a longitudinal
beam line and not in a wheel line. Consider
this in the beam layout.
Consider whether the finishing machine can Deck screeds can accommodate a crown
follow the actual slope of the roadway in one section in one placement, full width, when
placement. Place longitudinal joints along a the superelevation remains constant. When
longitudinal beam and consider this in the the superelevation rates vary, the deck will
beam layout. normally need to be placed in separate
placements.
When a structure is curved with radial bents, Perform sufficient geometric calculations to
the screed equipment and deck placement determine the best method or direction of
remains normal to the roadway centerline. deck screeding. When necessary, place the
In this case, the screed equipment must be required sequencing and direction of
equipped with variable speed capacity at screeding, skewed or normal, on the detail
both ends. plans.
April 2024 1-250

1.9.4.1.1 Beams not Supported by C 1.9.4.1.1

Falsework
When the structure has a skew, add a note to The main concern of this type of placement
the plans specifying that the screed is that the beams deflect equally in unison, so
equipment shall run parallel to the bents, on deck thickness and clearances end up as
a skew. shown on the plans. To deflect equally the
beams need to be loaded equally.
1.9.4.1.2 Falsework Supported Beams C1.9.4.1.2

Ideally it would be best to place and screed There is less concern regarding how the
skewed decks on the skew, but practically it concrete is placed for falsework supported
is not required. beams. There will still be a small amount of
falsework crush due to the added dead load
of the deck.
1.9.4.2 Deck Closure Pours C1.9.4.2

The use of polypropylene fibers are required Where deck closures are placed under traffic,
in all portions of the deck, including the deck minor cracking within the closure can be
closures. On local agency projects expected. This cracking is typically minor
polypropylene fibers are recommended but and does not result in significant long-term
not required. maintenance. The amount of cracking
expected will be a function of the traffic
induced vibrations at the site. See BDM
1.9.4.4 for a discussion on vibration levels.
See BDM 1.9.4.3 for discussion of closure
pour options.
See BDM 1.5.6.2.5 for discussion of precast
beam bridges.
See BDM 1.5.7.11 for discussion of CIP
superstructures.
See BDM 1.6.2.18 for discussion of steel
structure widening.
See BDM 1.11.2.5 for discussion of integral
abutments.
April 2024 1-251

1.9.4.3 Deck Pour Sequence

1.9.4.3.1 Prestressed Concrete Girder C1.9.4.3.1
Bridges
Place decks on precast prestressed beams no The 30 day wait is to allow a majority of the
less than 30 days after prestress transfer. For prestress camber to occur, thus enabling
bridges designed simple for dead loads more accurate determination of beam build-
made continuous for live loads, pour the up for the deck screeding and to minimize
bottom portion of the continuity diaphragm restrain moments due to girder creep and
30 days minimum after prestress transfer. shrinkage.
Cast bridge deck seven days minimum after
the diaphragm concrete pour. Cast top
portion of the continuity diaphragm and the
remaining bridge deck a minimum of seven
days after the previous bridge deck cast. The
pour sequence of two spans designed simple
for dead loads made continuous for live
loads is shown in Figure 1.9.4.3.1-1.
Figure 1.9.4.3.1-1 Deck Pour Sequence – Prestressed Concrete Spans
April 2024 1-252

1.9.4.3.2 Steel Girder Bridges C1.9.4.3.2
Develop deck pour sequences for continuous The general principal is to first place the
steel spans according to the span and sections that are outside of the negative
deflection characteristics of the particular moment zones. Subsequent placements may
bridge. produce negative flexure in the previously
placed sections (See LRFD C6.10.3.4.1 for
commentary).
Provide minimum negative flexure slab
reinforcement per LRFD 6.10.1.7 as needed.
Set retarding admixture may be required to
reduce excessive induced stresses in adjacent
spans placed sequentially.
Any changes to the pour sequence during
construction must be analyzed by the
contractor’s engineer to determine any
effects on stresses and camber. Complete
this review early in the process, because it
may affect the beam fabrication.
The following steps are a general rule for
pour sequence of continuous steel bridges:
1. Pour (1) consists of all positive
moment areas along the bridge
which will not cause upward
deflection on other span/s. No
waiting period is required between
these spans.
2. Pour (2) consists of multiple separate
placements of all positive moment
areas of spans that cause upward
deflection on other spans. The wait
period between these span
placements is a minimum of three
days after the last pour (1) ended and
reaches 70 percent of final strength.
When multiple spans are placed
sequentially in the same pour, set
retarding admixture may be required
to reduce excessive induced stresses
in adjacent spans.
April 2024 1-253

3. Pour (3) consists of all negative
moment areas. The pour can be
placed a minimum three days after
the last pour (2) ended.
The pour sequence of three span continuous
balanced bridges is shown in Figure 1.9.4.3.2-
1.
Figure 1.9.4.3.2-1 Deck Pour Sequence – Steel Spans
The deck pour sequence for bridges

designed continuous for live load consists of
two pours. Pour (1) for all positive moment
areas except for closure pours. Pour (2)
consists of all closure pours at interior and
end bents a minimum of three days after
pour (1).
April 2024 1-254

1.9.4.4 Vibrations C1.9.4.4

Although damage to concrete due to Vibrations from adjacent traffic and
vibrations is rare, avoid unnecessary construction activity are not likely to cause
vibrations where reasonable measures can cracking in freshly placed deck concrete.
be taken. For staged construction, providing One ODOT project recorded vibrations up to
deck closure segments is preferred to 0.6 in/sec during a second stage deck
minimize both vibrations and the effects of placement with only minor deck cracking
adding additional deck dead load, creep and near the closure area. Typical deck closure
shrinkage to the first stage. placements may have even higher
vibrations.
Providing either a joint or closure segment Minor cracking can be expected in deck
between substructure (cap) stages will also closures placed under traffic. However, this
reduce potential for traffic vibrations to be cracking rarely results in long-term
transmitted through those elements. See maintenance concerns. See the Deck
BDM 1.11.2.5 for more discussion. Closure Pours discussion in BDM 1.9.4.2 for
closure pour options.
See BDM 1.11.2.5 for joint options at integral
abutments.
Where there is a concern that vibrations may Table 1.9.4.4-1 is a very rough guide to
be excessive, consider the following vibration levels.
practices as mitigation:
• Low-slump concrete – Although
concrete damage due to vibrations is
rare, use of low-slump concrete
(greater than 4 inches) will minimize
the risk. ODOT’s HPC deck concrete
mix is generally a low-slump mix that
meets this requirement. Therefore,
generally no change to the standard
HPC deck concrete mix is necessary.
• Reinforcing details – Do not use
hooked bars in closure segments.
Ensure lap splices are in contact and
well-tied as much as possible. Where
lap splices cannot be in contact, use
two rows of longitudinal bars tied to
both lap splice segments to create a
rebar mat that cannot be easily
moved.
April 2024 1-255

• Retarder admixture – Varying

amounts of set retarder admixture can
be used such that the entire deck will
set up at about the same time. The
Structure Quality Engineer from the
ODOT Construction Section can assist
in determining when this admixture
is needed and how to apply it.
• Reduce vehicle speed – Where
vibration is due to adjacent traffic,
reducing vehicle speed will generally
reduce the amount of vibrations.
However, vehicle speeds will
generally need to be reduced down to
around 15 mph before a significant
reduction in vibrations can be
obtained. Therefore, only consider
this measure in extreme
circumstances. Where possible,
moving traffic laterally from an
adjacent deck placement will likely be
more effective than reducing vehicle
speed.
Table 1.9.4.4-1 Vibration Levels
Measured Vibration Perception Level

Vibration
(inch/second)
0.08 vibrations perceptible
0.1 continuous vibrations may begin to annoy people
0.2 short-term vibrations may begin to annoy people
0.4 to 0.6 typical max. short-term vibration, concrete bridge < 100 foot span
0.6 to 1.0 typical max. short-term vibration, concrete bridge > 100 foot span
April 2024 1-256

1.9.4.5 TP&DT / Stage C1.9.4.5

Construction
Discuss traffic control issues early in the Temporary protection and direction of traffic
project with both region project (TP&DT) requirements are important design
development team and the Traffic Control considerations and could control project
designer. cost, project scheduling and, as a result, the
type of overlay. Urban projects or narrow
roadway width structures may require very
short overlay cure times that could limit the
use of a SC overlay.
When stage construction is proposed,
arrange the stage construction widths so that
the overlay can be constructed in widths
between 6 feet and 30 feet which are
comfortable widths for structural concrete
overlay finishing machines and placement of
non-structural concrete overlays or ACP.
Avoid placing longitudinal construction
joints in the wheel paths.
1.9.4.6 Quantity Estimates C1.9.4.6

All overlays require the use of SP 00504.
Bridge decks with existing ACP also require
SP 00503.
Use any necessary removal bid items,
depending on the existing bridge deck
surface. All existing overlay removal is
measured by square yard. When the ACP is
too thick to be removed in one pass (i.e.
greater than 2 inches), increase the unit cost
for the additional passes required.
Bonded waterproofing membranes, such as
polymer membranes, have an additional bid
item in SP 00504 for removal. Fabric
membranes are removed as incidental to SP
00503.
April 2024 1-257

Once the existing overlay or membrane is Class 1 Preparation takes place in areas
removed, the deck is prepared per SP 00504. where no additional concrete removal is
necessary to reach sound concrete. This level
of preparation is not measured and payment
for it is included in the construction of the
new overlay.
Class 2 Preparation is any removal of
unsound concrete that does not extend the
full depth of the deck. It is measure by the
square yard. The repair method and pay
item for Class 2 preparation varies
depending on the new overlay type.
Class 3 Preparation is any removal that
extends through the entire deck. Class 3
Deck Preparation is usually required due to
severe deep delaminations, a severely
cracked deck in all directions, a badly spalled
bottom deck or poor aggregates. In most
cases, the quantity of Class 3 Deck
Preparation is very small. If so, no bid item
is necessary. The work will normally be
performed on an extra work basis.
When there is a known quantity, use a
separate bid item. The quantity should be
estimated after consulting with Maintenance
and the bridge inspector. A site visit may be
required. Additional Class 3 Deck
Preparation beyond the known quantity can
then be paid for as extra work.
A deck survey is required to confirm the
estimated quantity of both Class 2 and Class
3 Deck Preparation. Visual inspection and
sounding (e.g. chain drag) are the primary
methods for determining quantities.
Advanced non-destructive evaluation
(NDE) methods, such as infrared scanning,
impact echo, or ground penetrating radar
(GPR) have been used in limited, high-risk,
environments. Consult with Structure
Services prior to using advanced methods.
April 2024 1-258

A typical structural overlay for a bridge deck
consists of the following structure bid items
in addition to any removal items:
• Class 2 preparation for SC Overlay
installations (per sy)- SP 00504.
• Furnish Concrete Overlay (per cy) –
SP 00559.
• Construct SC Resurfacing (per sy) –
SP 00559.
• Saw Cut Texturing (per sy) – SP
00559.
Class 1 Deck Preparation, which is not paid
or measured separately from the overlay
placement, includes roughening the surface
to a surface texture depth profile of 1/8 in.
Furnish Concrete Overlay – Calculate this
quantity from the Class 1 deck preparation
area and a depth of ½ inch greater than the
specified minimum depth. This increase
accounts for field quantity overruns due to
minor grade corrections and irregular Class
1 deck preparation. When Class 2 deck
preparation has been identified, add that
quantity into the Furnish Concrete Overlay
total. Work with the roadway designer to
confirm that the 3D model, when available,
and roadway finish grade profile match the
estimated overlay quantities.
Construct Structural Concrete Overlay
Resurfacing – This quantity is typically
measured for gutter to gutter and end joint
to end joint.
A typical non-structural concrete overlay for
a bridge deck consists of the following
structure bid items in addition to any
removal bid items:
• Class 2 Preparation (per sy) – SP
00504.
• Furnish MPCO Material (per sy) – SP
April 2024 1-259

00556.
Or
• Furnish PPC Material (per cy) – SP
00557.
• Construct PC Concrete Overlay (per
sy) – SP 00556 or SP 00557.
Deck Preparation - Deck preparation for
non-structural concrete overlays is
constructed per SP 00504. Class 1
Preparation for non-structural concrete
overlays requires roughening the existing
deck to a 1/16 inch surface texture profile
depth. Class 2 Preparation for non-structural
concrete overlays includes repairing the
deck with a PCC repair material at least five
days prior to placing the overlay.
Furnish non-structural concrete overlay –
Calculate this quantity from deck area
(gutter to gutter and end joint to end joint)
and a depth of 1/8 inch greater than the
specified nominal depth.
Construct non-structural concrete overlay –
Calculate this quantity from the deck area
(gutter to gutter and end joint to end joint).
A typical ACP for an existing bridge deck
consists of the following bid items:
• Bridge Deck Cold Plane Pavement
Removal (per sy) – SP 00503.
• Class 2 Preparation (per sy when
needed) – SP 00504.
• Membrane waterproofing (per sy).
• Asphalt concrete mixture (per ton).
The membrane waterproofing bid item
includes full compensation for applying the
membrane waterproofing system and the
asphalt tack coat.
The asphalt concrete bid item is typically the
responsibility of the roadway designer.
April 2024 1-260

Communicate with the roadway designer to
make sure all the bid items are covered.
In addition to these bid items, the following
items may also be required:
• Deck joints (each or linear feet).
• Deck drain construction (each).
• Bridge rail retrofit or replacement
(linear feet).
• Reinforced concrete approach slabs
(per sy).
1.9.5 Bridge Drainage C1.9.5

Provide an appropriate drainage system on Normally, drainage retrofitting needs to be
or adjacent to bridges that have curbs or addressed only when the project involves a
concrete parapet rails. major rehabilitation of the bridge. Generally,
retrofitting existing bridges from a direct
discharge to a piped system is not necessary.
Bridge widening normally can use the same
type of drainage system as the existing
bridge. Contact the Hydraulics Unit for
additional guidance about when drains are
required.
Review the roadway plans drainage details. When drains are required, the Hydraulics
Provide the hydraulics designer the bridge Unit does the designs and determines the
length, deck grades, cross-slope, typical size and spacing. See the Hydraulics Design
section, and deck surface so the deck drain Manual Chapter 12 (Storage Facilities, Chapter 13
layout can be determined. Storm Drainage and Chapter 14 Water Quality
for additional information.
1.9.5.1 Design C1.9.5.1

Considerations
Incorporate features into the bridge deck The primary objective of the bridge deck
drainage system to facilitate and minimize drainage system is to remove runoff from the
maintenance activities. In all cases, bridge deck before it collects in the gutter,
coordinate with the project team members shoulder or lane thus exceeding the
representing Environmental and Hydraulics allowable design spread of water. Drainage
to determine the appropriate bridge and stormwater management design can be
drainage system.
April 2024 1-261

very complex and early coordination is
beneficial to the project delivery process.
The benefits of a properly designed and
maintained deck drainage system include
the following:
• Efficient removal of water from
the bridge deck which decreases
the risk of hydroplaning and
enhances public safety.
• Long-term maintenance and
service life of the bridge is
improved.
• Preservation of the structural
integrity of the bridge.
• Enhanced aesthetics by
elimination of superstructure and
substructure staining.
• Minimized or eliminated erosion
on bridge end slopes.
• Reduced pollutant discharges
into streams and wetlands, and
compliance with permits and
laws that regulate these
discharges.
Capture drainage upslope of the bridge in Special environmental considerations may
inlets before coming onto the bridge. When be required on some projects (see
grades allow, carry drainage off the bridge to Environmental BDM 2.14.8). Hydraulic
inlets. Drainage not carried to inlets at the requirements take precedence over water
ends of the bridge is removed from the quality requirements (see Storm Water BDM
bridge deck using drains. 2.14.9).
Drains are not allowed to discharge directly
into:
• Designated water quality limited
streams.
• Streams with severe non-point
source pollution problems.
• Streams with populations of listed,
proposed or candidate threatened
and endangered (T&E) species of fish
or other aquatic life.
April 2024 1-262

In these conditions, provide a piping system

that carries the drainage to a storm water
control facility (see the Hydraulics Design
Manual for additional information).
Roadway surface and sidewalk runoff needs
to be actively contained and treated because
they are considered pollutant sources. When
there is a hard barrier separating the
sidewalk from the roadway surface,
collecting drainage is more complex. In
these situations, coordinate with the
hydraulic designer to find a solution to treat
or mitigate storm water to the maximum
extent possible. Coordinate with the
hydraulic designer to include sidewalk
runoff in drainage calculations. When new
sidewalks are added to an existing bridge
where storm water previously sheet flowed
off the side, contain and treat the runoff from
the roadway surface for the new condition.
When the above conditions are not present,
direct discharge to the ground below may be
allowed. Drainage directly discharged to the
ground below is not to cause erosion or be a
hazard to the public. To prevent exposure of
the superstructure to the drainage, carry it
by drainpipes to 3 inches below the bottom
of the superstructure.
1.9.5.2 Detailing C1.9.5.2

Indicate drain locations on the General Plan
and Girder Layout sheets, and appropriate
Detail sheets (see DET 3120 for general
details) that are inserted in plans. Show
drainpipes and details on abutment, interior
bent, deck and girder detail sheets. On
viaducts or structures with extensive piping,
provide a separate sheet showing entire
April 2024 1-263

drainage layout. The following figures are
examples of different applications.
Provide minimum 8 inch diameter
galvanized steel drainpipe.
Figure 1.9.5.2-1 Drainpipe Detail
Seismic design requirements for concrete

containment within columns precludes
placement of drainpipes within columns.
For 90 degree pipe connections, use 2-45 Deck drains and drainpipes become easily
degree connections or a 4 foot minimum clogged and are a continual maintenance
radius sweeping 90 degree connection. Add problem. High pressure hoses used for
clean-out ports or junction boxes at every 90 cleaning cannot make 90 degree turns.
degree connection. Clean-outs should be at
a 45 degree angle to the main line.
Verify that the gutter profiles do not result in When there is a question, plot the gutter
birdbaths or unsightly dips in the rail. grade.
Place drains upslope from expansion joints
to capture drainage before it reaches the
joints.
When long pipe runs are utilized for longer
crossings (greater than 100 feet) and bridges
April 2024 1-264

with multiple spans, match pipe grade with
roadway grade and see the following
references for additional guidance:
• Bridge Crossing with Ductile Iron Pipe,
DIPRA.
• Guidelines for Bridge Water Pipe
Installations, Raj B, Mark P and Web
C.
Provide sufficiently sturdy and properly
located pipeline support to accommodate
the weight of the pipe, its contents and other
applicable loadings such as joint movement,
seismic activity, traffic vibrations, insulation,
etc.
Include expansion/contraction couplings on The number and location of
plans when required (longer than 100 feet expansion/contraction couplings, if
lengths). Locate expansion/contraction required, are determined by the length and
couplings in the pipeline adjacent to bridge design of the bridge in consideration of the
expansion joints. maximum anticipated temperature
differential.
Figure 1.9.5.2-2 Bridge Drainage Plan and Elevation
April 2024 1-265

Figure 1.9.5.2-3 Bridge Deck Drain Details
April 2024 1-266

1.10 FOUNDATION CONSIDERATIONS

1.10.1 Foundations, General
1.10.2 Lateral Earth Restraint
1.10.3 Underwater Construction
1.10.4 Foundation Modeling (Foundation Springs)
1.10.5 Foundation Design
1.10.1 Foundations, General

The geotechnical designer will provide data and recommendations with respect to types of
footings, footing elevations, nominal and factored resistances, types of piling, pile tip
reinforcing, and drilled shaft tip elevations which are to be used at each bridge site. The
designer should be satisfied that the recommendations are adequate with respect to factored
loads and economy. When there are questions in this matter, they should be discussed with the
geotechnical designer. Special factors in the type of construction selected may cause a
reconsideration of the original recommendation. Some basic guidelines include:
• When the Geotechnical Report is not available, the fact should be noted and the basis for
the design of the footings should be indicated.
• Except for special cases, provide a minimum of 2 feet of cover over the top of spread
footings.
• Make the top of footings within the right of way of the Union Pacific Railroad a
minimum of 6 feet below the bottom of the low rail to allow for future underground
utilities.
When geotechnical analysis shows that a bridge site will have excessive soil movement due to
an earthquake, the bridge and geotechnical designers shall collaborate to determine the
potential impact on the bridge performance and the available mitigation methods, which may
lead to the need for ground improvement at the project site. See BDM 1.17.4 for mitigation
guidelines.
1.10.2 Lateral Earth Restraint

When passive earth pressures are used in design to resist seismic or other lateral loads, detail
the plans to ensure assumed soil conditions exist after construction. Where possible, plans
should specify placing footings against undisturbed material. The soil type may be such that it
will not stand vertically after excavation. When soil is disturbed, SP 00510.41 requires
backfilling with compacted granular material. When there are questions concerning this,
consult with the geotechnical designer. When the excavation will not stand vertically, add a
April 2024 1-267

reference note, See Standard Specifications for Construction to the Structure Excavation Limits
detail shown on the plans. The contractor will be allowed to excavate beyond the footing limits
and backfill with compacted granular structure backfill (SP 00510.46). When footings, such as
pile supported, etc., do not require the lateral soil resistance for stability, then do not call for
pouring against undisturbed material.
Figure 1.10.2-1 Lateral Earth Restraints
1.10.3 Underwater Construction

1.10.3.1 Underwater Foundation Design Considerations
• Requirements for scour protection, potential scour depths and elevations,
recommendations for riprap protection can be found in the Hydraulic Report and BDM
1.10.5.8.
• The seal size, which ultimately determines the cofferdam size should be large enough to
accommodate the footing plus footing forms inside the cofferdam walers. A minimum
of 2 feet on each side of the footing should be provided.
• Require the contractor to remove all underwater formwork.
• In streams where there is a potential for scour, riprap should be placed as soon as
possible and before removal of the cofferdam.
• Scour calculations do not take into account debris loading. A pile of debris will cause a
larger obstruction thereby increasing the scour depth.
• Streambeds are often mobile and the top few feet or so are moving downstream all the
time. During extreme flood events the mobile streambed material cannot be counted on
for protection.
• The depth component of the bearing resistance equation has the most significant
contribution to the footing's ability to support the load.
• Riprap is not considered permanent protection against scour for seals.
• When placing a footing in a stream, the material around and over the footing has been
reworked and doesn't have the in situ strength of the native streambed.
• Another factor that is not always taken into account during a scour calculation is that the
stream may be degrading or have the possibility of degrading in the future.
April 2024 1-268

For scour design requirements see BDM 1.10.5.8.
April 2024 1-269

1.10.3.2 Footing Embedment

On stream crossings and where horizontal forces are involved, the following sketch should
appear on the plans if the foundation material is suitable.
Figure 1.10.3.2-1 Footing Note Callouts at Streams
The bottom of footings in streambeds shall be a minimum of 6 feet below the normal streambed,
except in solid rock. When in solid rock, the top of the footing shall be flush with the rock line.
1.10.4 Foundation Modeling (Foundation Springs)

In foundation modeling it is common practice to first assume translational and rotational fixity
of the foundation supports and perform a preliminary structural frame analysis. The resulting
reactions are checked against the factored resistances. This procedure underestimates global
deflections but establishes an upper bound for forces. This type of foundation modeling may be
sufficient in certain loading conditions, such as thermal expansion, where deflections are not a
controlling factor in design provided the forces are not excessive. However, under higher
lateral loading conditions, such as moderate to severe seismic loading, more accurate
deflections and forces are desirable. Excessively conservative design forces can be expensive to
accommodate. In these cases, foundation springs are typically used in the structural frame
analysis. The computer program such as Midas Civil or SAP2000 allows the use of these
springs. Foundation springs are typically equivalent linear springs representing the
translational (horizontal), axial (vertical) and rotational load-deflection behavior of a nonlinear
soil response. The use of foundation springs can significantly reduce the upper bound
foundation reactions and more accurately models the entire soil-structure interaction system.
Nominal geotechnical resistances are typically used with seismic loading conditions unless
otherwise directed by the geotechnical designer. Factored resistances are typically used for all
other load combinations. Factored resistance is the nominal resistance multiplied by the
appropriate resistance factor.
April 2024 1-270

1.10.4.1 General Modeling Techniques

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

The following guidelines are provided for Option 3 as general information, and are intended to
be supplemented with engineering judgment. Methods are presented for developing
foundation springs, including factored and nominal resistances, for the following foundation
types:
• Abutments and wingwalls.
• Spread footings.
• Piles and pile caps.
Foundation springs are typically nonlinear in form although some are represented in bilinear
form. The curve typically consists of an initial (straight line) stiffness followed by a nonlinear
relationship leading up to a nominal resistance. Various methods are used, depending on the
type of spring, to develop the entire nonlinear load-deflection curve (spring).
The procedures described in this section, and typical values, come from the following sources:
• Seismic Design of Highway Bridges, Workshop Manual by Imbsen & Associates, Inc.,
prepared for the FHWA, October, 1989.
April 2024 1-271

• Design and Construction of Driven Pile Foundations, FHWA Workshop Manual, Volume 1,
December, 1996.
• Design Manual 7.2, Foundations and Earth Structures, Dept. of the Navy, May, 1982.
• Foundation Analysis and Design, (4th ed.) by Joseph E. Bowles.
• Design Manual for the Foundation Stiffnesses Under Seismic Loading, prepared for
Washington DOT by Geospectra, April, 1996.
• Design Guidance: Geotechnical Earthquake Engineering For Highways, Volumes I & II; FHWA
Report No. FHWA-SA-97-076-77, May, 1997.
• Pile capacity and stiffness work done by Bridge Engineering and Geotechnical Group
personnel in 1996 and 1997.
Standard Penetration Test (SPT) numbers presented in the Design Manual (Nc values) refer to
N values for granular soils corrected to an effective overburden pressure of 1 tsf. Uncorrected
Nc values should be used for cohesive soils. The geotechnical designer should be consulted for
representative values to use in these methods.
1.10.4.2.1 Abutments and Wingwalls

Use translational springs in both the longitudinal and transverse directions.
TRANSLATIONAL STIFFNESS
The abutment and wingwall translational stiffness should account for displacements resulting
from expansion joints associated with seat abutments.
Initial backfill stiffness, is determined by the backfill of the abutment and wingwalls. Wingwalls
should be modeled similar to the abutment. Direction of the wingwall contribution is into the
approach fill. The initial stiffness should be adjusted proportional to the backwall width and
height according to the following equation where the height of the backwall is normalized
(Maroney 1995).
Use this value for unknown backfill or when the backfill does not meet the requirements shown
on DET3160.
𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘
20
𝑘𝑘𝑖𝑖 = 𝑖𝑖𝑖𝑖
𝑓𝑓𝑓𝑓
When the approach fill is constructed/reconstructed using granular structure backfill and
meeting the limits shown on DET3160 the following value for initial stiffness can be used.
50
𝑘𝑘𝑖𝑖 = 𝑖𝑖𝑖𝑖
𝑓𝑓𝑓𝑓
The stiffness of the abutment is calculated with the following:
𝐻𝐻
𝐾𝐾𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎 = 𝑘𝑘𝑖𝑖 ∗ 𝑊𝑊 ∗
5.5𝑓𝑓𝑓𝑓
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Where:
𝑜𝑜𝑜𝑜
𝑘𝑘𝑖𝑖 = 𝑡𝑡ℎ𝑒𝑒 𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑤𝑤𝑤𝑤𝑤𝑤ℎ 𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢 𝑖𝑖𝑖𝑖
𝑓𝑓𝑓𝑓
𝑊𝑊 = 𝑡𝑡ℎ𝑒𝑒 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤ℎ 𝑜𝑜𝑜𝑜 𝑡𝑡ℎ𝑒𝑒 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎 𝑤𝑤𝑤𝑤𝑤𝑤ℎ 𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢 𝑜𝑜𝑜𝑜 𝑓𝑓𝑓𝑓
𝐻𝐻 = 𝑡𝑡ℎ𝑒𝑒 ℎ𝑒𝑒𝑒𝑒𝑒𝑒ℎ𝑡𝑡 𝑜𝑜𝑜𝑜 𝑡𝑡ℎ𝑒𝑒 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎 𝑤𝑤𝑤𝑤𝑤𝑤ℎ 𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢 𝑜𝑜𝑜𝑜 𝑓𝑓𝑓𝑓
Piles: Refer to Pile Supported Footings and Abutments (see BDM 1.10.4.2.4). Use pile translational
stiffnesses in tables below for loading conditions other than seismic. For seismic loading
conditions, perform an analysis using soil response program such as LPILE. Consult with the
geotechnical designer to verify LPILE soil properties.
TRANSLATIONAL CAPACITIES
The passive force resisting the movement at the abutment is modeled using a bi-linear curve
with respect to displacement. The ultimate static passive force should be calculated using the
following equation. Maximum passive force can only be applied once the soil has been
mobilized. Acceptable passive mobilization values are found in AASHTO Table C.3.11.1-1. When
the wall is backfilled with a medium dense sand or compacted silt a value of
0.02𝐻𝐻 (𝑤𝑤ℎ𝑒𝑒𝑒𝑒𝑒𝑒 𝐻𝐻 𝑖𝑖𝑖𝑖 𝑡𝑡ℎ𝑒𝑒 ℎ𝑒𝑒𝑒𝑒𝑒𝑒ℎ𝑡𝑡 𝑜𝑜𝑜𝑜 𝑡𝑡ℎ𝑒𝑒 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 𝑖𝑖𝑖𝑖 𝑓𝑓𝑓𝑓) should be used. When granular structure
backfill is used to fill the active and passive wedge a value of 0.01𝐻𝐻 should be used to
determine if mobilization occurs. Only when this deformation is equal to or exceeds this value,
then the ultimate passive force can be employed.
5𝑘𝑘𝑘𝑘𝑘𝑘
𝐹𝐹𝑢𝑢𝑢𝑢𝑢𝑢 = 𝑊𝑊𝐻𝐻2
5.5𝑓𝑓𝑓𝑓
Where:
𝐹𝐹𝑢𝑢𝑢𝑢𝑢𝑢 = 𝑡𝑡ℎ𝑒𝑒 𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑤𝑤𝑤𝑤𝑤𝑤ℎ 𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢 𝑜𝑜𝑜𝑜 𝑘𝑘𝑘𝑘𝑘𝑘𝑘𝑘
𝑊𝑊𝑏𝑏𝑏𝑏 = 𝑡𝑡ℎ𝑒𝑒 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤ℎ 𝑜𝑜𝑜𝑜 𝑡𝑡ℎ𝑒𝑒 𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑖𝑖𝑖𝑖 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓
𝐻𝐻𝑏𝑏𝑏𝑏 = 𝑡𝑡ℎ𝑒𝑒 ℎ𝑒𝑒𝑒𝑒𝑒𝑒ℎ𝑡𝑡 𝑜𝑜𝑜𝑜 𝑡𝑡ℎ𝑒𝑒 𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑎𝑎𝑎𝑎𝑎𝑎 𝑐𝑐𝑐𝑐𝑐𝑐 𝑖𝑖𝑖𝑖 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓
Piles: For seismic loading, use ultimate values derived from LPILE analysis by comparing the
maximum yield moment of the pile to the maximum moment output from LPILE. Take end
slope and side slope effects into account. Generally assume dense granular fill representing
granular wall backfill. This material should be present in the entire passive wedge area.
Consult with the geotechnical designer to verify LPILE soil properties. Use allowable pile
capacities in tables below for loading conditions other than seismic.
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TRANSLATIONAL LOAD-DEFLECTION CURVE
Use the initial stiffness up to the capacity limit. The curve form is:
Figure 1.10.4.2.1-1 Translational Load Deflection Curve
1.10.4.2.2 Skewed Abutments with Wingwalls

Recent large scale testing and numerical modeling of skewed abutments with wingwalls
parallel with the roadway show a significant reduction in passive pressure as well as increased
displacements, and increased bending moment that must be accounted for in design (Rollins
and Snow, 2019). When the abutment is skewed the passive force calculated above is further
reduced using the following and applied perpendicular to the skewed bent.
𝐹𝐹𝑢𝑢𝑢𝑢𝑢𝑢−𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 = 𝐹𝐹𝑢𝑢𝑢𝑢𝑢𝑢 ∗ 𝑅𝑅𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠
𝜃𝜃
𝑅𝑅𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 = 𝑒𝑒 −45°
Where:
𝐹𝐹𝑢𝑢𝑢𝑢𝑢𝑢 = 𝑡𝑡ℎ𝑒𝑒 𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟.
𝐹𝐹𝑢𝑢𝑢𝑢𝑢𝑢−𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 = 𝑡𝑡ℎ𝑒𝑒 𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑜𝑜𝑜𝑜 𝑎𝑎 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝 𝑏𝑏𝑏𝑏 𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂.
𝜃𝜃 = 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎 𝑜𝑜𝑜𝑜 𝑡𝑡ℎ𝑒𝑒 𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑤𝑤𝑤𝑤𝑤𝑤ℎ 𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢 𝑜𝑜𝑜𝑜 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑
𝑅𝑅𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 = 𝑡𝑡ℎ𝑒𝑒 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓
To allow for modeling of the bridge in the longitudinal direction the ultimate static passive
resistance distribution is modified by increasing it at the obtuse corner of the bridge deck by
1.25 and decreasing at the acute corner by 0.75 as shown in Figures 1.10.4.2.2-1 and 1.10.4.2.2-2.
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Figure 1.10.4.2.2-1 Skewed Abutment Loading, Plan View
Figure 1.10.4.2.2-2 Skewed Abutment Loading, Elevation View
1.10.4.2.3 Spread Footings

Unless constructed on solid bedrock, use translational and rotational springs in both the
longitudinal and transverse directions. In general, footings keyed into a rock mass that has an
elastic (Young’s) modulus typically greater than 14,000 ksf (Unconfined Compressive Strength =
1000 psi) can be considered fixed against both rotation and translation. Consult with the
geotechnical designer to determine the compressibility of very soft or highly fractured bedrock
materials.
April 2024 1-275

TRANSLATIONAL AND ROTATIONAL STIFFNESSES
Use the equivalent circular footing formulas with information from Table 1.10.4.2.3-1, to develop
translational and rotational spring constants. Consult with the geotechnical designer for the
appropriate soil values to use in Table 1.10.4.2.3-1.
Table 1.10.4.2.3-1 Soil Properties
Soil SPT E Poisson’s G

Classification “Nc”* (ksf) Ratio (v) (ksf)
Granular
V. Loose 4 300 .35 110
Loose 10 1000 .35 370
Medium 30 2000 .35 750
Dense 50 3000 .35 1100
Cohesive
Soft 4 400 .50 150
Stiff 8 1000 .50 350
Very Stiff 16 1500 .50 500
Hard 32 2000 .50 650
* Nc is the average of Nc values over a depth of 2B below the footing,
(𝐵𝐵 = 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤ℎ).
STIFFNESS CALCULATIONS FOR SPREAD FOOTINGS

Spring constants for rectangular footings are obtained by modifying the solution for a circular
footing bonded to the surface of an elastic half-space. The formula is as follows where:
𝑘𝑘 = 𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 (𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐)
α = 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑠𝑠ℎ𝑎𝑎𝑎𝑎𝑎𝑎 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓; (𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑔𝑔𝑔𝑔𝑔𝑔𝑔𝑔ℎ)
β = 𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓, (𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑔𝑔𝑔𝑔𝑔𝑔𝑔𝑔ℎ)
𝐾𝐾0
= 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 𝑓𝑓𝑓𝑓𝑓𝑓 𝑡𝑡ℎ𝑒𝑒 𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 (𝑠𝑠𝑠𝑠𝑠𝑠 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑖𝑖𝑖𝑖 Table 1.10.4.2.3
− 2)
The stiffness term, K0, is calculated using the equations in Table 1.10.4.2.3-2.
April 2024 1-276

Table 1.10.4.2.3-2 Stiffness Equations for Spread Footings
Displacement Degree-of-Freedom K0
Vertical translation 4𝐺𝐺𝐺𝐺/(1 − 𝑣𝑣)
Horizontal translation 8𝐺𝐺𝐺𝐺/(2 − 𝑣𝑣)
Torsional rotation 16𝐺𝐺𝑅𝑅3 /3
Rocking rotation 8𝐺𝐺𝑅𝑅3 /(3(1 − 𝑣𝑣))
Note:
G = Shear Modulus (low strain range)
v = Poisson’s ratio for elastic half-space material
R = Equivalent footing radius as determined from the following equations
Figure 1.10.4.2.3-1 Equivalent Radii, R, for Rectangular Footing Spring Constants
x x
y 2B
D z R y
2L
RECTANGULAR FOOTING EQUIVALENT CIRCULAR FOOTING
April 2024 1-277

Figure 1.10.4.2.3-2 Shape Factors for Rectangular Footings
Shape Factors For Rectangular Footings
1.20
1.18
1.16
Shape Factor,α
1.14
1.12
1.10
1.08
1.06
1.04
1.02
1.00
1.00 1.50 2.00 2.50 3.00 3.50 4.00 4.50
L/B
Horizontal Translation (X-Direction) Horizontal Translation (Y-Direction)

Rocking X-axis Rocking Y-axis
Vert.Trans. (Z-Direction) Torsion Z-axis
Figure 1.10.4.2.3-3 Embedment Factors for Footings, β
Embedment Factors For Footings, β
3.00 9.0
2.75 8.0
2.50 7.0
Torsional and Rotational β
Translational (vertical and horizontal)
2.25 6.0
Embedment Factor, β
2.00 5.0
1.75 4.0
1.50 3.0
1.25 2.0
1.00 1.0
0 0.5 1 1.5 2 2.5
D/R
Horizontal (left axis) Vertical (left axis) Torsional (right axis) Rocking (right axis)
April 2024 1-278

EQUIVALENT RADIUS:
TRANSLATIONAL:
4 BL
R=
π
ROTATIONAL:
1
 ( 2 B)( 2 L) 3  4
R=  ; for x-axis rocking
 3π 
1
 ( 2 B) 3 ( 2 L )  4
R=  ; for y-axis rocking
 3π 
1
 4 BL( 4 B2 + 4 L2 )  4
R=  ; for z-axis torsion
 6π 
The use of the following values depends on the footing construction method (i.e. formed with
backfill material or poured against undisturbed material). Only the passive resistance
developed from the front face of the footing, combined with the shear resistance along the
footing base, is considered. Column and footing side resistance is neglected. Consult with the
geotechnical designer for recommended soil properties, groundwater levels and proper
effective unit stress to use in the analysis. Also consider scour effects.
Use the values from Table 1.10.4.2.3-3 in the general formula:
𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹 𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶
= (𝐾𝐾𝐾𝐾 𝑥𝑥 𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑥𝑥 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎)
+ (𝑆𝑆𝑆𝑆 𝑥𝑥 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎) + (� 𝑥𝑥 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟)
+ (𝑆𝑆𝑆𝑆 𝑥𝑥 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎)
Use appropriate components depending upon soil type. Consult with the geotechnical designer
for the appropriate soil values to use.
Note: 𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸 𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 = (𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵 𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈 𝑊𝑊𝑊𝑊𝑊𝑊𝑊𝑊ℎ𝑡𝑡 𝑥𝑥 𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷ℎ 𝑡𝑡𝑡𝑡 𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚 𝑜𝑜𝑜𝑜 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓)
April 2024 1-279

Table 1.10.4.2.3-3 Translational Capacities
Soil SPT STATIC CAPACITY Total

Classification “Nc” Unit Wt.
Granular Kp Su (ksf) µ (k/ft3)
V. Loose 4 2.7 0 .34 0.090

Loose 10 3.0 0 .40 0.100
Medium 30 3.7 0 .47 0.115
Dense 50 4.6 0 .56 0.120
Cohesive
Soft 4 - 0.5 - N.A.
Stiff 8 - 1.0 - N.A.
Very Stiff 16 - 2.0 - N.A.
Hard 32 - 4.0 - N.A.
Deflection required to fully activate capacities (max):

Granular:
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 = .06𝐻𝐻
𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷 = .02𝐻𝐻
Cohesive:
𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 = .04𝐻𝐻
𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 = .02𝐻𝐻
𝐻𝐻 = 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑡𝑡𝑡𝑡 𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚𝑚 𝑜𝑜𝑜𝑜 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑ℎ
Specific applications may require the use of less than the full capacity due to deflection
restrictions.
ROTATIONAL CAPACITIES
The rotational capacity is typically determined by comparing the total footing pressure,
including the overturning moment, to the factored bearing resistance provided in the
Geotechnical Report, unless otherwise directed by the geotechnical designer. The bearing
resistance of footings with overturning moments and eccentricity are determined using
effective footing dimensions.
April 2024 1-280

The following equation may be used in conjunction with the translational stiffnesses and
capacities for developing a translational load-deflection curve for spread footings and pile caps.
∆
P=
1  ∆ 
+  Rf ×
k max  Pult 
where: 𝑃𝑃 = 𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿 𝑎𝑎𝑎𝑎 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑 ∆
𝑃𝑃𝑢𝑢𝑢𝑢𝑢𝑢 = 𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 (𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛 𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑠𝑠ℎ𝑒𝑒𝑒𝑒𝑒𝑒 𝑓𝑓𝑓𝑓𝑓𝑓 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐)
𝑘𝑘𝑚𝑚𝑚𝑚𝑚𝑚 = 𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠
𝑅𝑅𝑓𝑓 = 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅 𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑡𝑡ℎ𝑒𝑒 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎 𝑎𝑎𝑎𝑎𝑎𝑎 𝑡𝑡ℎ𝑒𝑒 𝑡𝑡ℎ𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓. 𝑅𝑅𝑓𝑓 can be
determined by substituting ∆ 𝑚𝑚𝑚𝑚𝑚𝑚 from the previous section for ∆ and 𝑃𝑃𝑢𝑢𝑢𝑢𝑢𝑢 for 𝑃𝑃 in the
above equation and solving for 𝑅𝑅𝑓𝑓.
∆ = 𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑, 𝑖𝑖𝑖𝑖𝑖𝑖ℎ𝑒𝑒𝑒𝑒
An example of the use of this equation is given below. This graph represents the form of the
equation only.
Figure 1.10.4.2.3-4 Pile Cap Stiffness
PILE CAP STIFFNESS
700
600
Passive Force, kips
500
400
300
200
100
0
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5
Translational deflection, inches
April 2024 1-281

ROTATIONAL LOAD-DEFLECTION CURVE
Use the initial stiffness up to the capacity limit. The curve form is show in Figure 1.10.4.2.3-5.
Figure 1.10.4.2.3-5 Rotational Load-Deflection Curve Form
1.10.4.2.4 Pile Supported Footings and Abutments

Use translational and rotational springs for pile supported footings in both the longitudinal and
transverse directions. This approach is recommended in cases where seismic loading is the
controlling factor in the structural frame analysis. Springs may also be used to model pile
supported footings in non-seismic conditions at the designer’s discretion. Nominal resistances
may be used for both non-seismic and seismic design conditions unless otherwise
recommended by the geotechnical designer.
In cases where seismic loading is not the maximum group loading for the structure, the
stiffnesses and nominal lateral resistances given in the following tables are acceptable for most
design cases, provided the site conditions generally satisfy the assumptions made in developing
these values. In general, for soils with 𝑁𝑁𝑁𝑁 values less than four, the pile translational stiffness
should be evaluated using a soil response program such as LPILE programs and the
geotechnical designer should be consulted for further guidance.
The use of battered piles is generally discouraged due to the greatly increased stiffness
contribution from the battered piles. This in turn can result in excessive battered forces and
induce undesired or unrealistic uplift forces in adjacent piles. In lieu of battered piles, it is
recommended to use vertical piles throughout the footing.
Refer to the seismic design example problem for further clarification.
TRANSLATIONAL STIFFNESSES
Normally the translational stiffness should include the lateral pile stiffnesses (total pile group
stiffness) plus the passive soil stiffness on one side of the footing. Typically, a single lateral pile-
head stiffness is estimated from either the pile-top, load-deflection curve generated by LPILE
soil response program output or from pile stiffness values given in the following tables. This
single pile-head stiffness is then multiplied by the number of piles in the group and the
resulting group stiffness value is then multiplied by a group reduction factor depending on pile
spacing. Instead of using a group reduction factor, account for pile group effects using p-y
curve multipliers as described under Pile Group Reduction Factors and p-y Multipliers.
April 2024 1-282

Pile cap, or footing, stiffnesses should be developed using the methods described under Spread
Footings, except the soil stiffness contribution along the base of the pile cap should be
neglected. This is accomplished by calculating the stiffness of the pile cap (footing) at the
ground surface (𝐷𝐷 = 0) and subtracting this value from the stiffness calculated for the
embedded pile cap footing. The resulting stiffness curve is then combined with the pile group
stiffness curve as described in Translational Load-Deflection Curve.
SEISMIC CONTROLLED LOADING CONDITION – EXTREME EVENT LIMIT STATE
The pile-head translational stiffness curve is generated using a soil response program such as
LPILE using soil input parameters supplied by the geotechnical designer. Pile head boundary
conditions (fixed, free or fixed-translational) must be assigned by the designer. Refer to the
LPILE computer program manuals. This method is shown in Figure 1.10.4.2.4-1.
NON-SEISMIC LOADING CONDITIONS
Use the following pile stiffnesses for non-seismic loading conditions provided the site
conditions generally satisfy the assumptions given.
Table 1.10.4.2.4-1 Pile Translational Stiffness (kip/inch) – HP Piles
Axis - SPT “Nc”* HP HP 12x53 HP 12x74 HP 14x89 HP

W=Weak 10x42 14x117
S=Strong
Granular W S W S W S W S W S
V. Loose 4 5 8 6 10 7 11 9 13 10 14
Loose 10 12 14 12 18 14 20 16 24 18 24
Medium 30 16 20 18 27 20 30 25 38 28 41
Dense 50 25 34 29 44 31 46 40 61 44 64
Cohesive
Soft 4 2 2 2 3 2 3 3 4 3 4
Stiff 8 4 6 5 7 6 8 7 9 7 9
Very Stiff 16 8 10 9 12 10 13 12 15 12 16
Hard 32 14 19 17 22 18 24 21 27 23 30
April 2024 1-283

Table 1.10.4.2.4-2 Pile Translational Stiffness (kip/inch) – Pipe Piles
Pipe SPT 12x 12x 16x 16x 24x 24x 0.50

Piles “Nc”* 0.25 0.38 0.38 0.50 0.38
Granular
V. Loose 4 7 8 11 12 20 22
Loose 10 14 15 20 21 33 37
Medium 30 20 23 29 34 48 57
Dense 50 32 37 46 54 81 87
Cohesive
Soft 4 2 3 3 3 4 4
Stiff 8 6 7 8 9 11 12
Very Stiff 16 10 11 13 14 18 18
Hard 32 18 20 24 26 34 36
Table 1.10.4.2.4-3 Pile Translational Stiffness (kip/inch) – Prestressed Piles
Prestressed SPT 12 inch 14 inch 16 inch

Piles “Nc”*
Granular
V. Loose 4 8 8 11
Loose 10 12 14 19
Medium 30 22 24 28
Dense 50 34 38 45
Cohesive
Soft 4 3 3 3
Stiff 8 7 7 8
Very Stiff 16 12 12 14
Hard 32 22 23 26
April 2024 1-284

Figure 1.10.4.2.4-1 Example of Top of Pile Load-Deflection Curve (Translational Spring)
Typical Example
Top of Pile Load-Deflection Curve
(Translation Spring)
COM624P OUTPUT
100 5000
90 4500
80 Load-Deflection Curve 4000
70 3500
Lateral Load, kips
Pult = 60 kips
Moment, kips-ft.
60 3000
50
Maximum Moment Curve 2500
My=2064 in-kips (Plastic Hinge Capacity)
40 2000
30 Enter with My, find 1500
20
intersection with 1000
Max. Moment
Curve, project to
10 500
∆Head =
0 0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
Lateral Deflection, inches
(At Pile Head)
The base shear resistance of pile supported footings, or caps, is typically not included in
calculating the nominal passive resistance. The same equation used for determining the
nominal translational capacity of footings should be used for pile caps, neglecting all base shear
resistance. The nominal passive resistance of pile caps can be used for both seismic and non-
seismic design conditions.
Use the nominal resistances in the following table for non-seismic loading conditions provided
the site conditions generally satisfy the assumptions given.
April 2024 1-285

Table 1.10.4.2.4-4 Nominal Pile Translational Resistances (kip/inch) – HP Piles
H-piles SPT HP HP HP HP HP
W=Weak “Nc”* 10x42 12x53 12x74 14x89 14x117
S=Strong
Granular W S W S W S W S W S
V. Loose 4 12 21 14 25 25 43 29 50 41 69
Loose 10 13 23 16 27 28 48 33 55 46 82
Medium 30 16 26 17 31 31 53 37 62 51 86
Dense 50 17 29 20 34 34 59 41 69 57 93
Cohesive
Soft 4 16 25 17 28 29 47 34 53 45 69
Stiff 8 20 34 22 37 38 63 43 70 59 94
Very Stiff 16 24 43 25 47 49 83 55 90 76 122
Hard 32 30 54 29 58 58 104 63 113 92 155
*The Nc values to use are the averaged Nc values over a depth of 8 to 10 pile diameters (8D to
10D).
April 2024 1-286

Table 1.10.4.2.4-5 Nominal Pile Translational Resistances (kip/inch) – Pipe Piles
Pipe SPT 12x 12x 16x 16x 24x 0.38 24x 0.50
Piles “Nc”* 0.25 0.38 0.38 0.50
Granular
V. Loose 4 22 29 43 52 85 103
Loose 10 25 32 48 57 95 113
Medium 30 29 37 54 65 107 130
Dense 50 31 41 60 71 118 143
Cohesive
Soft 4 26 34 46 55 82 98
Stiff 8 34 44 60 72 104 126
Very Stiff 16 42 56 74 91 130 158
Hard 32 50 69 91 110 151 187
*The Nc values to use are the averaged Nc values over a depth of 8 to 10 pile diameters (8D
to 10D).
Table 1.10.4.2.4-6 Nominal Pile Translational Resistances (kip/inch) – Prestressed Piles
Prestressed SPT 12 inch 14 inch 16 inch

Piles “Nc”*
Granular
V. Loose 4 12 16 23
Loose 10 15 18 25
Medium 30 18 20 29
Dense 50 20 23 31
Cohesive
Soft 4 18 19 25
Stiff 8 22 23 31
Very Stiff 16 27 27 36
Hard 32 29 29 43
*The Nc values to use are the averaged Nc values over a
depth of 8 to 10 pile diameters (8D to 10D).
April 2024 1-287

The above translational stiffnesses and allowable capacities are based on the Broms’ method
and the following assumptions:
• Free head condition, no applied moment.
• Pile top at the ground surface.
• Level ground surface.
• One, uniform soil layer with uniform soil properties.
• No groundwater.
• Static loading, no cyclic soil degradation.
• Constant pile properties and dimensions.
• Stiffnesses are for first ½ inch deflection (initial secant modulus).
• Values are for long pile conditions and minimum pile embedment depths are required.
When pile lengths are less than 75 percent of the assumed penetration lengths in Table
1.10.4.2.4-7, a separate Broms’ or LPILE analysis is required.
Table 1.10.4.2.4-7 Pile Penetration Lengths
Soil “Nc” Assumed Length

Classification (feet)
Granular 4 55
10 50
30 40
50 35
Cohesive 4 55
8 50
16 40
32 35
The geotechnical designer should be consulted for piles installed in conditions outside of the
above stated assumptions or a LPILE analysis should be performed.
For seismic design conditions, the maximum moment capacity of the pile (My) must be
calculated separately and compared to the LPILE output to determine the nominal lateral
resistance and associated deflection. An example is shown in Figure 1.10.4.2.4-1.
Translational Load Non-seismic - Deflection estimates for piles designed under non-seismic
conditions should be determined using the initial pile stiffness values given in the above tables
extended up to the nominal pile resistance (bilinear curve). This curve, representing the pile
April 2024 1-288

group, is then added to the load-deflection curve developed for the pile cap. A LPILE analysis
may also be used as described below if so desired.
Translational Load Seismic - Deflection estimates for seismic design conditions are determined
from the composite load deflection curves developed by combining the pile group stiffness
from the LPILE analysis with the stiffness contribution from the pile cap. An example of this
procedure is provided in the section on Load-Deflection Curves, Stiffness Iteration Analysis
and Capacity Checks.
PILE GROUP EFFECTS AND P MULTIPLIERS
The P multiplier approach, utilizing the LPILE program, is recommended to evaluate the
response of pile groups subjected to lateral loads. The P multipliers are applied to standard p-y
curves to account for pile group effects. LRFD 10 should be referenced for the P multiplier
values to be used in the analysis. The P multipliers are dependent upon the center to center
spacing of piles in the group in the direction of loading expressed in multiples of pile diameter.
The geotechnical designer should be consulted for the procedures to use in this design
approach.
ROTATIONAL STIFFNESSES
Normally the rotational stiffness should only include the moment versus rotation stiffness from
the pile group. The pile cap is usually considered rigid in this analysis and no additional
stiffness due to soil bearing at the base of the pile cap/footing is included. Therefore, the
rotational stiffness of pile caps is simply a function of pile axial compression and the pile group
layout. See the example problem in the Bridge Example Designs notebook for more details.
Static formulas for pile compression are typically used. The computer program APILE may also
be used for a more detailed analysis of the predicted load-deflection behavior of a single, axially
loaded pile. This program takes into account unusual soil conditions and the nonlinear aspects
of pile-soil interaction. The geotechnical designer should be consulted for axial pile stiffnesses
using the APILE program.
The following formulas for axial pile stiffness may be used in developing rotational stiffnesses
for pile supported footings. For friction piles, the APILE program may also be utilized to better
model axial stiffness when axial loads are greater than about half of the nominal resistance of
the pile.
April 2024 1-289

End bearing pile:
AE
Kv =
L
Friction Piles:
2 AE
Kv =
L
where: 𝐾𝐾𝑣𝑣 = 𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 (𝑘𝑘𝑘𝑘/𝑚𝑚𝑚𝑚)

𝐴𝐴 = 𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 𝑜𝑜𝑜𝑜 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝 𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛 𝑡𝑡𝑡𝑡 𝑙𝑙𝑙𝑙𝑙𝑙𝑙𝑙
𝐿𝐿 = 𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿ℎ 𝑜𝑜𝑜𝑜 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝
𝐸𝐸 = 𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌’𝑠𝑠 𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 𝑜𝑜𝑜𝑜 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀
Compute the rotation stiffness (M vs. ∅) for a pile group as follows:
Assume a pile head deflection for the pile farthest from the pile group centroid.
Using the appropriate relation from above, determine the pile force accompanying this assumed
pile head deflection. Prorate the other pile forces by their location relative to the group
centroid. Piles on one side of the centroid will have positive forces and piles on the other side
will have negative forces (uplift).
Determine the pile group moment by summing the product of the pile force and the pile-to-
group centroid distance for all piles. This is the moment (M) required to rotate the footing
through an angle of ∅. Determine the angle ∅ as the arctan of the assumed extreme pile head
deflection divided by the pile-to-centroid distance.
The relation of M to ∅ is the initial rotation stiffness.
ROTATIONAL RESISTANCES
For pile supported footings, compare computed pile loads to nominal axial pile resistances for
seismic cases and to factored axial pile resistances for non-seismic cases, unless otherwise
recommended by the geotechnical designer.
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ROTATIONAL LOAD-DEFLECTION CURVE
Use the initial stiffness up to the resistance limit. The curve form is:
Figure 1.10.4.2.4-2 Rotational Load-Deflection Curve
LOAD-DEFLECTION CURVES, STIFFNESS ITERATION ANALYSIS AND CAPACITY

CHECKS
Using the previous information one develops a composite load-deflection relationship for each
applicable support spring. Next, an initial spring constant is assumed, the structure and
loading analyzed and the resulting load-deflection position compared to the initial assumption.
Cycling through this process may be needed to achieve reasonable closure. See the graphical
explanation below.
It is also necessary to check the required resistance against the factored or nominal resistance.
Resistance factors of 1.0 are typically used in the case of seismic design, however this should be
verified by the geotechnical designer. Factored resistances are used for all other cases. For the
rotational capacity, this is normally done by checking the resultant forces against the maximum
(nominal), effective soil bearing resistance (footings) or nominal pile resistance.
For lateral pile resistances, the nominal resistance is either the maximum determined from the
LPILE analysis (based on My of the pile for seismic design), or from the tables. The nominal
resistance may also be a function of maximum allowable structural deflections. When the
limiting resistance is exceeded when using the initial spring coefficient then modified springs
are required as shown in the graphical explanation below, Figure 1.10.4.2.4-3.
April 2024 1-291

Figure 1.10.4.2.4-3 Modified Springs: (A) Development of Composite Load, Deflection Curve (B)
Spring Iteration Process and Resistance Check
Composite Pile Cap and

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

Pile Group P-∆ Curve truncated
FORCE due to buckling failure
Pile Group Load Deflection Curve
DEFLECTION
Initial Spring Constant, (trial 1)
F,anal.(1) (exceeds resistance by >20%; >1.20

1
F,anal.(2) FB
Composite Load-Deflection Curve
FA
LOAD Output from Trial 2 (acceptable, <1.20)
Modified Spring Constant, (input for trial 2)
April 2024 1-292

1.10.4.3 Drilled Shaft Modeling (Fully Coupled)

Programs Midas Civil or SAP200 and LPILE can be used in an iterative approach to model a
drilled shaft supported structure. The approach is to determine the approximate force
magnitudes for the controlling loading and then use these forces to develop a better
representation of the superstructure/shaft/soil problem. This allows a good approximation of
soil stiffness non-linearity as well as the non-linearity of the shaft-soil interaction.
The following steps would be typical for drilled shaft modeling for design and checking:
• Develop a full Midas Civil or SAP2000 model (superstructure with substructure) using
shaft fixity at two shaft diameters below the groundline. Using the model, run the
controlling load case – typically seismic loading will be the controlling case and the
worst effect, either longitudinal or transverse, will be used for the next steps.
• Develop LPILE models (shaft with soil) for each bent using the full shaft from its tip to
its connection to the superstructure.
• Using the top of shaft shear and moment results from the first Midas Civil or SAP2000,
load the LPILE models to develop a stiffness matrix for each shaft. This represents a
condensing of the substructure/soil effect to the point of connection with the
superstructure. The LPILE program can develop a stiffness matrix.
• Develop a new Midas Civil or SAP2000 model using only the superstructure and
supports represented by the LPILE developed substructure stiffness matrices. Run the
same controlling load case.
• Use the top of shaft shear and moment results from this latest Midas Civil or SAP2000 to
again load the LPILE models to develop new substructure stiffness matrices.
• Use the latest Midas Civil or SAP2000 model with the most recent substructure stiffness
matrices and again run the same controlling load case.
• Compare the results of this Midas Civil or SAP2000 with the previous Midas Civil or
SAP2000 run for correlation. When the results do not correlate well, cycle through steps
five and six to get better convergence. Results which change no more than 15 percent per
cycle are normally sufficiently close and further cycling is not required.
1.10.5 Foundation Design

Foundation design should be performed in accordance with the most current version of the
AASHTO LRFD Bridge Design Specifications. Foundation design should also follow the policies
and guidelines described in the ODOT Geotechnical Design Manual, available through the ODOT
Geo-Environmental Section web page.
FHWA foundation design manuals are also acceptable methods for use in foundation design.
Subsurface investigations for all structures should be conducted in accordance with the
AASHTO Manual On Subsurface Investigations (1988). Materials classifications should be in
accordance with the ODOT Soil and Rock Classification Manual (1987).
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1.10.5.1 Foundation Design Process

A flow chart showing the overall foundation design process, related to plans development, is
provided in Figure 1.10.5.1-1. It is important for the foundation and bridge designers to
establish and maintain good communication and exchange of information throughout the entire
bridge design process. Any questions regarding foundation design issues should be brought to
the attention of the geotechnical designer as early as possible in the design process. For most
typical bridge design projects two Geotechnical Reports are provided, the TS&L Foundation
Design Memo and the Geotechnical Report. A description of the phases follows.
Figure 1.10.5.1-1 Bridge Design Process at 0, 30 and 90 percent
BRIDGE DESIGN PROCESS AT 0%, 30% AND 90%

0% 30% 90% 100%
Minimum 12 weeks 60% 10%
BRIDGE TS&L PHASE
BRIDGE PRELIMINARY DESIGN PHASE
ADVANCE
Min 8 Min 4
weeks weeks FINAL
MATCH
MATCH
PRELIMINARY
FOUNDATION
RECOMMENDATION
FINAL FOUNDATION DESIGN & REPORT MYLAR
Starts when bent locations and alignments are known.

R/W, permits and access can delay drilling start-up
Ends at Bridge Preliminary Design Phase

MATCH
TS&L FOUNDATION DESIGN MEMO

The purpose of this memo is to provide sufficient data for developing TS&L plans and cost
estimates and for permitting purposes. The memo is generally provided before the subsurface
investigation is completed. It provides a brief description of the proposed project, the
anticipated subsurface conditions (based on existing geologic knowledge of the site or as-
constructed information) and presents preliminary foundation design recommendations such as
foundation types and preliminary resistances. The potential for liquefaction and associated
effects are also briefly discussed. The memo is to be provided no later than two-thirds of the
way through the TS&L design process.
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GEOTECHNICAL REPORT
This report is to be provided by the end of the Preliminary Bridge Design phase, which is
usually 90 percent design. It provides the final foundation design recommendations for the
structure and a Geotechnical Data Sheet for each structure. In order to conduct a proper
foundation investigation and complete this report the geotechnical designer will need the
following information:
• Bent locations and layout.
• Proposed roadway grade (fill heights).
• Anticipated foundation loads.
• Foundation size/diameter and depth required to meet structural needs.
• Allowable structure settlements (total and differential).
• Proposed retaining wall locations.
• Estimated scour depths (from Hydraulics Report).
• Construction or environmental constraints that could affect the type of foundation
selected.
The report will contain the all geotechnical data on the site including final boring logs,
Geotechnical Data Sheets, laboratory test results, foundation soil design parameters,
recommended foundation types, sizes and resistances, and other recommendations.
Construction recommendations are included along with project specific specifications, which
are to be included in the contract Special Provisions. Seismic foundation design
recommendations are provided including site characterization and soil coefficients, estimated
ground acceleration and any liquefaction mitigation measures considered necessary (See BDM
1.17).
The geotechnical designer should review the final Plans and Special Provisions for the structure
to make sure they are consistent with the design recommendations provided in the
Geotechnical Report. Any discrepancies should be resolved and addendums to the report
issued when necessary. A copy of the Geotechnical Report should be included in the project file
and is made available to contractors through the Project Manager’s Office when the project is
advertised for bid.
1.10.5.2 Bridge Foundation Records

As-constructed records on existing bridge foundations may be found in the Salem Bridge
Engineering Office from the following sources:
• Pile Record Books.
• As-constructed Bridge Plans (available through ODOT intranet).
• Microfilm Construction Records.
• Bridge Maintenance Files.
April 2024 1-295

1.10.5.3 Spread Footing Foundation Design

Spread footings are considered early on in the design process as a possible economical
foundation option when the foundation conditions are suitable. The design of spread footings
is usually an interactive process between the geotechnical and structural designers. The bottom
of spread footings should be at least 6 feet below the bottom of the streambed unless non-
erodable bedrock is present. The bottom of spread footings should also be below the estimated
depth of scour for the 500 year flood event. The top of the footing should be below the depth of
scour estimated for the 100 year event. See BDM 1.10.5.8 for scour design requirements. Spread
footings are not to be constructed on soils that may liquefy under earthquake loading. When
spread footings are recommended the geotechnical designer will provide the following design
recommendations in the Geotechnical Report:
FOOTING ELEVATIONS
The elevations of the proposed footings will be provided along with a clear description of the
foundation materials the footing is to be constructed on.
NOMINAL AND FACTORED BEARING RESISTANCES
The nominal and factored bearing resistances will be provided for various effective footing
widths likely to be used. Resistance factors for all applicable load combinations should be
consistent with the most recent version of AASHTO LRFD Bridge Design Specifications.
Bearing resistances corresponding to 1 inch of settlement (Service Limit State) should also
typically be provided unless other settlement limits are established by the structural designer.
The structural designer should communicate all footing settlement limits to the geotechnical
designer. For soil conditions, the bearing resistances provided assume the footing pressures are
uniform loads acting over effective footing dimensions 𝐵𝐵’ and 𝐿𝐿’ (i.e. effective footing width and
length ((𝐵𝐵 𝑜𝑜𝑜𝑜 𝐿𝐿) − 2𝑒𝑒) as determined by the Meyerhof method. For footings on rock, the
resistances provided assume triangular or trapezoidal stress distribution and maximum toe
bearing conditions.
Minimum footing setback on slopes and embedment depths will be provided.
SLIDING STABILITY AND ECCENTRICITY
The following soil parameters will be provided for calculating frictional sliding resistance and
active and passive earth pressures:
• Soil Unit Weight, γ (soil above footing base).
• Soil Friction Angle, φ (soil above footing base).
• Active Earth Pressure Coefficient, 𝐾𝐾𝐾𝐾.
• Passive Earth Pressure Coefficient, 𝐾𝐾𝐾𝐾.
• Coefficient of Sliding, 𝑡𝑡𝑡𝑡𝑡𝑡 δ.
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OVERALL STABILITY
The geotechnical designer will evaluate overall stability using the maximum footing load which
can be applied to the design slope while maintaining resistance factor of 0.65 as outlined in
LRFD 11.6.2.3.
1.10.5.4 Pile Foundations

When spread footings are unsuitable or uneconomical for foundation support, driven piles
should be considered. Consult with the geotechnical designer to determine the most
appropriate pile type, size and bearing resistance to support the desired pile loads. Typical pile
types, sizes and structural resistances (0.9fy x Sectional area of pile) used on ODOT projects are
listed below in Table 1.10.5.4-1. The geotechnical designer should provide the nominal
resistances required to achieve the required resistance for each limit state.
Table 1.10.5.4-1 Steel HP – Pile Structural Resistance
STRUCTURAL STRUCTURAL STRUCTURAL

SHAPE RESISTANCE RESISTANCE RESISTANCE
fy = 36 ksi (kips) fy = 50 ksi (kips) fy = 60 ksi (kips)
HP 10x42 402 558 --
HP 10x57 541 752 --
HP 12x89 839 1166 1399
HP 12x117 1115 1548 1858
HP 14 x 117 1115 1548 1858
HP 16 x 141 1351 1877 2252
HP 16 x 183 1753 2435 2921
HP 18 x 204 1950 2709 3251
Table 1.10.5.4-2 Steel Pipe – Piles Structural Resistance
SHAPE STRUCTURAL STRUCTURAL

RESISTANCE RESISTANCE
fy = 35 ksi (kips) fy = 45 ksi (kips)
PP 16 x 0.375 580 745
PP 18 x 0.5 865 1113
PP 24 x 0.5 1162 1494
When steel piles are installed under environmental conditions meeting corrosion criteria as
described in BDM 1.10.5.4.1(10), specify a method of corrosion protection for the steel piles or
April 2024 1-297

determine required cross-section of the steel piles throughout the minimum design life.
Corrosion rates for sacrificial thickness are specified in BDM 1.10.5.4.1(10).
Do not use precast prestressed or timber piles.
1.10.5.4.1 Piling Considerations

(1) PILE RESISTANCE
Nominal pile resistances will be provided according to AASHTO LRFD design procedures. The
resistance factor will be provided according to the construction quality control method
recommended in the Geotechnical Report (i.e. dynamic formula, wave equation, Pile Driving
Analyzer, etc.). The geotechnical and bridge designers should confer to make sure the pile
types and sizes selected take full advantage of the available geotechnical and structural
resistances when possible.
(2) DOWNDRAG LOADS
Pile downdrag loads, due to soil settlement other than that caused by dynamic (seismic)
loading, are added to the factored vertical dead loads on the foundation in the Strength Limit
state. Load Factors for downdrag loads will be recommended by the geotechnical designer.
Transient loads should not be included with the downdrag loads in either the strength or
service limit state calculations. Downdrag loads resulting from liquefaction or dynamic
(earthquake) induced soil settlement should be considered in the Extreme Event limit state pile
design. Downdrag loads resulting from soil liquefaction are different than those caused from
static loading and they should not be combined in the Extreme Limit state analysis.
At sites where downdrag conditions exist, the pile must overcome the frictional resistance in the
downdrag zone during installation. This resistance should not be included in the calculation of
available factored resistance since after installation it reverses over time becoming the static
downdrag load.
(3) UPLIFT CAPACITY
In general, the uplift resistance is the same as the pile friction (side) resistance. Resistance
factors and factored uplift resistances will be provided in the Geotechnical Report. Friction
resistance in downdrag zones should be considered available for uplift resistance. The
geotechnical designer should be consulted regarding the ability of the piles to resist uplift forces
under various loading conditions (static or dynamic).
(4) MINIMUM PILE TIP ELEVATION
Minimum pile tip elevations (embedment depths) are typically required to meet one or more of
the following design requirements:
• Lateral Load.
• Scour.
• Liquefaction.
• Uplift loads.
April 2024 1-298

• Settlement or Downdrag.
• Required soil/rock bearing strata.
The required pile tips elevations should be shown on the plans and labeled as Required
Minimum Pile Tip Elevations. Large lateral loads due to seismic, or other, conditions may
result in the need for additional piling, or larger piles, in order to satisfy lateral deflection
criteria or other requirements. This may in turn result in individual axial pile loads being much
less than the maximum factored resistances available (either geotechnical or structural).
Conversely, when pile tip elevations are needed to meet scour, uplift, or other requirements, the
piles may need to be driven through very dense materials to nominal resistances much higher
than needed for supporting just the axial loads. Close communication is needed between the
geotechnical and bridge designers to determine the most economical foundation design under
these conditions. See BDM 1.10.5.8 for scour design requirements.
(5) PILE GROUP SETTLEMENT
Pile group settlement should be compared to the maximum allowable settlement and pile
depths or layout adjusted if necessary to reduce the estimated settlement to acceptable levels.
(6) PILE GROUP EFFECTS
For pile group lateral load analysis use the P- multiplier methods described in LRFD and the
FHWA Manual on the Design and Construction of Driven Pile Foundations.
(7) PILE SPACING
Use a minimum spacing of 3 feet for piles placed underwater. Above water pile spacing should
be no closer than 2.5B.
(8) PILE TIP TREATMENT
Where pile tip reinforcement is required, specify commercial cast steel points or shoes.
Where closed-ended pipe piles are required, specify a welded end plate or a welded end plate
with stiffeners having the same diameter as the pipe pile. An analysis was performed for a
range of pipe pile sizes which verified sufficiency and the minimum dimensions for the end
plate and stiffeners. This analysis was conducted using 0.9𝑓𝑓𝑦𝑦 as the maximum load, which is
the maximum stress the pile will undergo and what is allowed during pile driving. Provide
dimensions for the end plate and stiffeners on plan sheets for each project. Deviation from the
minimum dimensions below requires project specific shell and buckling analyses and driving
stress from the geotechnical designer.
Table 1.10.5.4.1-3 provides the minimum dimensions for a welded end plate and a welded end
plate with stiffeners. Use these dimensions with Figures 1.10.5.4.1-1 and Figures 1.10.5.4.1-2. The
figures are available online in the standard details at the following location
Welded_Plate_Details. These details are available for project specific use.
April 2024 1-299

Figure 1.10.5.4.1-1 Welded End Plate
Figure 1.10.5.4.1-2 Welded End Plate with Stiffeners
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Table 1.10.5.4.1-3 Minimum Dimensions for Welded End Plates
End Plate End Plate Thickness with Stiffeners

Thickness
- No
Stiffeners
Pipe Pile Gr 2 Gr 3 Gr 2 Pipe Gr 3 Pipe

Size Pipe Pipe
End Stiffeners Plate B End Stiffeners Plate B
Plate (Plates A & B) Length Plate (Plates A & B) Length
t t hxt a t hxt a
PP12 ¾ x 2.25 2.5 1.00 4 x 0.375 5.500 1.25 4 x 0.500 5.250
3/8
PP12 ¾ x 2.50 2.75 1.00 4 x 0.500 5.375 1.75 4 x 0.500 5.125
½
PP16 x 3/8 2.50 2.75 1.00 6 x 0.375 7.125 1.25 6 x 0.375 6.938
PP16 x ½ 2.75 3.00 1.25 6 x 0.375 7.000 1.50 6 x 0.500 6.750
PP18 x 3/8 2.50 2.75 1.00 6 x 0.500 8.125 1.25 6 x 0.500 7.875
PP18 x ½ 3.00 3.25 - - - - - -
PP24 x ½ 3.25 3.75 - - - - - -
t = thickness; h = height; a = length
(9) PILE FOUNDATION DESIGN RECOMMENDATIONS

The geotechnical designer will provide final foundation recommendations in the Geotechnical
Report, or earlier in the design process as needed. The following recommendations will
typically be provided as a minimum:
• Pile Resistance: The nominal pile resistances (𝑅𝑅𝑅𝑅) will be provided along with estimated
pile lengths for one or more pile types. These values may be in tables or graphs of 𝑅𝑅𝑅𝑅
versus depth may be provided. Modified 𝑅𝑅𝑅𝑅 values will be provided as necessary to
account for scour, and liquefaction conditions. The resistance factor will be provided
along with the recommended method of construction control (i.e. dynamic formula,
wave equation, etc.). Downdrag loads, when present, will be provided along with an
explanation of the cause of the downdrag loads. The depth or thickness of the downdrag
zone will be provided.
• The nominal pile uplift resistance will be provided either as a function of depth or for a
given pile length (typically associated with the minimum tip elevation). The pile uplift
resistance will be provided for normal static conditions and for any reduced capacity
condition such as scour or liquefaction. The resistance factor will be provided.
April 2024 1-301

• P-Y Curves: Foundation design parameters will be provided to develop p-y curves for
lateral load analysis using either the LPILE or other soil response computer programs.
Two sets of data may be required, one for static conditions and one for dynamic
(liquefied soil) conditions.
• Required Pile Tip Elevations: Required minimum pile tip elevations will be provided
along with an explanation of their basis. These tip elevations (minimum pile
embedment) should be checked to see if they need to be modified to meet other design
requirements, such as lateral loading requirements. Any changes to the recommended
required tip elevations should be reviewed by the geotechnical designer.
• Special Provisions: The following foundation related items will be provided, as
necessary, for Section SP 00520 of the project Special Provisions:
o Wave Equation Input (when WEAP is specified for driving criteria).
o Recommended number of pile splices.
o Pile tip treatment, tip reinforcement recommendations and specifications.
o Recommendations regarding pile freeze, jetting, preboring or use of followers.
(10) PROTECTION FOR STEEL PILING
Assess all steel piling used in permanent Reference LRFD 10.7.5 for design
structure applications for corrosion potential requirements and guidance regarding steel
and design for the long term effects of pile corrosion assessment and protection.
corrosion. Steel pilings do not need a The design requirements and guidance
corrosion allowance when they are used in provided in LRFD are further defined and
temporary works. supplemented in this section and the ODOT
GDM.
Recommended pile corrosion assessment Buried steel piling corrosion requires oxygen
measures are provided below for corrosive and moisture. Corrosion risk is typically
and non-corrosive environments. greatest from the bottom of pile cap/footing
down to 3 feet below the lowest
recorded/measured ground water elevation.
CORROSIVE AREAS C CORROSIVE AREAS
Protect all steel piling in corrosive areas with When there is concern of microbial
one or more corrosion protective system. corrosion, conduct a Biological Activity
Reaction Test (BART). A good warrant for
this test is a site in proximity showing
evidence of microbial corrosion. Contact the
Bridge Corrosion Engineer with questions.
The following areas are considered corrosive
areas for the purpose of this section:
• Marine areas, defined in BDM Project sites located beyond marine areas
1.2.4.1. may still have a significant potential for pile
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corrosion depending on site specific
conditions. For example, if brackish water is
present, or there are indications of potential
corrosive conditions. Steel piling in
waterways that extend above round such as
in estuaries, lakes or streams may also be
subject to significant corrosion.
• Pile in the atmospheric environment Consider exposure due to runoff, joint
(as defined below) on Interstates and failure, splashing or overspray. This does
in snow and ice areas, as defined in not apply to sites where piles do not have
BDM 1.2.4.1. any exposure (e.g. piles completely buried
behind an MSE wall.)
Investigate the following corrosive sites with The circumstances or site conditions listed
a thorough soil and groundwater testing are highly corrosive and indicate the
program outlined in the GDM: potential for severe corrosion. Corrosion
rate depends primarily on electrochemical
• Landfills or fill materials composed
properties of the surrounding soil. Existing
of cinders, ash or slag.
fill (especially man-made fill); disturbed
• Sources of mine or industrial
native soils; and native soils containing
drainage (acidic groundwater).
cinders, slag, or ash are relatively likely to be
• Sites with stray electrical currents,
considered aggressive compared other
such as electric (DC) transit systems,
native soils.
or high voltage power lines.
Both surface and subsurface materials
should be characterized to ensure
representation of the strata at the site. Do not
take water samples in flowing streams and
rivers when the water level is elevated due
to storm conditions as they may dilute the
chemical concentrations.
Guidance on the extent of site investigations,
including the soil sampling and testing
required for corrosion assessment, are
presented in the ODOT GDM.
April 2024 1-303

Consider an area corrosive when it has one Test results should be representative of the
or more of the following conditions: environment, not a specific test location.
Consult with the geotechnical engineer
• Soil resistivity is less than 2000 ohm-
when needed.
cm.
• Soil pH is less than 5.5.
• Sulfate concentrations are greater
than 1000 ppm.
• Chloride concentrations are greater
than 500 ppm.
NON-MARINE AREAS C NON-CORROSIVE AREAS

Non-corrosive areas are all locations not In non-corrosive areas, piles that are
designated as corrosive areas per BDM permanently buried and are always below
1.10.5.4.1. the water table have a low potential for steel
corrosion. Often no corrosion protection
system is warranted.
Additional guidance and background
information on the corrosion of steel piling
in non-corrosive areas can be found in
NCHRP Report 408 and AASHTO R-27-01
(2015). The minimum pH criteria of 4.0
recommended in these reference documents
does not supersede the 5.5 value used in
LRFD.
Design buried steel piling in non-corrosive
areas with a minimum sacrificial steel
thickness defined in Table 1.10.5.4.1-4.
CORROSION PROTECTIVE SYSTEMS C CORROSION PROTECTIVE SYSTEMS
Provide corrosion protection systems using Other protective measures, such as concrete
one or more of the following: sacrificial encasement or special steel alloys, may also
thickness, protective coatings, cathodic be considered on a case by case basis.
protection. Contact the Bridge Corrosion Engineer for
additional guidance.
Investigate the use of protective coating Each system has advantages and
systems in the following order of preference: disadvantages, as described below. Project
sacrificial thickness, protective coating, budget typically drives the selection of a
cathodic protection. corrosion protection system. Some other
April 2024 1-304

factors can include, but are not limited to:
site corrosion potential, driving forces,
structure loading, site environmental
constraints, aesthetics and site accessibility.
Combining corrosion protection systems
may extend the service life of the system.
Pair this with a cost effective approach.
(1) Sacrificial Steel Thickness C (1) Sacrificial Steel Thickness
As a corrosion protection measure, sacrificial
Use a sacrificial steel thickness to account for
thickness allows for more rehab options in
steel section loss over the design life of the
the future. It is also the most constructable
structure in non-corrosion and in corrosive
option.
areas only in soil embedded zones.
Do not use when the increase in pile size
becomes uneconomical or unreasonable to
for pile driving. Appropriate sites to use
sacrificial thickness include, but are not
limited to:
• Sites with variable or marginal test

results (e.g. only failing one criteria).
• Sites with limited or deep exposure
to native soil.
At a minimum, specify a thickness loss of The corrosion rates in Table 1.10.5.4.1-4 are
1/16 inch to account for possible corrosion based on information published in the
loss occurring in the steel piles. Corrosion WSDOT BDM, 2014, CALTRANS March 2018,
rates for use in determining thickness loss Corrosion Guidelines, version 3.0, the FHWA
are specified in Table 1.10.5.4.1-4. NHI-16-009 Design and Construction of Driven
Pile Foundations - Volume I, and the
Washington State Ferries Terminal Design
Manual, 2016.
Determine thickness loss over a minimum The potential for scour need not be
design life based on project design criteria. considered when choosing a design
Use the reduced thickness in the pile design. corrosion rate as it relates to zones of
exposure. It is assumed any significant scour
would be repaired and the applicable zone of
a structural element would not be changed.
April 2024 1-305

Table 1.10.5.4.1-4 Steel Pile Corrosion Rates
Pile Environment Corrosion rate (inch/year)
Corrosive Areas Non-Corrosive Areas

Soil embedded zone (undisturbed soil) 0.001 0.0005*
Soil embedded zone (fill or disturbed 0.0015 0.00075*
natural soils)
Immersed zone 0.003 0.0015
Tidal zone 0.004 -
Splash zone 0.006 -
Atmospheric 0.002 0.001
* 1/16 inch sacrificial steel thickness is suitable for pipe piles, shells, and casings with a service
life of 75 years or less.
Definitions of the terms in Table 1.10.5.4.1-4

are as follows and depicted in Figure
1.10.5.4.1-1:
• Immersed zone - continuously
submerged in water. Immersed non-
corrosive: environments with fresh
water or are tested and found not to
meet the marine area or corrosive
area values.
• Tidal zone - between the Mean Low
Water (MLW) and the Mean High
Water (MHW).
• Splash zone - above the MHW plus
five additional feet or as otherwise
determined for a specific site.
• Atmospheric - above the splash zone
or above ground line as applicable.
April 2024 1-306

Figure 1.10.5.4.1-1 Typical exposure conditions of bridge elements
Double the corrosion loss for steel H-piling. Steel H-piles have two surfaces on either side
of the web and flanges that are exposed to
corrosive conditions.
Apply the corrosion allowance only to the The interior of the pile will not be exposed to
exterior surface of the pile for pipe piles, sufficient oxygen to support significant
shells, and casings. corrosion.
April 2024 1-307

(2) Protective Coatings C (2) Protective Coatings
Two types of coating systems are available: a A coatings effective life is generally assumed
3-coat system and a 4-coat system. to be 15 years and there is no system
maintenance. Coating is done off-site so
installation does not require ground access
to individual piles. Specify an appropriate
coating system to withstand damage from
handling and driving.
Calculate section loss outside of coating Areas not accessible to maintenance include
service life and provide sacrificial thickness embedded and immersed zones. Other may
based on the section of pile with the highest include steep and uneven terrain or sites
corrosion rate not readily accessible to with excessive access coordination and costs
maintenance. such as urban congestion, public land use, or
railroads/utilities. When sacrificial thickness
is not practical or too expensive, consider
pile geometry that is conducive to future
cathodic protection. (i.e. Choose pile
configurations which minimize soil/water
contact area, consider bracing details which
reduce the number of anode beds, identify
locations and/or install electrical attachment
details, etc.).
Account for variability in estimated tip
elevations when designing coating lengths.
This may increase the length of required
coating.
Specify the 3-coat protective coating system The 3-coat protective coating system is
for piles in direct contact with water. Coat comprised of a zinc-rich primer followed by
piles full length at bents with pile tips within two coats of moisture-cured
25 feet of groundline. urethane/urethane-tar. It comes in very
limited color options, contact the Senior
Structure Coating Engineer for additional
information.
Specify 4-coat protective coating system The 4-coat protective coating system
based on site preferences. Coat all other piles includes the same 3-coat protective coating
from final cutoff elevation to 25 feet below system followed by a top coat. The top coat
groundline. is primarily an aesthetic coating which
provides more color options, but limited
additional protective qualities.
April 2024 1-308

Use both SP 00520 and SP 00594 for SP 00520 identifies where and what kind of
protective coatings. coating system is to be used. SP 00594
provides the preparation, application,
materials, testing, measurement and
payment for the specified coating system.
(3) Cathodic Protection C (3) Cathodic Protection
Use cathodic protection in conjunction with Cathodic protection should be considered in
protective coatings on new steel piling the most highly corrosive areas in new
installations to minimize anode construction. Installation requires direct
consumption. access to piles. Cathodic protection is a good
fit for sites with stray currents or when
Use cathodic protection on existing steel
driving conditions are not conducive to
pilings installations to address existing
protective coatings.
corrosion concerns.
Catholic protection does require regularly
scheduled inspections of the exposed piling
and maintenance, but if it is properly
maintained it has the longest service life of
the three systems.
Guidance for design and installation of
anode systems for pilings in marine waters is
provided by NACE Standard SP0176.
Guidance for design and installation of
anode systems for pilings in soil is provided
by NACE Standard SP0169.
Make the electrical connection to the piling
by brazing a brass stud on the downstream
side of the piling. Provide the following
project note on the plans:
Remove coating from piling surface
(approximately 4 by 4 inch area) and
install ½ by 13 by 2 inch brass stud
using an approved brazing process.
Provide 2 brass nuts and 2 brass
washers with stud. Recoat piling
surface with protective coating after
installation of brazed stud.
April 2024 1-309

1.10.5.4.2 Piling Details C1.10.5.4.2
(1) STEEL PILE FOOTING EMBEDMENT
TO DEVELOP FIXITY
Two types of pile head connection, i.e., Previous tests showed that a small
pinned and fixed, are allowed for assumed embedment depth in the pile cap, such as 12
boundary conditions to analyze piles or pile inches, can develop partial fixity. This partial
groups embedded in a reinforced concrete fixity makes it difficult to accurately
cap. This article describes how to achieve the determine forces in the pile or displacement
boundary condition through pile of the pile bent system. To reduce the
embedment depth and steel reinforcing uncertainty of the connection type, a very
details in the pile cap. short embedment depth of 6 inches was
chosen for the pinned connection
For bridges in SDC A, when there is
assumption.
insignificant lateral load and tension
capacity is not needed, pile embedment Designers may utilize the pinned boundary
depth into the pile cap of 6 inches may be condition for some design situations to
used. Assume a pinned boundary condition achieve desired displacement or reduce
in structural analysis. Do not specify pile resultant force developed in pile section near
anchoring details, when pinned head piles the cap. For bridges located in low seismic
are used. zones, pinned head details can be specified.
The shallow pile embedment simplifies steel
For bridges in SDCs B, C, and D, when lateral
reinforcing details in the pile cap and allows
load resistance is required, piles must be
for easier pile cap construction. Research
embedded adequately into pile caps with
showed that a small size and number of
sufficient confinement reinforcing to
reinforcing bars welded on the perimeter of
develop the full bending moment capacity of
pile extending into the pile cap could
the pile section.
develop partial fixity.
Minimum required embedment depths for
steel piles, cap dimensions, and steel
reinforcing are shown in Table 1.10.5.4.2-1.
April 2024 1-310

Table 1.10.5.4.2-1 Minimum Pile Embedment and Design Details for Pile Cap
Shape Lemb Minimum Cap Size U-bar ***

(in)**
Mp (K-ft)* λmo Mpo (K-ft) Width (in) Height (in) # legs
PP 12¾ x 3/8 285.6 1.20 342.7 20 36 40 4#7

PP 12¾ x ½ 355.4 1.20 426.5 22 36 40 4#7
PP 16 x 3/8 478.0 1.20 573.6 22 36 40 6#7
PP 16 x ½ 590.9 1.20 709.1 24 36 42 6#7
PP 18 x 3/8 625.7 1.20 750.8 24 40 42 6#7
PP 18 x ½ 770.2 1.20 924.2 26 40 48 6#7
PP 20 x ½ 978.2 1.20 1173.8 28 44 48 6#8
PP 24 x ½ 1483.2 1.20 1779.8 32 48 52 8#8
HP 10 x 42 221.4 1.20 265.7 20 36 36 4#7
HP 10 x 57 304.8 1.20 365.8 22 36 40 4#7
HP 12 x 53 339.2 1.20 407.0 22 36 40 4#7
HP 12 x 74 481.3 1.20 577.6 26 36 42 4#7
HP 12 x 89 578.9 1.20 694.7 28 40 48 4#7
HP 12 x 117 782.8 1.20 939.4 32 40 52 6#7
HP 14 x 89 669.2 1.20 803.0 28 40 48 6#7
HP 14 x 117 889.2 1.20 1067.0 32 40 52 4#8
HP 16 x 141 1210.0 1.20 1452.0 36 44 54 6#8
HP 16 x 183 1599.6 1.20 1919.5 40 44 60 6#8
HP 18 x 204 1984.6 1.20 2318.5 42 48 62 8#8
* The plastic moment capacity of piles, Mp, was calculated using expected material properties, i.e. 1.3 x
f’c for concrete (f’c = 3.3 ksi), 1.1 x Fy for steel piles (Fy = 45 ksi for pipe piles and Fy = 50 ksi for H piles).
The moment capacity of pipe piles was based on a pipe pile section filled with concrete and was
calculated according to the plastic stress distribution method LRFD C6.12.2.3.3.
**The minimum embedment length was calculated using specified minimum material properties.
***Example of U-bar details is shown in Figure 1.10.5.4.2-1.
April 2024 1-311

The pile embedment depth shown in Table Laterally loaded pile design with a fixed pile
1.10.5.4.2-1 is a minimum required head is typically governed by the Extreme
embedment depth regardless of seismic Event load combinations. Therefore, load
design category or stress level in the steel and resistance factors for the Extreme Event
pile. limit state were used to determine the
embedment depth shown in the table. The
The plastic moment Mp and the overstrength
embedment depths were calculated
plastic moment Mpo may be used for steel
considering equilibrium of the resultant of
pile and pile cap designs for the Extreme
the upper compression block developed at
Event limit state. For strength limit state
the face of the piles against concrete taken to
design, use specified minimum material
be equal to that of the lower compression
properties to calculate pile plastic moment
block caused by the overstrength plastic
capacity.
bending moment as described in FHWA/MT-
13-001/8203 (MDT) report (2013).
When design parameters and details, such as
pile material properties, pile section,
additional reinforcing steel inside the pipe
pile, etc., deviate from the parameters used
for the minimum required embedment
depth and details shown in Table 1.10.5.4.2-1.
The embedment depth, Lemb, of steel piles can
be calculated as follows:
2 × Mpo
Lemb = �
β
Dpile × β1 × (1 − 1 ) × φb × α × fc′
2
where,
Mpo = overstrength plastic moment of pile
taken as λmo x Mp (kip-ft)
λmo = overstrength magnifier = 1.20
Dpile = diameter or minimum width of pile
(in.)
β1 = stress block factor varied with concrete
strength
φb = resistance factor for bearing on concrete
= 0.70
α = concrete confinement factor = 1.50
f’c = concrete strength (ksi)
April 2024 1-312

Several methods for calculating flexural
strength of pipe pile filled with concrete are
described in AASHTO Guide Specifications
7.6.2 (Exact Geometry and Approximate
Geometry methods) and LRFD 6.12.2.3.3 (the
plastic stress distribution and strain
compatibility methods). It was found that
the plastic stress distribution method
yielded slightly larger flexural strength of
pipe pile filled with concrete compared to
the other methods. The Approximate
Geometry method generally resulted in the
least flexural strength and may
conservatively be used for pile design.
When bending moment demand at the pile-
to-pile cap location is less than 0.60 Mp,
unfilled pipe piles may be used. Specify the
embedment depth shown in Table 1.10.5.4.2-
1.
Specify concrete-filled pipe piles for piles
resisting bending moment demand at the
pile-to-pile cap location equal to or greater
than 0.60 Mp or when the embedded piles are
located in SDC C or D. To ensure that the full
bending moment capacity of the pile section
is developed, flexural capacity of the cap
must be equal to or greater than the
overstrength plastic bending moment of the
pile plus dead load negative bending
moment and bending moment due to the
plastic shear.
Provide U-bars at the bottom of the
embedded pile according to Table 1.10.5.4.2-
1. Place U-bars as close to the bottom fiber of
the pile cap as possible and within the
bottom half of the embedment depth.
Provide #5 spirals with a 4-inch maximum
pitch near the top of the embedded pile
within the location shown in Figure 1.10.5.4.2-
1.
April 2024 1-313

In addition to steel reinforcing design for
shear, satisfy the joint design requirements
according to AASHTO Guide Specifications
8.13.
Figure 1.10.5.4.2-1 shows minimum steel
reinforcing in pile caps. Stirrups with a 4-
inch maximum spacing are required to
ensure confinement for concrete around the
embedded pile head. In cases where a wider
cap width is specified, ensure that stirrups
provided in the confinement zone meet the
following equation:
fc′
Ash = 0.12 × s × bcap ×
fy
where,
Ash = total area of stirrup legs (in2)
s = stirrup spacing (in.) (no greater than 4
in.)
bcap = width of the pile cap (in.)
fy = yield strength of rebar (ksi)
April 2024 1-314

Figure 1.10.5.4.2-1 Minimum Steel Reinforcing Details for Pile Caps with Pile Moment Demand ≥
0.60 Mp or Located in SDCs C or D
April 2024 1-315

Fill the embedded portion of pipe pile with According to the MDT report, the damage
concrete plus 5 feet below the pile cap soffit. threshold of concrete in the cap specimens
Do not specify coating on the surface of during the tests was 0.75 Mp. For
embedded pile. When protective coating is conservative design, 0.60 Mp was chosen as
used, stop the pile coating 2 inches the loading limit before the rigorous steel
maximum from the pile cap soffit. When reinforcing details are required. This is to
tension capacity of the embedded pile is ensure that plastic hinging will occur in steel
required, provide pile anchoring details pile section with limited concrete cracking in
according to BDM 1.10.5.4.2(4). the pile cap. Use of the U-bars around the
embedded pile followed the
When space is limited for U-bars, such as in
recommendations described in the MDT
footing pile caps, provide #5 spiral at 4-inch
report. The top reinforcing spiral was
pitch around the embedded pile portion
required to avoid premature internal
from the top of the bottom longitudinal
concrete cracking in the cap and increase the
reinforcing mat to 6 inches above the
confinement. Transverse steel reinforcing in
embedded pile.
the embedded pile zone were also detailed
according to the MDT report.
Several methods for casting concrete inside
pipe piles include using formwork installed
at the specified elevation or filling the pipe
pile with gravel or controlled low strength
materials (CLSM) up to the specified
elevation before pouring the structural
concrete.
April 2024 1-316

(2) PIPE PILE COVER PLATES
Provide a welded cover plate as detailed below in Figure 1.10.5.4.2-2.
Figure 1.10.5.4.2-2 Pipe Pile Cover Plate
(3) STEEL PILE SPLICES

When splicing of steel piles is anticipated, show one or both of the following details on the
plans.
Figure 1.10.5.4.2-3 Steel Pile Splices
* – Manufactured A709 grade 36 H-pile splices may be used when located a minimum of 40 feet
below the bottom of the footing and installed according to the manufacturer’s
recommendations.
April 2024 1-317

(4) ANCHOR PILES
Two methods of anchoring piles are shown
in Figure 1.10.5.4.2-4.
When pile anchoring details are used,
specify embedment depth according to Table
1.10.5.4.2-1 and assume fixed boundary
conditions in the structural analysis.
Other methods such as extending the top
plate and using welded studs or other shear
connectors may be appropriate. Submit
proposed details to State Bridge Engineer for
approval before use.
April 2024 1-318

Figure 1.10.5.4.2-4 Anchor Pile Details (A) Steel H-Pile (B) Steel Pipe Pile (C) Filled Pipe Pile
April 2024 1-319

1.10.5.5 Drilled Shafts C1.10.5.5

Use drilled shafts for bridge foundations
only when:
• The geotechnical designer has
recommended drilled shafts for the
preferred foundation type AND
• The design is economical (relative to
other deep foundation designs).
Consult with the geotechnical designer A Drilled Shaft Task Force Group exists to
regarding site constraints, environmental aid geotechnical and bridge designers in
issues, constructability and lateral loads resolving constructability issues, revising
before selecting drilled shafts for foundation specifications, and successfully
design. Locate drilled shafts early in the implementing new technology. The Drilled
design process so an exploration drill hole Shaft Task Force Group is led by the Senior
can be located as close as possible to all Bridge Geotechnical Engineer and
drilled shaft locations for design and comprised of ODOT personnel and
construction purposes. representatives from the drilled shaft
industry. Consider engaging this group
early in the design process.
1.10.5.5.1 Design Considerations

(1) DRILLED SHAFT DIAMETERS, COVER REQUIREMENTS, AND HORIZONTAL
TOLERANCES
The geotechnical and bridge designers should confer early in the design process to decide the
most appropriate shaft diameter(s) to use for the bridge given the axial and lateral loads,
column diameter, subsurface conditions, and other relevant factors.
Common shaft sizes range from 3 to 12 feet in diameter. Large shafts are difficult to construct to
precise horizontal tolerances. Do not design columns the same diameter as the shaft. Consider
allowable horizontal tolerances, 3 inches for 6 feet shaft or smaller; and 6 inches for shaft larger
than 6 feet, in shaft sizing and design. Provide additional shaft capacity to resist possible load
demands in shaft that is not constructed at as-specified location.
Size drilled shaft diameters, concrete cover in drilled shafts, and column diameter using the
Table 1.10.5.5.1-1.
April 2024 1-320

Table 1.10.5.5.1-1 Drilled Shaft Dimensions
Diameter (feet) Concrete Horizontal

Cover Tolerance
Shaft Max. Column (inches) (inches)
3 2 3
3.5 2.5
4 3
4.5 3.5 4 3
5 4
5.5 4.5
6 4
7 5
8 6
9 7 6
6
10 8
11 9
12 10
(2) NON-CONTACT SHAFT/COLUMN SPLICE

Detail shaft/column splice regions in accordance with Figures 1.10.5.5.1-1 or 1.10.5.5.1-2. The
splice region is (1.7𝐿𝐿𝑑𝑑 + 𝑎𝑎) rounded up to the nearest 3 inches. Note that 𝐿𝐿𝑑𝑑 is the modified
development length per LRFD 5.10.8.2.1. The non-contact splice detail allows the column to be
adjusted horizontally when the shaft is slightly out of position (but still within the horizontal
tolerance for the shaft). The shaft vs. column size limits are selected to ensure this adjustment
can be made without increasing the tolerance more than the standard 1 inch for the column.
Non-contact splices require a lot of equipment, often in space-limited areas. Use of permanent
casing should be considered for instances when the geotechnical designer recommends or
identifies caving conditions, restricted space, and worker safety. Permanent casing changes the
resistance of the drilled shaft. Use of permanent casing must be communicated with the
geotechnical designer so new depth vs resistance graphs can be developed and provided to the
bridge designer. Permanent casing may result in longer drilled shafts.
Often, during construction temporary casing cannot be extracted. Bridge designers should
review the consequences of temporary casing becoming permanent casing. Communicate with
the geotechnical designer these consequences so that an appropriate Drilled Shaft Installation
Plan is approved during construction. Casing configurations shown on Figures 1.10.5.5.1-1 and
1.10.5.5.1-2 are shown as examples only.
April 2024 1-321

Figure 1.10.5.5.1-1 In-Ground Non-Contact Drilled Shaft Splice
April 2024 1-322

Figure 1.10.5.5.1-2 In-Water Non-Contact Drilled Shaft Splice
(3) DOWNDRAG LOADS

Downdrag loads, due to soil settlement other than that caused by dynamic (seismic) loading,
are added to the factored vertical loads on the foundation in the Strength Limit state. Load
Factors for downdrag loads will be provided by the geotechnical designer. Downdrag loads
resulting from liquefaction or dynamic (seismic) induced soil settlement should be considered
as a permanent load and included the Extreme Event Limit State shaft design.
(4) SHAFT UPLIFT RESISTANCE
Shaft uplift resistance is usually the same as the side friction resistance. Friction resistance in
downdrag zones should be considered available for uplift resistance.
April 2024 1-323

(5) SHAFT ROCK SOCKETS
Minimum shaft embedment depths into hard rock, or rock sockets, may be required due to one
or more of the following design requirements or conditions:
• Lateral Load, due to earthquake loading.
• Scour.
• Liquefaction.
• Uplift loads.
• Settlement or downdrag.
• Required soil/rock bearing strata.
For rock sockets constructed inside shafts that will require either temporary or permanent
casing, consider designing the diameter of the rock socket smaller than the diameter of the
cased shaft above the rock socket. This is necessary to accommodate rock auger tools which are
smaller in diameter than the nominal outside diameter of the cased shaft. Reduce the shaft
diameters of rock sockets by at least 6 inches in these cases.
The required rock socket embedment depths should be shown on the plans. Under this
condition, shaft tip elevations should be shown as Estimated Tip Elevations since they are
likely to change depending on the actual elevation of the top of rock or hard bearing strata
encountered during construction. The geotechnical designer should provide an additional shaft
length that accounts for the uncertainty in the top of the bearing layer and this additional length
should be specified in the Special Provisions. In these cases, add the additional reinforcement
required for this additional shaft length into the estimated quantities provided in SP 00512.
Also adjust the concrete quantities to include this additional length. Extra reinforcement length
can quickly and easily be cut off to provide the proper cage length once the final tip elevation is
determined.
(6) SHAFT SETTLEMENT
Refer to AASHTO methods to calculate the settlement of individual shafts or shaft groups.
Compare this settlement to the maximum allowable settlement and modify the shaft design if
necessary to reduce the estimated settlement to acceptable levels. End bearing shafts on soil
will typically settle more than friction shafts in order to mobilize end bearing resistance.
(7) SHAFT GROUP EFFECTS
For group lateral load analysis use the p-y multiplier methods described in AASHTO and the
FHWA Manual Drilled Shafts: Construction Procedures and Design Methods.
(8) SHAFT SPACING
Use a minimum spacing of 3 feet for drilled shafts.
April 2024 1-324

(9) SHAFT FOUNDATION DESIGN RECOMMENDATIONS
The geotechnical designer will provide final foundation recommendations in the Geotechnical
Report, or earlier in the design process as needed. The following recommendations will
typically be provided as a minimum:
• Shaft Resistance: The nominal shaft resistance (𝑅𝑅𝑛𝑛) will be provided along with
estimated shaft tip elevations for one or more shaft diameters. This may be in the form
of tables or graphs of 𝑅𝑅𝑛𝑛 versus depth may be provided. Modified 𝑅𝑅𝑛𝑛 values will be
provided as necessary to account for scour, liquefaction or downdrag conditions. The
resistance factors used will be provided. Downdrag loads, when present, will be
provided along with an explanation of the cause of the downdrag loads. The depth or
thickness of the downdrag zone will be provided.
• Shaft Settlement: Estimates of shaft settlement will be provided for the range of loads
expected. The geotechnical designer will need to know the anticipated service loads on
the shaft for these calculations along with any limiting settlement criteria.
• Shaft Uplift Resistance: When required for design, the nominal shaft uplift resistance
will be provided either as a function of depth or for a given shaft length. The uplift shaft
resistance will be provided for normal static conditions and for any reduced capacity
condition such as scour or liquefaction. The resistance factors used will be provided.
• P-Y Curves: Foundation design parameters will be provided to develop p-y curves for
lateral load analysis. Two sets of data may be required, one for static conditions and one
for dynamic (liquefaction) conditions when they exist.
• Special Provisions: The following foundation related items will be provided, as
necessary, for SP 00512:
o Designation as either a friction or end-bearing shaft; for cleanout purposes.
o Permanent casing (when recommended by geotechnical designer or otherwise
required).
o Crosshole Sonic Log testing requirements.
(10) POST INSTALLATION VERIFICATION TESTING
Crosshole Sonic Log (CSL) Testing
In general CSL tubes are installed in all drilled shafts unless otherwise recommended in the
Geotechnical Report. CSL tubes may not be required in some cases where foundation
conditions may be very favorable and there is redundancy in the foundation design. Consult
with the geotechnical designer regarding the CSL testing that should be performed on the
project.
The rule of thumb is one CSL tube per foot diameter of shaft, with no less than four tubes and
rounding up. They are equally spaced around the shaft as shown in Figure 1.10.5.5.1-3.
CSL tubes are comprised of 1½ inch inner diameter, schedule 40 steel pipe, must be water tight
and removable caps at the top for access. PVC access tubes can be used however are
discouraged because debonding is more prevalent than with steel.
April 2024 1-325

Figure 1.10.5.5.1-3 CSL Tubes in Drilled Shaft
Thermal Integrity Profile Testing

Thermal Integrity Profile (TIP) testing is a post installation integrity verification test and should
be considered in addition to CSL testing in some cases. TIP should be used for drilled shafts
which are non redundant, or large, or constructed underwater. Unlike CSL, TIP is able to
provide rebar cage cover in addition to integrity of the drilled shaft core. TIP thermal sensors
are spaced at 1 foot intervals. Quality control specifications for the use of TIP are being
developed, contact the Senior Bridge Geotechnical Engineer for additional guidance.
(11) SHAFT REINFORCEMENT
Determine the moment to be transferred from the column to the top of shaft according to the
AASHTO Guide Specifications for LRFD Seismic Bridge Design. The maximum shaft moment
depends on the soil-structure interaction and is generally larger than the top of shaft moment.
Design shaft transverse reinforcement for the lesser of the plastic shear or elastic seismic shear
of the column. Since the shaft diameter must exceed the column diameter, the shaft essentially
remains elastic under seismic loads. If so, there is no need to satisfy the volumetric ratio and
spacing requirements for transverse reinforcement in LRFD 5.13.4.6.3.
As well as meeting plastic shear or seismic shear demands, ensure shaft transverse
reinforcement within the non-contact splice region meets the requirements in LRFD 5.11.5.2.1.
Detail shaft reinforcing to minimize congestion and facilitate concrete placement. Space both
longitudinal and transverse reinforcement to provide 5 inches minimum and 9 inches maximum
April 2024 1-326

clear spacing between bars. In non-contact splice regions, transverse reinforcement spacing in the
column can be as small as 3 inches in some cases. Provide 5 inches minimum clear spacing
between transverse reinforcement in the shaft to minimize congestion. Transverse shaft
reinforcement may include spiral bars, hoops or bundled pairs.
(12) SHAFT CONCRETE
Use Class 4000 – 3/8 concrete in all drilled shafts. Concrete for drilled shafts should generally
have a high slump and relatively small aggregate size in order to properly flow through the shaft
reinforcement and provide the required fluid pressures against the sides of the bore hole. This is
necessary to develop the desired friction resistance. Placement of concrete may be by free fall (in
dry holes) or by tremie pipe (in dry or wet holes). At the present time, free fall placement of
concrete in dry holes is allowed to unlimited depths. Refer to the report Effects of Free Fall Concrete
in Drilled Shafts (ADSC Report No. TL112) for more information.
(13) REINFORCEMENT CONNECTIONS
Do not specify hooked longitudinal bars at the top of the shaft (extending into footings or caps)
that will conflict with temporary casing removal. Design and detail reinforcement considering
the requirements of temporary casing.
(14) REINFORCEMENT SPLICING
For shafts constructed at locations where a minimum penetration into the rock (or hard strata) is
required and the elevation of the top of rock is uncertain, consider adding additional lengths of
reinforcement to avoid the need for splicing. Once the final tip elevation is determined, any
remaining rebar length can be cut off and removed. Splicing of reinforcement is undesirable
because it usually results in delaying the concrete pour which could lead to other problems.
When splicing is required, provide splicing details on the plans.
(15) SHAFT ELEVATIONS
Show or list the Top of Shaft elevation on the plans for each drilled shaft. This elevation is the top
of the drilled shaft concrete. Also show or list shaft tip elevations. When shaft tip elevations are
anticipated to vary due to uncertainties in the top of the bearing strata then label these as
Estimated Tip Elevations and show the required penetration depth into the bearing strata.
(16) PERMANENT CASING
The use of permanent casing may be beneficial in locations especially where the top of shafts are
constructed in open water such as rivers or lakes. The use of permanent casing can simplify
construction by eliminating the need for any temporary casing and forms. When permanent
casing is desired it should be taken into account in the structural analysis of the bridge because it
increases the stiffness and strength of the shaft and may significantly affect the overall response of
a bridge subject to large lateral loads. It also affects the geotechnical side resistance. Consult with
the geotechnical designer when permanent casing is to be used.
April 2024 1-327

When permanent casing is specified remember to take OSHA requirements into account when
determining casing lengths. OSHA may require casing to extend at least 2 feet above the ground
surface during construction. This additional length may later be cut off and removed after the
shaft is constructed.
When permanent casing is required, provide casing diameters, thicknesses and lengths in the
special provisions.
(17) SHAFT DIAMETER FOR SEISMIC ANALYSIS
Drilled shafts are generally constructed slightly larger than the nominal diameter shown. For
example, in soil conditions where casing is required, a 6 foot diameter shaft cannot be drilled
inside a 6 foot diameter casing. A larger size casing diameter is required. Discuss with the
geotechnical designer whether or not casing may be required and a larger shaft size should be
checked in the structure stiffness analysis (i.e., seismic analysis). An oversize of 6 inches is
recommended for shafts up to 6 feet diameter and 12 inches is recommended for larger
diameter shafts.
(18) DRILLED SHAFT PRECONSTRUCTION MEETING
Preconstruction meetings are held prior to beginning drilled shaft construction. This meeting
should be attended by the structural designer who designed the shaft.
1.10.5.6 Seismic Foundation Recommendations

The geotechnical designer shall provide the seismic ground motion values for the Cascadia
Subduction Zone Earthquake and the 1000-year return period earthquake. Liquefaction
potential is addressed along with recommendations regarding estimated lateral deformations of
embankments and dynamic settlement and downdrag potential. Downdrag loads resulting
from liquefaction or dynamic compaction (settlement) will be provided. Liquefaction
mitigation measures and recommendations are addressed if necessary (see BDM 1.17.4 for
Liquefaction Mitigation Procedure).
1.10.5.7 Overall Stability Evaluation

The geotechnical designer shall evaluate the overall stability of the approach fills leading up to
the bridge and all other unstable ground conditions, such as landslides or rockslides, that may
affect the structure. This analysis shall include both static and dynamic analysis of slope
stability as related to the service and extreme limit state designs. This analysis is to determine
potential impacts to the bridge and approach fills which may result from embankment
instability, landslide movements, settlement or other potential ground movements. A thorough
geotechnical investigation, focused on slope instability, should be conducted in accordance with
the ODOT Geotechnical Design Manual (GDM). Methods for evaluating overall stability and for
estimating settlements and displacements are also described in the GDM. The overall stability
April 2024 1-328

analysis should include both non liquefiable and liquefiable foundation soil conditions as
appropriate. This evaluation should be completed as early as possible in the design process to
allow for changes in location and modifications to the bridge design to accommodate slope
instability conditions. Coordinate with the geotechnical designer to resolve any slope instability
issues that will affect the final bridge design.
For the Service Limit State, the overall stability of bridge approach fills not supporting
abutment spread footings should provide a minimum factor of safety of 1.3, (roughly equivalent
to a resistance factor of 0.75). A factor of safety of 1.5 against overall stability should be
provided for end bent spread footings supported directly on embankments or bridge retaining
walls. For bridges that are located in landslide areas, or in areas that could be affected by slide
movements, the slide should be stabilized to the same factors of safety as stated above for
approach fills or as determined by the Region Tech Center Geotechnical Section and Senior
Bridge Geotechnical Engineer.
For Extreme Limit State I (seismic loading) conditions, the overall stability and displacement of
the approach fills should be evaluated. In addition, other potentially unstable ground
conditions, such as landslides or rockfalls, should also be investigated and evaluated for their
potential impacts on the structure due to earthquake forces. A minimum factor of safety of 1.1
should be provided for the pseudo static analysis of bridge approach fills, landslides and any
other potentially unstable ground conditions that may affect the structure. This criterion
applies to sites with or without liquefiable foundation soils. In addition to this requirement,
ground displacements (lateral and vertical) should be estimated and evaluated in terms of
meeting the seismic design performance criteria described in BDM 1.17.1. This performance
criterion also applies to liquefiable or non-liquefiable foundation soil conditions. The Newmark
approach is recommended for estimating the lateral displacements of approach fills, adjacent
slopes, landslide masses or other ground features that may affect the structure. Other methods
for estimating lateral ground deformations under seismic loading are presented in the ODOT
Geotechnical Design Manual. When estimated ground displacements result in excessive
deformation or damage to the bridge such that the performance criteria cannot be met, then
mitigation measures should be pursued. The limits of liquefaction mitigation described in BDM
1.17.4 also apply to all non-liquefiable soil conditions that require mitigation measures to meet
the specified performance criteria.
April 2024 1-329

1.10.5.8 Scour Design C1.10.5.8

Requirements
Design bridge foundations according to the See GDM and LRFD 2.6.4.4 for additional
scour design criteria in Table 1.10.5.8-1. information on scour design information
and footing elevation.
This section addresses scour during seismic
events but does not address liquefaction.
Refer to BDM 1.17 for additional information
on liquefaction and additional seismic
related requirements for foundation design.
In the case of bridges that overtop below the See Hydraulics Design Manual 10.8 for
100 year flood event, coordinate with the definition of base flood, overtopping flood,
hydraulics designer to determine check discharge and total scour. The scour
appropriate limit case scenarios. elevation will provided by the hydraulic
designer in the Hydraulics Report. See Figure
1.10.5.8-1 for a depiction of scour definitions.
When drift or debris is a concern, coordinate
with the hydraulic designer to review the
bridge inspection reports and check-in with
District Bridge Supervisor to confirm any
ongoing debris issue, and then coordinate
debris criteria with the project team when
applicable.
Refer to the GDM, Hydraulics Design Manual
and ultimately the Hydraulics Report on how
scour countermeasures are incorporated into
the foundation design. See BDM 1.10.5.4.1
and Hydraulics Design Manual 10.12 for
additional information.
For Extreme Event II, the effects due to
degradation of the channel should be
considered.
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Figure 1.10.5.8-1 Scour Components
Table 1.10.5.8-1 Scour Design Criteria Based on Limit State
Limit State Total Scour *Flood

(percentage)
Service 100 Q100
Strength 100 Q100
Extreme Event I 0 Q2
Case 1
Extreme Event I 50 Q2
Case 2
Extreme Event II 100 Q500
* Use this flood for calculating the WA load.
CHANNEL MIGRATION C CHANNEL MIGRATION

Consider the potential for channel migration The potential for channel migration
and its effect on scour depth outside of the conditions should be addressed in the Bridge
main channel when determining the Hydraulic Report. Refer to BDM 2.14.7.3 for
potential depth of scour at the bridge requirements and guidelines regarding
abutment and at interior piers outside of the bridge channel migration evaluations. Scour
main channel within the design life of the is not a force effect per se, but the change in
structure. conditions of the substructure may
significantly alter the consequences of force
effects acting on structures.
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Consider foundation conditions with and Scour can be a detrimental effect or beneficial
without scour due to channel migration, and effect on seismic performance.
with aggradation for Extreme Event I.
Consider the potential for scour to Two key concepts should be considered
undermine the channel slope, resulting in a during this evaluation, channel migration
slope failure, when assessing the potential and stream stability. See HEC-20 for
scour depth. Include the potential of the definitions of each. The channel migration
scour-induced slope failure to cause lateral definition should include vertical and
loading on abutment foundations as well as horizontal changes over time. For the
the nearby intermediate pier foundations. purposes of this chapter sticking to Channel
Migration as a whole should be sufficient in
Under channel migration conditions, neglect
addressing the concerns of washout.
all foundation support (vertical and lateral)
Alternatively there is stream stability which
provided by the embankment material
captures a stable channel vs an unstable
beneath the abutment down to the scour
channel (once that has the potential for
elevation associated with both the Design
vertical and/or horizontal migration) More
Flood (base flood) and Check Flood events
information available in HEC-20.
(excluding local pier scour). Design the
foundation to support the bridge dead loads Coordinate with the Hydraulics designer to
(DW and DC only) under both design determine whether any scour
conditions as described in the AASHTO countermeasures or increase in structure size
LRFD Bridge Design Specifications. When the are recommended.
waterway is subject to channel migration,
evaluate the structure for stability assuming
scour associated with both the Design Flood
(base flood) and Check Flood events
(excluding local pier scour) has occurred
throughout the "waterway”.
For single span structures, investigate the For sites with potential channel migration,
bridge for the case of backfill being washed investigate the condition that would
out behind one abutment. For this case, use produce the worst case unbalanced loading
active soil pressures with no live load in the bridge, provided that case is feasible.
surcharge on the abutment. (e.g. an abutment located outside of the main
channel could end up within the channel, the
abutment should be designed for scour as if
in the main channel). This is often the case
for strutted abutments where the passive
resistance of the abutment backfill material
is crucial to the stability of the bridge.
Backfill material behind only one abutment
could lead to unbalanced loads and failure of
the bridge.
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For channel migration at abutments
supported on deep foundations, do not
include debris loads on the end bent piles or
shafts in this analysis.
April 2024 1-333

1.11 Substructures
1.11.1 Retaining Structures, General
1.11.2 End Bents
1.11.3 Interior Bents
1.11.1 Retaining Structures, General

See BDM 1.12.5 for Retaining Structures.
1.11.2 End Bents

GENERAL
Where end bents or retaining walls are located adjacent to roadway construction, locate the top
of footings at or below the elevation of the bottom of the roadway subgrade. Locate the top of
the footing a minimum of 1 foot below the surface of the ground. The effect of items such as
utilities (see BDM 1.12.6), ditches and future widening should also be considered.
TERMINOLOGY
In this section and elsewhere in the BDM, the terms end bent and abutment are used
interchangeably. Integral Abutment is the industry standard term used to describe abutments
that provide a continuous connection between the superstructure and the substructure.
However, for consistency on ODOT bridge drawings, all bridge support locations are referred
to as bents. Refer to the glossary in the Appendix for definitions of the terms Abutment, Bent
and Pier. A possible exception could include the rehabilitation of an existing bridge, where the
original plans called out abutments or piers, etc. and it would be less confusing to keep the
same terminology as the existing plans.
DESIGN C DESIGN
Lateral earth pressures at the end bent must Historically a one foot neat-line with drain
be well thought out by both the bridge material has been used as a detail. This detail
engineer and the geotechnical engineer. To allows for easy calculation of the excavation
more consistently model the behavior of the and drain material quantities. However, the
bridge and to ensure the design loads are detail does not provide limits for the backfill
constructed a detail has been developed for at the end bents and wingwalls and while the
use in the plan set. The bridge engineer is specifications require granular structure
responsible for including the completed backfill there is not consistent direction for
detail, and pay limit diagram. The load the extent of the backfill. Thus, there are no
diagram and associated notes in the plan set assurances that the designed lateral earth
April 2024 1-334

will be provided by the geotechnical pressures are achieved in construction which
engineer. will also limit deformation.
Provide access for inspection of bearings, When Earthquake Restraining Systems and
shear lugs and backwalls for semi-integral Earthquake Resisting Elements are used for
abutments and access inspection for passive restraint the engineering soil
backwalls of integral abutment per BDM parameters and construction become more
1.15.5. critical for the operational performance of
the bridge. Increases in height to mobilize
the passive soil pressure for seismic
resistance may be necessary to achieve
sufficient resistance.
1.11.2.1 Determining Bridge C1.11.2.1

Length
Options for the end bent in relation to the Generally, option B will provide the least
end fill intersection with the finish grade are cost, especially for prestressed slab spans.
shown in Figure 1.11.2.1-1 and include: For option C, larger longitudinal forces from
lateral soil loads must be resisted by the
• Option A, no wingwalls, but a longer
superstructure and substructure.
structure than for options B and C.
• Option B, the structure length is
shorter, but short wingwalls to retain
the fill.
Option C, the structure length is shorter yet,
but longer wingwalls and a taller abutment
wall to retain the fill.
Figure 1.11.2.1-1 End Bent Location Options
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1.11.2.1.1 Slope Paving and Railroad C1.11.2.1.2
Slope Protection
Where required, provide slope paving on the Slope paving is generally required where a
bridge end fill according to Bridge Standard roadway passes under a bridge. Also
Drawing BR115. consider slope paving where a bridge crosses
over a sidewalk or park.
For a highway bridge crossing over a Rock slope protection may be required on
railroad, consult with the railroad to the end fill slope of railroad undercrossings.
determine required slope protection.
1.11.2.2 Wingwall Location

Locate wingwalls for end bents as follows:
• Walls parallel to the structure are used for filled or false (unfilled) bents. These are
generally used for grade separation structures where the face of the bent is quite a
distance back from the toe of the slope under the structure.
• Walls parallel to bridge bents are generally avoided due to safety or stream flow
considerations.
• Walls at an angle to both structure and lower roadway or stream. The angle is generally
half the angle between the structure and the lower roadway or stream center lines, as
this usually leads to a minimum length wall. The end of the wall is determined by
plotting final contours off the upper and lower profile lines. The point where the
contours of equal elevation intersect determines the location of the end of the wall.
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Figure 1.11.2.2-1 Wingwalls at End Bents
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1.11.2.3 Wingwall Design and Construction

DESIGN
For cantilever wingwalls on abutments with relatively stiff footings (footing width is at least
three times abutment wall thickness), the horizontal reinforcement in the fill face of the
abutment wall resisting the moment caused by earth pressure on the wingwall need not extend
farther from the wingwall-abutment juncture than the following:
• 1.5H for the top 2/3 of the abutment wall height.
• 0.75H for the bottom 1/3 of the abutment wall height.
Where abutment walls with wingwalls are designed with thickened tops for bearing seats or
backwalls, those thickened portions should be designed to carry 1/2 to 2/3 of the bending
moment in the upper half of the abutment wall. Reinforcing between the abutment wall and
the wingwall should extend beyond the juncture enough to develop the strength of the bar
reinforcement.
Figure 1.11.2.3-1 Wingwall Reinforcement
CONSTRUCTION
Consider all stages of construction when wingwalls are cantilevered from an abutment or
pilecap. When the abutment or pilecap would be unstable or overstressed under the dead load
of the wingwalls before the superstructure or backfill are placed, the Bent Construction
Sequence on the plans should require that the concrete in the wingwalls not be placed until the
superstructure or backfill are in place. Do not count on there being soil under the wingwall
unless the wall has its own footing.
The height of the wingwall at the outer end of the wall should be a minimum of 3 feet. The
slope of the bottom of the wall should be a maximum of 2:1.
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The Special Provisions and detail drawings should require that the embankment fill be placed to
the elevation of the bottom of the wall before the wingwalls are constructed. In other words,
bridge end bent wingwalls shall be cast against undisturbed material or well compacted
backfill. The designer may want to use some discretion in this matter. A 24 foot wall would
normally always need to be constructed on compacted fill, while a 6 foot wall could be
constructed and backfilled at later time.
For walls shorter than about 8 feet, the bottom of the wall can be formed level, at the discretion
of the designer or at the contractor's option. This adds some cost in materials, which may be
offset by cost savings from easier construction. Potential benefits:
• Wingwalls are founded on level ground, no sloped or elevated bottom forms are
required.
• Adds stability to abutment.
• Helps contain approach embankment at stream crossings when primary scour
protection fails.
Due to concerns about stability and the potential for migrating of fresh concrete over the top of
wingwall forms, the slope of the top of a wingwall should not exceed the maximum slope of the
adjacent embankment nor 1.5:1 without a special stability investigation.
Figure 1.11.2.3-2 Wingwall Slopes
1.11.2.4 Bents on MSE Walls

Refer to the ODOT Geotechnical Design Manual, Chapter 15 for the design of MSE Walls. Provide a
concrete facing for all MSE abutment walls and wingwalls.
April 2024 1-339

1.11.2.5 Integral Abutments

Use integral abutments wherever site conditions and structure geometry are suitable for such
structures and the conditions and criteria described in this section are met. In integral
abutments, expansion joints and bearings are eliminated and the superstructure is fully integral
with the abutment. This results in numerous potential benefits including:
• Greater structure redundancy.
• Simplified construction.
• Reduced construction cost and time.
• Reduced maintenance cost.
• Stiffer longitudinal response at abutments.
For a continuous bridge with expansion end bent connections, the interior bents take all of the
longitudinal and transverse force effects. By using integral abutments in place of the expansion
end bent connections, some of the longitudinal and transverse forces are distributed into the
integral abutment (piles and backfill soils), thereby reducing the net forces on the interior bents.
Integral abutments can reduce the longitudinal and transverse force effect considerably in a
continuous bridge as compared to a bridge with expansion joints at the abutments.
Use integral abutments under the following conditions:
• When the end bent is founded on steel pipe piles or H-piles. Do not place integral
abutment foundations on top of, or through, MSE retaining wall reinforced backfill. For
all other foundation types, see guidelines for semi-integral abutments.
• When bed rock is a minimum of 12 feet from the bottom of the pile cap. Avoid using pre
bored piles when bed rock is close to the surface, since this type of construction has been
uneconomical.
• When there is negligible potential of abutment settlement which does not affect the
serviceability of the bridge.
• When the radius of horizontal curvature is greater than 1200 feet.
• When the skew angle is less than 30 degrees.
• When, for all service limit states, movement at the top of integral abutment piles does
not exceed ±1.5 inches from the undeflected position. The corresponding range of pile
movement is therefore 3 inches when the superstructure is made integral with the piles
at the mean annual temperature.
Design Guidelines for Integral Abutments:
• Use a U-shaped abutment (wingwalls parallel to roadway alignment) when possible.
• Use H-pile with strong axis in the direction of temperature movement. See Figure
1.11.2.5-1.
April 2024 1-340

Figure 1.11.2.5-1 H-Pile Orientation
• Embed piles into the pile cap to develop moment fixity. See BDM 1.10.5.4(1) Piling
Details.
• Preboring may be necessary in some cases where pile design stresses are excessive due
to thermal movements and cannot be accommodated without special foundation design
and construction. The cost of preboring for the piles should be compared to the benefits
gained by using an integral abutment design. Increasing the number of piles or the use
of larger piles in the abutment may decrease individual pile stresses to acceptable limits.
When preboring is required, and cost effective, then consider preboring an oversized
hole. The prebore dimensions should be at least 4 inches or more in diameter larger
than the diagonal dimension of the pile and large enough to accommodate the estimated
pile deflection. Backfill the area around the pile with loose sand conforming to the
current SP 00360.10 or as recommended by the geotechnical designer. Do not compact
the sand backfill material. Bentonite or pea gravel backfill are not recommended since
they may not provide for the long term flexibility required of the pile and soil system.
The depth of prebore should be 10 feet or more or as required to provide the required
pile flexibility to decrease pile stresses to an acceptable limit.
• Detail piles of integral abutments to resist uplift force from temperature differential
between top and bottom of the pilecap. Refer to Figure 1.10.5.4-6 for pile anchorage
details.
• The design of integral abutment bridges with a grade change between abutments should
consider both vertical and horizontal components of bridge longitudinal loads such as
uniform temperature changes, creep, shrinkage, braking, seismic, and lateral earth
pressure, on the resulting axial and flexural stresses in the piles.
• Develop a LPILE model using the full pile for soil and pile interaction. Evaluate pile
deflections, bending moments and stresses using LPile computer program analysis.
April 2024 1-341

• At the service limit state, H-pile flange yielding at each flange tip should not exceed five
percent of the total flange area. See Figure 1.11.2.5-2. For steel pipe piles no yielding of
section is permitted.
Figure 1.11.2.5-2 H-Pile Flange Yielding
• Consider the relative stiffness of the superstructure, substructure and any asymmetric
span lengths in calculating end bent movement. Consider the potential for unequal
thermal movements at end bents (integral abutments) due to asymmetric span lengths
or changes in substructure stiffness.
• Consider torsion in components connected to integral abutments.
• Consider the combination of worst case events (except seismic) with temperature rise
and fall.
• Specify placement and compaction requirements and an increased frequency of field
density test requirements of the backfill material (minimum of two tests per stage of
construction at each end bent) to achieve consistent soil stiffness behind both end bents.
• Consider the friction force between the bottom of the approach slab and structure back
fill (expansion and contraction) in the superstructure design at the service limit state.
Assume a friction coefficient of 0.54 unless specific measures are taken to reduce friction.
• Connect superstructure and end bents with a closure pour. Require a minimum of three
days wait period between concrete deck placement and closure pour to release
shrinkage stress in bridges with steel superstructures and include long term creep in
your design for concrete superstructures. Include a note which requires backfill behind
the abutment after closure pour.
• Where the range of abutment movement is less than ½ inch, the approach slab may be
fixed to the superstructure and thermal movements accounted for by providing a saw
cut in the approach pavement at the end of the approach slab. Where the range of
abutment movement is ½ inch or more, provide an expansion joint between the
approach slab and the deck so the approach slab is not dragged back and forth with
thermal expansion and contraction. See BDM 1.9.2.4.2 for additional information.
• In integral abutment bridge staged construction, a continuous abutment is capable of
transferring traffic live load vibrations in one stage to the girders and the deck that are
under construction in another stage. These vibrations can damage fresh concrete in the
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deck. To minimize these vibrations, provide an expansion joint or closure segment in the
integral abutment located between the stages of construction. See BDM 1.9.1.3 for more
discussion on vibrations.
• Specify deck casting sequences and deck closure pours at integral abutment connections
and specify the range of temperature when the contractor may place the concrete on the
plans and in the special provisions. Keep the range of temperature in the closure pour
to not adversely affect the pile stress during temperature fall or rise.
• See design example in the following publication of the American Iron and Steel Institute
HIGHWAY STRUCTURES DESIGN HANDBOOK, Vol. II Chapter 5, Integral Abutments For
Steel Bridges, prepared for the National Steel Bridge Alliance by Tennessee DOT.
1.11.2.6 Semi-Integral Abutments

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

Abutments of single span bridges with the superstructure in place before backfilling may be
designed using the strutting action to resist earth pressure overturning. For such abutments,
apply soil pressure based on an at-rest or neutral condition of the soil. Footings for these
abutments are not required to satisfy the uniform bearing under the dead load requirement.
Investigate the bridge for the case of backfill being washed out behind one abutment, see BDM
1.10.5.8 and 2.14.7.3.2. For this case, use active soil pressures with no live load surcharge on the
opposite abutment. A factor of safety against overturning of the whole structure of 1.25 will be
considered adequate, and 125 percent of the allowable bearing pressure will be acceptable.
April 2024 1-343

Figure 1.11.2.7-1 Strutted Abutment Loading
1.11.2.8 Pile Cap Abutment Details

PILE CAP ELEVATIONS
Show the bottom of the pile cap elevations on the pile cap Elevation view. When the pile cap is
sloped, show the elevation at each end.
FIXED (INTEGRAL) ACTION
Double row of reinforcing bars provides the connection between superstructure and
substructure. Shear and moment are transferred. Pile embedment to develop fixity is required,
when the number and size of piles are selected to resist a specified load.
April 2024 1-344

Figure 1.11.2.8-1 Integral Abutment Detail
FIXED (INTEGRAL) ACTION WITH ELASTOMERIC BEARING PADS

This option allows the use of a ½ inch elastomeric bearing pad to be placed on top of the
concrete grout pad. The precast beam can then be placed on top of the pad prior to the
placement of the full width backwall. The beam should be placed just after a wet ½ inch grout
layer has been placed under the bearing pad as specified in BDM 1.14.1.6. A double row of
reinforcing bars provides the connection between superstructure and substructure. Shear and
moment are transferred. Pile embedment to develop fixity is required, when the number and
size of piles are selected to resist a specified load.
A reinforced concrete pad is required to resist temporary bearing loads. Hand placement of
grout under the bottom flange of the beam may be required to fill the 2½ inch gap.
April 2024 1-345

Figure 1.11.2.8-2 Grout Pad Detail
The performance of the ½ inch bearing pad under the vertical load and rotation resulting from
deck load and diaphragm load was evaluated according to LRFD 14.7.6.3.5b for BT48 to BT90
girders. For BT48 to BT84 girders, a 7 by 22 inch pad is required. For BT90 girders, a 7 by 28
inch pad is required. Beam weight was not included in the end rotation calculations because
the wet grout layer placed below the elastomeric pad at the time of beam placement eliminates
any rotation of the pad due to beam end rotation from beam dead load.
Expansion allowed (nominal amount of movement) – No reinforcement is provided between
the superstructure and substructure. This type is appropriate when nominal movement is
expected on a non-yielding type of foundation.
April 2024 1-346

Figure 1.11.2.8-3 Bearing Detail
Expansion allowed (movement allowed as required) - No reinforcement is provided between

the superstructure and substructure. This type is appropriate when movement needs to be
accommodated in the design. Various types of bearings and joints can be used for the
movement required.
Figure 1.11.2.8-4 Expansion Details
April 2024 1-347

1.11.2.9 Abutment Details for Prestressed Slabs

See BDM Appendix 1.11 for Prestressed Slab End Bent Design/Detail Sheets for more details.
SHALLOW ABUTMENTS (PILE CAP) – PRECAST SLAB OR BOX
Most common and most economical type of end bent. It requires the least amount of excavation
and cast-in-place concrete.
Figure 1.11.2.9-1 Shallow Abutment - Precast Slab or Box detail
April 2024 1-348

Figure 1.11.2.9-2 Partial Depth Abutment - Precast slab or box detail
April 2024 1-349

1.11.2.10 Forming of Backwalls for End Beams

Details should be developed that will allow the removal of forming materials. Forming
materials, including expanded polystyrene must be removed. Forming material is normally not
yielding and can cause cracking as the structure expands and contracts.
Figure 1.11.2.10-1 Backwalls for End Beam form detail
1.11.2.11 Bent Joint Details

Provide an open joint between the abutment and the deck-and-girder section, as shown below.
Note on the plans of post-tensioned structures that when expanded polystyrene is used to form
the joint, it must be removed before tensioning.
Figure 1.11.2.11-1 Bent Joint Detail
April 2024 1-350

1.11.2.12 Backwall Reinforcement for Post-tensioned Structures

When detailing the vertical reinforcement for the backwalls of abutments for post-tensioned
spans, the designer should take into account the location of the post-tensioning anchorages.
Spacing of bars and splicing details should be such that the vertical bars do not have to be bent
out of the way for the post-tensioning operation and bent back to their final positions.
1.11.2.13 Beam Seat Drainage

Slope the beam seats of abutments to drain away from the front face. Provide scuppers through
the bearing pedestals and backwall or drainpipes at low points to pick up any water that might
leak into this area.
Figure 1.11.2.13-1 Beam Seat Drainage Detail
1.11.2.14 Reinforced Concrete Approach Slabs

See BDM 1.9.2.4.1 for approach slab requirement criteria.
1.11.2.15 Bent Width Provisions with Precast Units

All pile caps, crossbeams, abutments, etc. supporting adjacent precast units (such as slabs,
boxes, integral bulb-T's, etc.) should be detailed for the total width of all units with an
additional width of a minimum of ½ inch per precast unit. This is required because unit fit-up
is not exactly true and growth in width occurs. The 6 inch minimum closure pour on each side
of the exterior units at abutments as shown on End Bent Detail drawing may be used for
April 2024 1-351

adjustment due to these misfits. The 6 inch dimension may be increased where necessary for
wider roadways.
Figure 1.11.2.15-1 Bent Width Dimensions
1.11.3 Interior Bents

1.11.3.1 Interior Bents, Design and Detailing
DESIGN
Design structure for stability under all stages of construction. The following conditions, in
particular, should be checked:
• Stream flow and wind load without superstructure.
• Dead load of one or more girders plus wind load and stream flow. Note: Contractor is
responsible for stability of girder itself.
• Lateral system must be sufficient to insure stability of girders under wind load without
deck.
• Top flanges must have sufficient support not to buckle under dead load of (fluid)
concrete without the aid of deck forms.
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Figure 1.11.3.1-1 Construction Stability Conditions
EFFECTIVE SPAN LENGTH

When computing the maximum negative moment for a crossbeam on a column or pier, the
crossbeam may be considered to be supported by a concentrated reaction, the distance show in
Figure 1.11.3.1-2 inside the face of the column or pier.
Figure 1.11.3.1-2 Effective Span Length
April 2024 1-353

DETAILING
Provide all dimensions and details necessary for the reinforcing steel fabricator and contractor
to construct it.
Figure 1.11.3.1-3 Structure Detailing Requirements
See BDM 1.11.3.5 and BDM 1.11.3.6 for details of column reinforcing.
1.11.3.2 Interior Bent Details for Prestressed Slabs

See BDM Appendix 1.11 for Prestressed Slab Interior Bent Design/Detail Sheets.
April 2024 1-354

1.11.3.3 Structure Widening, Interior Bents

Generally, connections between structure bents should be detailed to tie the structures together,
but prevent dead load and concrete shrinkage loads from being transferred to existing bents.
Example details are shown in Figures 1.11.3.3-1 and 1.11.3.3-2.
The method below allows the new crossbeam to deflect during the construction loadings with
minor load transfer to the existing crossbeam.
Figure 1.11.3.3-1 Structure Widening Detailing Example
April 2024 1-355

The method in Figure 1.11.3.3-2 allows the widening construction to be completed before the
connecting bars are grouted and able to transfer loading from the new crossbeam to the existing
crossbeam.
Figure 1.11.3.3-2 Structure Widening Detailing Example
April 2024 1-356

1.11.3.4 Columns in Slopes

Special attention should be given to situations where new fill could exert lateral pressure
against bents other than the end bents. Such situations may require special construction
sequence notes and special footing design including battered piling.
Figure 1.11.3.4-1 Additional Column Loading Situations
1.11.3.5 Column Design, General

See BDM Appendix 1.2 for column loading criteria for vehicular impact, depending on type and
location of barrier used (ODOT Instructions for LRFD 3.6.5).
For column designs controlled by seismic loading, provide shear and confinement
reinforcement detailing according to 2nd edition of AASHTO Guide Specifications for LRFD Seismic
Bridge Design, Section 8.6.
For both tied and spiral columns, ensure adequate space for man access for tying and
inspection.
Multiple interlocking spirals are the preferred choice for non-circular columns. Use 0.75 spiral
diameters as the maximum center-to-center spacing of spirals. In this way, the smaller column
dimension will dictate the larger column dimension. Closer center-to-center spacing of spirals
is possible but would reduce the access space for tying and inspection. At least four vertical
bars must be placed within the spiral overlap area. A photo log from FHWA is available
showing how multiple spirals have been constructed.
Corners will normally be filleted or rounded. Using rectangular corners would normally
require nominal corner vertical bars with ties developed within the core area. Such ties would
interfere with bar tying and inspection. Therefore, design corners to be considered expendable
in an earthquake, by detailing the rebar so that it is not developed within the core.
Bundled bars should only be oriented tangentially (both bars touching the spiral). Multiple
concentric rings of bars are not a constructible option with multiple interlocking spirals, but
may be used in detailing of circular columns.
April 2024 1-357

Apply LRFD equations (5.7.4.6-1, 5.10.11.4.1d-1, 5.10.11.4.1d-2 and 5.10.11.4.1d-3) using volumes for
a single spiral, using a theoretical minimum cover column with 2 inches of cover to determine
gross area in these equations. The maximum spiral yield strength to be used in determining
spiral spacing is 60 ksi. The heavier spiral confinement requirements for plastic hinge areas do
not apply to tops of columns that are pinned.
Where columns are supported by drilled shafts, use a non-contact splice as shown in Figures
1.10.5.5-1 or 1.10.5.5-2. Ensure column diameter is less than shaft diameter according to BDM
1.10.5.5(1). Provide confinement reinforcement meeting the requirements in LRFD 5.10.11.4.1d
for column segments extending into drilled shaft as shown in Figures 1.10.5.5-2 and 1.10.5.5-2.
Specify ASTM A706 reinforcement for vertical column bars when columns are supported on
drilled shafts or when plastic hinging is anticipated in either the top or bottom of the column.
Specify ¾ inch maximum aggregate size in footings, columns and crossbeams. To maintain the
shape of the spirals, use a maximum vertical bar spacing of 8 inches.
Containing an 8 inch diameter drainpipe within the column and taking it out between spread
bars at the bottom is not an option since confinement requirements would be violated.
1.11.3.6 Spiral Reinforcing

Use spiral reinforcing for all columns. For column designs not controlled by seismic loading,
extend spirals from a minimum 2 inches below the top of the footing to the bottom of the steel
in the crossbeam or longitudinal beam.
Where plastic moment capacity is required between column-to-crossbeam connections, extend
the spirals into the crossbeam to the top crossbeam steel.
Figure 1.11.3.6-1 Spiral Reinforcing
April 2024 1-358

The following notes apply to the specification above and are for designer information only:
• Deformed bars (ASTM A615 grade 60 or ASTM A706) can be specified in sizes from #3
through #6.
• A706 is formulated to be weldable so submission of chemical analysis is unnecessary. It
is also preferred because it is the most ductile.
• A1064 plain steel wire cannot be mechanically spliced because it lacks deformations. It
is available only in sizes 5/8 inch diameter or less.
• ASTM A1064 and A615 grade 60 bars are available in coils. Average A1064 bar coils
have a weight of approximately 1500 pound, and A615 deformed bar coils have a weight
of 3000 pound to 4500 pound, depending on the size of the bar.
• For ease of handling, spirals are generally fabricated without splicing in weights up to a
maximum of 200 pound per piece for diameters 8 feet and under.
• Coated spiral bars are fabricated using ASTM A706 bars. Stock lengths are generally 40
feet to 60 feet. Bars are spliced using the weld lap splice method. Maximum shipping
mass is 200 pound for ease of handling and protection of the coating.
• Approved mechanical fasteners may be used provided the full strength of the bar is
developed.
• Use of lapped splices should be avoided because of the 80d lap requirement and because
hooks into the core will inhibit access for tying and inspection. Use of lapped splices is
not permitted for spirals less than 3 foot diameter. Although the lap splice detail is
structurally acceptable, and permissible by the code, it causes construction challenges.
While casting concrete, the tremie gets caught in the protruding 10 inch hooks, making
accessibility to all areas and its withdrawal cumbersome.
• The plans should state the type of spiral reinforcement used in computing reinforcing
quantities. Normally the designer should assume A706 with welded splices.
Standard spiral splice and termination details are shown in Figure 1.11.3.6-2.
April 2024 1-359

Figure 1.11.3.6-2 Spiral Splice and Termination Detail
April 2024 1-360

1.11.3.7 Column Steel Clearance in Footings

Column steel hooks are placed on top of the footing mat to avoid the need for threading footing
steel through the column steel cage.
Figure 1.11.3.7-1 Column Steel Hooks Detailing
1.11.3.8 Column Hoops

Due to seismic requirements, use hoops and ties only to supplement spiral reinforcement for
architecturally shaped columns to provide some confinement to concrete that is expendable in a
major seismic event. Terminate these supplemental hoops and ties without the normal
extension (hooks) into the interior mass of the column concrete. Because these architectural
features are expendable and are not considered in the analysis and design we want to allow
their failure. They should be detailed so they do not add undesired stiffness and strength.
Figure 1.11.3.8-1 Column Steel Hoops
1.11.3.9 Vertical Bar Splices

Do not splice vertical column bars for columns less than 30 feet in length (no footing dowels).
For longer columns, splices may be made as shown below in the middle half (preferably at mid-
height) of the column (outside the plastic moment areas). Lap splice is allowed for #11 bars and
smaller. For #14 and #18 bars Type 2 mechanical splice is required. Type 2 mechanical splice is
required to develop at least 125 percent of the specified minimum yield strength and 100
percent of the specified tensile strength of the reinforcing bars.
April 2024 1-361

The development requirements may require 180 degree hooks of the column verticals in the cap
beam. Pay attention to how the column verticals, extended spirals, bottom cap beam bars, and
post-tensioning ducts all fit together.
Figure 1.11.3.9-1 Vertical Bar Splices
1.11.3.10 Optional Hoop Detail at Bottom of Column

The detail below will facilitate more effective concrete placement in the core area of the footing.
The 6 inch gap is used to facilitate placement of the top mat of reinforcement.
Figure 1.11.3.10-1 Optional Hoop Detail at Bottom of Column
April 2024 1-362

1.11.3.11 Footing Reinforcing

Provide a mat of reinforcing steel (minimum of #5 bars at 12 inch centers each way) in the top of
all footings. When calculated loads require larger amounts of reinforcement, the latter controls.
Also provide U-bars at 12 inch centers around the periphery of the footing.
Extend spirals at least two inches into the footing. Place the footing top mat immediately below
the spiral termination. Place additional spirals below the mat (use a 6 inch spiral gap) down to
the vertical bar's point of tangency. Use the same spiral pitch at all locations.
See Guide Spec. 6.4.7 for footing joint shear reinforcement for Seismic Design Category (SDC) C
and D.
Figure 1.11.3.11-1 Example of Footing Reinforcing
April 2024 1-363

Figure 1.11.3.11-2 Example of Footing Reinforcing, Isometric View
1.11.3.12 Sloped Footings

General criteria for sloped footing tops are:
• The required footing thickness adjacent to the column should be at least 4 foot 6 inches.
No minimum edge thickness is specified except as required for shear.
• The amount of concrete saved should be at least 10cy.
• The top may be sloped either two ways or four ways, but should not be steeper than 2:1.
• A horizontal area should be provided 6 inches to 12 inches wide outside the base of the
column to facilitate forming the column.
April 2024 1-364

1.12 Other Structures

1.12.1 Culvert Design C1.12.1
A single culvert span, or out-to-out sum of Refer to the ODOT Highway Design Manual
closely spaced culvert spans, of 20 feet or and Hydraulics Manual for additional
more is defined as a bridge and is included guidance. The Region Tech Centers will
in the National Bridge Inventory (NBI). NBI typically design or administer concrete
culverts must be load rated per the ODOT culverts, metal pipe culverts and pipe arches.
Load Rating Manual.
Large culverts are defined as having a Large culverts are processed like bridges.
diameter or span 6 feet or greater. Request a structure number, drawing
number(s), etc. for large culverts.
Precast culverts are designed by the
manufacturer according to SP 00595. Ensure
the designs of large culverts comply with the
following requirements:
• Precast elements consist of
individual cells with continuous
vertical joints, unless an engineered
substructure is provided.
• For precast wingwalls, provide
positive connections between
wingwalls and reinforced concrete
box culverts (RCBC) end sections
with short closure pours or
weldments.
• Provide reinforcement continuity
between precast footings and
concrete aprons.
Use the following criteria to determine the When selecting roadside safety hardware at
use of rail standards over culverts: culverts, the decision to use roadway or
bridge standards is based on culvert length,
• Follow the guidance of BDM 1.13.9
fill depth, and risk.
for guardrail layout in low fill.
• For culverts under 6 feet in span or
diameter, use roadway standards.
• For culverts between 6 and 25 feet in Locations that require TL-5 are considered
span, use roadway standards unless high risk.
the location is considered high risk.
April 2024 1-365

• For culverts greater than 25 feet in ODOT standard guardrail requires a
span, use bridge standards unless fill minimum embedment of 2 feet 8 inches.
depth is greater than 2 feet 8 inches. Lesser depths present an obstacle for
continuous guardrail and is classified as low
fill.
1.12.2 Tunnels (structural elements)

(Reserved for future use.)
1.12.3 Sound walls, C1.12.3

General
Design sound walls according to the It is recommended that this be taken care of
guidelines provided in LRFD Section 15, and early in the project's development.
ODOT Geotechnical Design Manual, Section
16.6.
Investigate the soil condition specific to the
sound wall site and include in the
Geotechnical Report.
The design and detailing requirements for
sound walls on bridges and retaining walls
adjacent to the traveling public are different
than the ones away from the traveling
public. The failure of these sound walls is a
safety hazard for the traveling public.
1.12.3.1 Sound walls C1.12.3.1

mounted on Bridges
Do not locate sound walls on bridge Sound walls on bridge structures cause a
structures where feasible alternative disproportionate increase in bridge cost
locations exist. because of strengthening the deck overhang
and exterior girder. These structures may
cause increase in risk to traffic below during
seismic events or in case of vehicular impact.
In addition, sound walls on bridges interfere
with normal maintenance inspection access
and detract from the aesthetic quality of the
structure.
April 2024 1-366

Where feasible alternative locations do not The 8 foot height limit is per the crash tested
exist and sound walls must be located on result and how the cargo truck interacts with
bridges, limit the total height, as measured the wall and barrier: NCHRP Report 350
from the top of bridge deck to the top of the Evaluation of the T501 Bridge Rail with
sound wall, to 8 feet. Sound wall (tamu.edu). There is no crash
tested result to support sound walls taller
than 8 feet.
Only crash tested sound walls are allowed In lieu of crash-testing, design sound walls
on bridges. for vehicular collision forces according to
LRFD Section 15.8.4.
On bridges where the sound wall does not Sound walls may be combined with the
meet crash test requirements of MASH Test traffic railing as long as the structural system
Level 4, place sound walls a minimum of 4 meets the crash test requirements of MASH
feet beyond the gutter line of an ODOT Test Level 4 criteria.
approved standard bridge railing.
1.12.4 Traffic Structures

1.12.4.1 On-Bridge Sign & Illumination Mounts
1.12.4.1.1 Design Considerations C1.12.4.1.1
The following traffic structures may be Standard traffic lighting poles are the only
located on bridges: traffic structures with standard bridge
connection designs.
• Standard lighting poles.
• Camera poles. Placement of other traffic structures on
• Structure mounted signs (signing for bridges is discouraged due to increased
traffic passing under bridge). costs, complexity and maintenance. The
• Miscellaneous small signs (signing decision on whether the traffic structure is
for traffic on bridge). located on the bridge and the exact location
of the traffic structure on the bridge will be
made by the bridge designer in conjunction
with the project team.
In special cases where other (larger) traffic
structures not listed above must be located
on a bridge, connect them directly to a bent.
When a traffic structure is on a bridge, the The ODOT Traffic Structures Design Manual
bridge designer will be responsible for the has design loads and guidance for many
connection between the traffic structure and common applications.
April 2024 1-367

the bridge, including the anchor bolts, and
will review or check the shop drawings
associated with the bridge design
responsibilities. The Traffic Structures
Designer will have very limited involvement
with the bridge structure.
Structure mounted signs should preferably In urban areas the required sign legend may
not exceed 7 feet in height. dictate a larger sign panel. The bridge
designer should work with the project team
to arrive at an acceptable solution,
considering effects on aesthetics, sight
distance, and related factors.
1.12.4.1.2 On-Bridge Sign Mounts C1.12.4.1.2

Position all new side mounted signs on
bridges such that the bottom of the sign or
lighting bracket does not extend below the
bottom of the bridges (bottom of girder
flange). Maintain at least a nominal 2 inches This is to ensure that the bottom of the sign
between the bottom of the sign and the is above the bottom of the bridge while
bottom of the bridge to account for accounting for construction tolerances and
bracket arm sag.
Design bridge side mounted sign brackets to
account for the weight of added lights, and
for the wind effects on the lights to ensure
bracket adequacy if lighting is attached in
the future.
Do not place signs under bridge overhangs.
Do not place signs directly under the drip-
line of the structure. Provide a minimum 2
inches of clearance between the back side of
the sign support and edge of the bridge.
1.12.4.1.3 On-Bridge Illumination

Mounts
[Reserved for future use]
April 2024 1-368

1.12.4.2 Truss and Monotube C1.12.4.2

Cantilever Sign Bridges
Refer to ODOT Traffic Standard Drawings
website 600 series drawings for standard truss
and monotube cantilever sign bridges. For
new truss and monotube cantilever sign
bridges design, see ODOT Traffic Structures
Design Manual and LRFD Specifications for
Structural Supports for Highway Signs,
Luminaires, and Traffic Signals, 1st Edition for
further guidance.
See ODOT Geotechnical Design Manual (GDM)
Chapter 16 Foundation Design for Signs
Signals, Luminaires, Sound Walls and
Buildings for foundation design guidance
for truss and monotube cantilever sign
bridges.
1.12.5 Retaining Structures

Retaining walls that support bridge bents will typically be designed by the bridge designer, and
drawings will be included with the structure drawings.
For all other free-standing retaining walls, refer to the ODOT Geotechnical Design Manual.
Retaining wall project development activities require integrated and coordinated effort of
bridge, geotechnical, geology, and roadway disciplines. Additional disciplines could be
necessary dependent on the project. It is common for either the bridge engineer or geotechnical
engineer to take the lead role in retaining wall design. Coordination in the design process
includes:
• Determine if retaining wall is needed and wall location design - [Roadway,
Retaining Wall designer].
• Subsurface investigation planning, execution, identifying ground water, soil and
rock properties for design [Geotechnical, Geology].
• Identify structure types for consideration, loading conditions, perform analysis and
design, estimate cost, and recommend structure type [Geotechnical, Bridge or both]
• Evaluate recommended structure type (technical and cost estimate check), evaluate
constructability [Retaining wall designer, Retaining wall checker, other project
reviewers].
• Project design changes that affect the retaining wall [Project team process
coordination]. Coordinate with other design elements.
April 2024 1-369

The Retaining Wall chapter of the ODOT GHE CAD Manual provides guidance for Contract Plan
Sheet development for retaining walls:
• Proper plan sheet series by retaining wall category (within J series of a bridge, a
separate J series for the retaining wall, or G series).
• Reference as needed to the Bridge CAD Manual (BCM).
• Sources of information for title block, structure name, structure number, BDS
drawing number, calculation book number, file V-number, when applicable.
• Plans content by retaining wall category and system type.
• Plans Checklist
April 2024 1-370

1.12.6 Utilities
1.12.6.1 General C1.12.6.1
Permanently relocate utilities in advance of When utilities are not relocated in advance of
the project, when feasible. the project, it is preferred for the work to
happen as part of the construction contract,
installed by the contractor.
When there is a utility relocation or This avoids often difficult coordination
modification on a project, utility design is to between the Contractor and utility owner.
be provided by the utility owner. When This also avoids the need for the utility
utility work is included in an ODOT owner to conduct work after the contract is
Contract, the utility owner is responsible for complete, which often time requires
supplying plans, specifications, estimates, performing repairs of the constructed facility
and calculations conforming to the like patching newly placed roadways and
documented requirements. bridge elements.
On new construction, the State provides the This is regarded as providing minimal
concrete inserts in the deck for hangers, accommodation which essentially has zero
holes through diaphragms, crossbeams and or negligible cost (de minimis, or below the
endwalls, and pipes under the approach threshold of actually costing the program)
slabs. When a utility owner requests compared to not providing these items, and
additional conduits in a sidewalk or concrete is acceptable per an opinion from the Oregon
rail, special attachment brackets, inspection Department of Justice. All other costs for
walkways, etc., it is the expense of the utility materials and labor related to the utility
owner. installation are the responsibility of the
utility company.
The State and utility owners within project
limits need an agreement before their utility
work can be included in the project. The
Utility & Railroad Coordinator in the Right
of Way section coordinates such agreements.
Include provisions for two future 3 inch I.D. The provisions include holes in transverse
conduits on new NHS bridges for Agency members and cast-in anchors.
Communication Infrastructure.
April 2024 1-371

For bridges inside incorporated city limits or This applies to all bridges, including those
in metropolitan planning areas, provide for carrying the freeway. While ODOT policy
future needs with two 12 inch diameter holes typically does not permit longitudinal
on each side of the bridge in addition to the installations of utilities within freeway right
specific utility requirements. of way, there is an FHWA hardship
exception process that could result in future
installations.
1.12.6.2 Special Utility C1.12.6.2

Considerations
GENERAL REQUIREMENTS
Install wire line type crossings, such as fiber
optic line, in conduit.
Provide transverse supports for utility lines
as required.
Provide expansion fittings at each expansion
joint or install on rollers as allowed by
applicable safety codes.
ELECTRICAL LINES
Provide appropriate bonding jumpers across See NEC 250.98.
expansion fittings for electrical installations.
High voltage power distributions lines In extraordinary circumstances where

greater than 22,000 volts are not allowed. alternate crossings are not practical, high
voltage lines can be considered. Additional
cost to the utility will not be considered
reason enough to place power lines on
bridges.
Lines with 600 volts or less are allowed. Line with voltage greater than 600 volts but
less than 22,000 volts will be evaluated on a
case-by-case basis.
Provide adequate shielding for electric This is to eliminate adverse effects of
power distribution lines. electromagnetic fields on radio signals, fuel
injection systems, reinforcing and structural
steel, and maintenance personnel.
Provide adequate circuit protection. Locate This is to reduce the risk of electric shock
disconnects within 1000 feet of the utility’s hazards and allow for disconnection of the
first anchorage to the bridge. line upon request from ODOT.
April 2024 1-372

Conduit embedded in concrete is to be Sch. Other embedded steel conduit is not allowed
80 PVC (preferred) or stainless steel. due to corrosion concerns. Where possible,
PVC conduit is preferred to reduce the
potential for damaging lines when pulling
them through. See NEC 334.15(B).
Galvanized embedded conduit is not
permitted due to dissimilar materials.
Hot-dip galvanize external steel conduit.
GAS LINES
The following language applies to gas lines
or other lines carrying volatile materials.
Provide Sch. 40 steel pipe or approved equal.
Install automatic shut-off valves at or near
each end of the bridge.
Case lines full length of enclosed or box type
bridges. Vent casings to the outside of the
bridge at each end and at high points.
Protect lines that are accessible from ground Protection could include barrier and fencing
from damage, both accidental and with locked access.
intentional.
Have gas line corrosion protection systems
reviewed by the Bridge Section Preservation
Unit. See BDM 2.14.10.
WATER LINES AND SEWER LINES
Case segments of lines whose failure could
undermine the bridge footing(s) or be an
environmental hazard.
Lines are to be hot-dip galvanized steel, HDPE pipe can be considered approved
ductile iron pipe, or approved equal. equal when the following conditions are
met:
• When wrapped for UV protection, or
when the pipe is encased (i.e., not
exposed to UV or corrosive
environment) and
• When the pipe is adequately
supported.
Corrosion protection systems for utilities
April 2024 1-373

may include cathodic protection, except
when attaching to steel structures.
Provide transverse supports near each
coupling for lines and line thrust blocks as
required.
In enclosed or box type bridges, make
provisions for a line failure. Provide drain
holes or grating at low points in the cells.
Provide low pressure sensing shut-off valves
or fully encase the line to minimize leakage
inside the bridge girders.
1.12.6.3 Utility Location on C1.12.6.3

Bridges
Locate the utility installation to avoid the
following:
• Adverse effect on the appearance of
the bridge.
• Restriction to inspectability and
maintainability of the bridge.
• The risk of potential vehicle impacts
when the bridge spans another
roadway or railroad crossing.
• Modification of structural members.
On structures over freeways, locate the
bottom of utility line a minimum of 18 feet
above the roadway surface.
Do not hang from cross-frames, diaphragms,
or main beams. Suspend utility lines from
the deck.
Install the utility between girders or in the This may not be possible when staging of the
sidewalk or rail when applicable. Locate the bridge is not compatible. See BDM 1.2.10 for
utility as close as possible to the exterior of safety and accessibility guidance.
the bridge to allow access by snooper crane,
when no other access is provided.
Provide sufficient space around utilities for Maintenance activities include cleaning and
maintenance activities. repainting steel members.
April 2024 1-374

Do not extend utilities and supports below
the bottom of the superstructure, except
when transitioning to a buried utility. Place
transitions only at bents or abutments.
When the utility is placed on the outside of This is to minimize the chance of damage
the rail or exterior girder on stream from floating debris.
crossings, place it on the downstream side of
the bridge.
Do not hang utilities against the sides of
decks that have no curb. When required to
put utilities on the side, provide spacers
from the deck so they do not trap debris.
Avoid exterior mounted utilities in snow
and ice areas, as defined in BDM 1.2.4.3.
Do not place utilities below the outfall of
bridge drainage.
Avoid attaching utilities to timber elements. Many timber elements require replacement
during the bridge’s life.
Avoid going through end bents with a This is common on shallow end bents
history of approach settlement. without approach slabs. Excavation may
increase settlement, settlement may cause
the utility to shear, or the utility may get in
the way of installing sheet pile or approach
slabs in the future.
1.12.6.4 Design and Detailing C1.12.6.4

Guidelines
EARLY DESIGN TASKS
As an early design task, determine:
• Requirements for carrying existing
and future utilities on bridges. See
BDM 1.12.6.1.
• Requirements for accommodating
utilities in the vicinity of other
structures (i.e. box culverts, sound
walls, retaining walls, or especially
mechanically stabilized earth (MSE)
walls).
April 2024 1-375

During the site visit, identify any utilities
present on, or in the vicinity of, the bridge.
Document utility decisions in the DCSA.
Coordinate with the Utility Specialist to
determine project utility needs and location
as early as possible in the design process. See
BDM 2.14.10.
GENERAL CONSIDERATIONS
When the proposed utility weighs more than The load rating will have the utility loading
90 pounds per linear foot or causes superimposed onto the bridge, so that it can
modification of a structural member, the be determined whether the bridge has
utility company will be required to provide sufficient loading carrying capacity for the
a load rating of the bridge per BDM 1.3.2.2. installation of the utility. When available,
provide a set of bridge plans for load rating
use. All plans must be field verified, because
not all As-Constructed bridge plans are
accurate. See BDM 2.10.8 and the LRFR
manual for additional information.
Use existing utility accommodations located
on the bridge, when possible.
REQUIREMENTS FOR ATTACHMENT
TO BRIDGE
The following requirements apply to both
new and existing bridges.
Design utility attachments to the currently
accepted AASHTO LRFD Bridge Design
Specifications as modified by this manual.
Design utility lines in accordance to the
governing industry standard for the type of
installation.
Design utility installations so that a failure
will not:
• Result in damage to the bridge.
• Be a hazard to traffic.
• Endanger the public.
April 2024 1-376

Design individual members and the entire Utility attachments may exert large forces at
bridge for all loads imposed by the utility. the point of connection. Consider loads or
movements that might be imposed on the
utility by the bridge, such as from
temperature, wind, or earthquake
movements.
Restrain the utility line to prevent the line
hitting bridge structural members. Use
longitudinal and transverse supports or
anchorages as needed.
Space utility supports for future utilities as
follows:
• 2 feet minimum from abutment face.
• 8 foot maximum on center parallel to
the utility line for Agency
Communication Infrastructure.
• 10 foot maximum on center parallel
to the utility line for other utilities.
Specify hot-dip galvanized steel utility
supports, including fasteners and
anchorages.
ATTACHMENT ANCHORING DESIGN
GUIDELINES
Post-Installed Anchors
Follow the design requirements of BDM
1.5.11.2.
Design attachments that use a single anchor
at each attachment point to remain
serviceable if one of the other nearest
attachments were to fail.
Mechanical anchors may be used when the
following considerations are satisfied:
• Anchors are of a type that will
maintain capacity under dynamic or
vibratory type loads.
• Provide at least two anchors at 1.33
capacity-to-demand per attachment
April 2024 1-377

for redundancy, or design
attachments with a single anchor to
provide a capacity-to-demand ratio
of 2.0.
Review as-constructed plans and locate post- Refer to SP 00535, 00589 for additional
installed anchors to avoid conflicts with information.
existing reinforcement.
Cast-In Anchors
In the absence of specific instructions from
the utility company, provide hot-dip
galvanized expanded coil cast-in anchors
with closed-back ferrule, threaded for rods
or bolts installed in a new bridge deck.
When design of utility attachment using
cast-in anchors is required, follow BDM
1.5.11.3.
ATTACHMENT DETAILING
GUIDELINES
Locate holes in transverse members centered
in the bay between the first interior and the
exterior girders except for side-by-side
girders.
Maintain the alignment of utility holes as
straight as possible, both vertically and
horizontally, to avoid difficulties in placing
utility pipes.
Consider construction tolerances and
variables in the design of brackets and
hangers. Incorporate slotted holes,
adjustable rod lengths, etc. into the
attachment design.
Where utility holes are provided in the ends
of the bridges for future utilities, form each
hole with a pipe sleeve made of galvanized
smooth steel pipe (1/4 inch min. thickness),
or PVC pipe (Sch. 40 min.) of the same inside
diameter as the utility hole.
April 2024 1-378

When an approach slab is required, place a See BDM A1.11.2.9-1.
pipe through the sleeve to a point 5 feet
minimum beyond the end of the approach
slab, parallel to the centerline of the bridge.
From the end of the pipe extension, angle the
pipe at a 45 degree angle until the pipe is
outside the shoulder.
Form a hole 1 inch larger in diameter than Utility holes and pipes under approach slabs
the pipe into the backwall or end beam. After may need to be a larger diameter to
the pipe is installed, fill the void around the accommodate joint splices, couplers, or bells
pipe with a compressible material. at connections.
For side-by-side girders provide for future See Appendix Figure A1.11.2.9-1.
utilities through the end wall closure pours
For side-by-side girders with CIP concrete
with one of the following options:
decks, a space between two adjacent girders
• Capped 8 inch diameter blockouts. may be provided to allow for placement of a
• Embedding a 6 inch diameter PVC utility line.
pipe in the wall and extending it 8 to
10 feet beyond the bridge bent.
Limit the number and size of conduits in the Give special attention to details at expansion
bridge rail to assure ease of placement and joint couplings because these tend to be
proper consolidation of the concrete, and much larger in diameter than the conduit.
function of the bridge rail.
UTILITY LABELING
Utilities are to be labeled at each approach or See SP 00589 for additional requirements.
first anchorage to the bridge and every 200
feet according to American Public Works
Association (APWA) standards with color
code and owner, contact information, etc.
Adjust spacing to include one label in each
bay bounded by beams and diaphragms.
1.12.6.5 Items for Design C1.12.6.5

Submittal or Permit Review
Requests for attachments to bridges are Refer to BDM 2.14.10 for roles and
submitted by Utility Companies to District. responsibilities and information.
District makes the final decision on the
permit application in consideration of
comments and recommendations by the
RBLE.
April 2024 1-379

Coordinate with District to ensure the utility
permit includes requirements that the utility
company will:
• Perform routine maintenance to the
utility installation to ensure it
remains in serviceable condition.
• Promptly respond and repair failing
utilities.
• Remove utility apparatuses when no
longer in service.
Maintenance access will not be allowed from Maintenance access plan should limit traffic
the freeway for bridges carrying freeways or impact for all classes of bridges.
bridges carrying highways over freeways.
Provide utility plans and calculations
stamped by an Engineer that is registered in
the State of Oregon. Include the following in
the submittal:
• Vertical, lateral, and longitudinal
loading, as appropriate.
• Maximum and operating pressures
for pressurized systems.
• Waterline thrust blocks.
• Loadings to be carried by the bridge
and their location.
• Calculations for attachment
connections or brackets.
• Details of the pipe, casing, vents, and
shut-off valves.
• Utility hanger details.
• Utility labeling.
• Maintenance access plan.
April 2024 1-380

1.13 Rails, Impact Attenuators and Protective

Screening
The current roadside safety crash test Bridge rails are roadway safety features. In
standard is the Manual for Assessing Safety most cases, the primary goal is keeping
Hardware (MASH) 2016. vehicles, bicycles and pedestrians on the
road safely. Due to the dynamic nature of
impacts, crash testing of all roadway safety
features is performed to assure that critical
failure modes such as vehicular stability and
occupant compartment deformation are
satisfied. MASH establishes the vehicles,
speeds, and angles for the collisions required
to achieve a passing crash test.
Prior to MASH, the controlling crash test
standard was NCHRP 350, which itself
replaced NCHRP 230. MASH crash test
vehicles are taller than previous standards,
requiring higher railings to maintain
stability.
After Dec. 31, 2019, all bridge rails on the MASH requirements are directed at new
National Highway System (NHS) must meet construction. Thus far, AASHTO has not set
MASH, per AASHTO/FHWA Joint acceptance criteria for retrofitting existing
Implementation Agreement for Manual for non-standard bridge rails, leaving it to the
Assessing Safety Hardware (MASH). When owner to establish warrants.
no MASH alternative exists, states can
approve lesser standards, but should aim for
MASH whenever possible.
Local agency projects off the NHS may use
NCHRP 350, at the request of the local
agency. Use LRFD Chapter 13, rather than this
chapter, when local agency projects use
NCHRP 350.
April 2024 1-381

Due to the change to MASH, where this AASHTO is currently preparing to update
section is in conflict with LRFD Section 13, the LRFD Section 13 to better accommodate
BDM controls for all state-owned bridges MASH testing.
and bridges on the NHS.
Under MASH, roadside safety features are More information on the different test levels
evaluated based on six different Test Levels is available in LRFD 13.7.2.
(TL), each including different vehicles and
crash speeds and angles. The levels are
intended to correlate to different levels of
traffic.
In Oregon, bridges on or over all interstate TL-3 is the lowest level FHWA permits on
routes and National Highway System (NHS) NHS routes.
routes require a minimum crash test rating
of TL-4 for all bridge rails. ODOT promotes
highway planning that replaces or upgrades
railing on existing bridges on these routes to
TL-4.
FHWA allows existing bridge rails that are See BDM 1.13.6 and 1.13.7 for more
compliant with NCHRP 350 to remain in information on when NCHRP 350 compliant
place under certain circumstances. All rails must be replaced.
undamaged rails constructed after 1994 are
assumed to be compliant. Contact the BDM
Technical Resource for rails for pre-1994 rails
when compliance cannot be established.
In some situations, the test level reached
To determine the appropriate TL for a through NCHRP Report 22-12(03) may not be
bridge, follow the procedure of NCHRP appropriate due to other design features or
Report 22-12(03), which uses a risk-based conditions, such as wide sidewalks or very
methodology. When this method does not low speeds. In these cases, prepare a Design
correlate well with a specific bridge site, Exception to use a different test level.
contact the BDM Technical Resource for
alternatives.
In addition to the safety requirements of On state highways, 42-inch high bridge rails
MASH, bridge rails should also meet OSHA are preferred. BR200 has transverse holes to
requirements for the safety of maintenance enable workers to tie off for fall protection.
and inspection personnel. OSHA “Fall Rail height is measured vertically from a 10-
Protection – Walking-Working Surfaces” foot straight edge placed perpendicular to
requires a 42-inch high railing or other fall the lanes on the bridge deck to the top of the
protection accommodations. highest load resisting rail member.
April 2024 1-382

Submit Design Exceptions per BDM 1.2.2.

Include in the Design Exception:
• Discussion of why an ODOT standard
is not appropriate.
• Evaluation of appropriate test level.
• Crash test data documentation for
alternate rail or one similar to the
proposed design and conclusions that
the rail performed acceptably in all
three categories (structural adequacy,
vehicle stability and occupant
compartment deformation).
Table 1.13.2-1 lists the ODOT standard bridge More information about these rails are
railings with current MASH test levels. available in the standard drawing reports
Transitions are presented in BDM 1.13.8. and on Projectwise.
Table 1.13.2-1 MASH Bridge Rails
Drawing Description Tested or MASH OSHA

No. Evaluated Test Compliant
Level
BR200 Concrete Bridge Rail Type F Evaluated 3 With
Anchorages
BR208 3-Tube Curb Mount Rail Tested 4 Yes
BR214 Concrete Parapet with Steel Post Evaluated 4 No
BR216 Sidewalk Mounted Combination Bridge Evaluated 4 Yes
Rail
BR222 Vertical Concrete Parapet, 42-Inch Evaluated 4 Yes
BR285 Type F Concrete Rail Rectangular Tube Evaluated 4 Depending
Retrofit on existing
BR290 3 foot 6 inch Type F Rail Evaluated 5 Yes
April 2024 1-383

Table 1.13.2-2 lists other ODOT standard More information about the specific rails is
bridge railings that have not yet been available in the standard drawing reports.
evaluated or tested under MASH. Use of
these rails on a state highway requires a
Design Exception.
Table 1.13.2-2 ODOT Standard Bridge Rails without a MASH Crash Test Equivalency
Drawing Description Crash Test Estimated NCHRP

No. Standard 350 Test Level
BR206 2-Tube Curb Mount Rail NCHRP-350 4
BR212 Concrete Post and Beam Bridge Rail Unknown -
BR220 Flush Mounted Combination Bridge Rail NCHRP 230 4
BR221 32 inch Vertical Concrete Parapet NCHRP 230 4
BR226 2-Tube Side Mount Rail NCHRP 230 4
BR233 Thrie-Beam Rail and Transition NCHRP 230 2
BR250 Pedestrian Rail on Sidewalk Mounted Concrete Parapet None 2
BR253 Sdwk. Mounted Conc. Parapet with Chain Link Fencing None 2
BR256 Pedestrian Railing on Type F Concrete Bridge Rail NCHRP 350 4
BR260 Chain Link Fencing on Type F Concrete Bridge Rail NCHRP 350 4
BR266 Modified Type 2A Rail NCHRP 230 2
BR273 Thrie Beam Rail Retrofit for Curb and Parapet Rail NCHRP 350 4
Orient bridge rail posts and joints normal to When deck superelevations exceed 8
grade in the longitudinal direction and percent, consideration can be given to
vertical in the transverse direction for ease of orienting posts normal to grade in both
construction and aesthetics. directions to be more aesthetically pleasing.
Apply modifications to all rail components

so they are all oriented the same (i.e. concrete
parapet and attachments).
April 2024 1-384

Maintain the minimum concrete cover requirements when using architectural treatments on
concrete bridge rails. Cover can be increased to accommodate formliner patterns. Architectural
treatment on the traffic face of a traffic barrier is only permitted within the limits of NCHRP
Report 554. When that standard is met, no design exception is required.
Bridge rail designs from any state or local agencies that have been crash tested to MASH may be
used with a Design Exception. Submit requests to the BDM Technical Resource for frequently
used rails to be added to ODOT’s Bridge Rail standard drawings.
On a case-by-case basis, rails that have not been crash tested may be permitted on state-funded
projects with the submission of a Design Exception. The rails must be designed according to LRFD
Section 13, and usage must be limited to TL-2 locations. Contact the BDM Technical Resource early
in the project when this option is considered for a state-owned bridge.
C1.13.3
Use bicycle and pedestrian railing or

combination railing on the outside of
structures that are specifically designed to
carry bicycle and pedestrian traffic.
Combination railing alone may be used in
conjunction with a raised curb and sidewalk
where vehicular design speeds are less than
40 mph. Separate bicycle and pedestrian
traffic from vehicular traffic by a
combination rail when vehicular design
speeds exceed 40 mph and provide a
pedestrian railing on the exterior of the
walkway.
Bicycle and pedestrian rails must meet or At locations with high bicyclist traffic, rail
exceed 42 inches in height. Opening sizes on height can be increased to 48 inches and up
bicycle, pedestrian and combination rails are to 54 inches.
defined by LRFD 13.8.1.
April 2024 1-385

Use curbs above the level of the sidewalk This requirement is intended to keep debris
under all pedestrian railings where there will from being kicked under the railing onto
be significant pedestrian, vehicular or boat traffic below.
traffic under the structure. Runoff from
sidewalks does not need to be carried off a
structure, see BDM 1.9.5 for additional
guidance.
Objects that are placed in the range of 27 Parapets, railings and fencing adjacent to the
inches to 80 inches may become protruding walkway can have impacts to the pedestrian
objects for pedestrians in the walkway, and access route. ADA requirements need to be
shall not extend more than 4 inches into the reviewed carefully to ensure these items do
adjacent walkway from the nearest vertical not create protruding objects or restrictions
face or detectable edge. in the clear width available to pedestrians.
April 2024 1-386

SCORING JOINTS
Place scoring joints at 15 foot maximum For typical ODOT standard concrete rails,
centers, equally spaced between Type ‘B’ space joints in the range of 10 to 15 feet.
joints and expansion joints. Show the
See BDM 1.9.2.2.2 for overhang
location of each joint on the deck plan
reinforcement design information.
without dimensions. Do not consider these
joints to be end segments for the purpose of
overhang calculations.
The joint spacing must equal or exceed the For ODOT Standard Rails, 𝐿𝐿𝐶𝐶 is listed on the
critical length, 𝐿𝐿𝐶𝐶 , of the yield line failure ODOT Bridge Engineering website –
pattern (see LRFD A13.3.1) for a vehicle Software Tools for Design. It is typically in
impact within a wall segment. The bottom the range of 8.5 to 12.5 feet.
two longitudinal bars are continuous
through scoring joints but terminate two
inches before all other joint types.
TYPE ‘B’ JOINTS (AT INTERIOR BENTS

WITH CONTINUOUS DECK)
To reduce shrinkage cracks in the rail, form
a joint using ¼ inch preformed expansion
joint filler through the rail. These joints also
reduce the tendency of the rail to act
compositely with the superstructure. Do not
consider these joints to be end segments for
the purpose of overhang calculations.
AT BRIDGE DECK EXPANSION JOINTS

Provide rail joints at every bridge deck
expansion joint to prevent cracking or
spalling of the rail or structure. Show rail
details at expansion joints on the drawings.
Skew rail joints to match the deck joint for
skew angles up to 20 degrees. For skew
angles in excess of 20 degrees, orient the rail
joint normal to the rail.
April 2024 1-387

Do not leave rail joints as open joints, It is a potential problem when water passes
including joints between the bridge end and through the joint and erodes the
bridge approach slab. See expansion joint embankment. RR overcrossings may have
standard drawings for the rail joint material additional requirements for joints in rails,
and arrangement. For expansion joints depending on the RR.
greater than two inches, use expansion joint
cover plates to prevent vehicle snagging.
On Bridge Modernization projects, replace

bridge rails to meet the required MASH TL
criteria at the bridge site. The structural
designer works with the project team to
select the best rail for a given site.
Considerations include:
• Roadway geometry.
• Traffic volume.
• Speed.
• Truck traffic.
• Accident history.
• Pedestrian needs.
• Sight distance.
• Occupant risk.
• Aesthetics.
• Corridor context.
• Maintenance.
• Inspection.
• Cost/benefit and related factors.
For new bridges, design the overhang to The intent is to reduce the risk of future
resist the test level of the rail or TL-4, strengthening over the life of the bridge.
whichever is greater.
April 2024 1-388

Standard deck overhang design is provided LRFD A13.4.2 describes the design approach
on DET3170 and DET3171. When designing for deck overhangs supporting concrete
deck overhangs per LRFD, rail design parapet railings. The design approach does
capacities are available for ODOT standard not specify vehicular-collision loads.
rails on the ODOT Bridge Engineering Overhangs are designed for the maximum
website – Software Tools for Design. Using inelastic force effects generated and
the calculated parapet resistance, 𝑀𝑀𝑐𝑐 and T, transmitted by the railing resisting a
of the parapet at its base per LRFD A13.4.2. vehicular impact. This results in an
LRFD rail design capacities will give overly extremely conservative deck overhang that
conservative results in most cases. is not in accordance with observed field
behaviors.
Instead, for LRFD A13.4.2 design case 1 for Based on observations of impacted bridge
concrete parapet railings in TL-4 locations, railings from crash testing, an overhang
design the deck overhang to resist the lesser designed with typical deck reinforcing of #5
of a vehicular impact moment, 𝑀𝑀𝐶𝐶𝐶𝐶 , and at six inches does not fail when a railing
coincidental axial tension force, 𝑇𝑇𝐶𝐶𝐶𝐶 , failure occurs due to a collision. See TTI Test
calculated as follows, for the end and wall Report No. 9-1002-5, Figures 3.1-3.3, 6.3 and
conditions: 6.4. In the absence of a more rigorous
1.25×𝐹𝐹𝑡𝑡 ×𝐻𝐻𝑒𝑒 method for designing overhangs, many
𝑀𝑀𝐶𝐶𝐶𝐶,𝑒𝑒𝑒𝑒𝑒𝑒 = , and
𝐿𝐿𝑐𝑐,𝑒𝑒𝑒𝑒𝑒𝑒 +𝐻𝐻𝑒𝑒 +𝑋𝑋 states use the loads shown here, based on
𝑇𝑇𝐶𝐶𝐶𝐶,𝑒𝑒𝑒𝑒𝑒𝑒 =
1.25×𝐹𝐹𝑡𝑡
. finite element impact simulations from
𝐿𝐿𝑐𝑐,𝑒𝑒𝑒𝑒𝑒𝑒 +𝐻𝐻𝑒𝑒 +𝑋𝑋 NCHRP funded research.
1.25×𝐹𝐹𝑡𝑡 ×𝐻𝐻𝑒𝑒
𝑀𝑀𝐶𝐶𝐶𝐶,𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 = , and The end condition, at bridge ends and
𝐿𝐿𝑐𝑐 +2𝐻𝐻𝑒𝑒 +2𝑋𝑋
1.25 × 𝐹𝐹𝑡𝑡 expansion joints, controls design due to the

𝑇𝑇𝐶𝐶𝐶𝐶,𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 = limited distribution length.
𝐿𝐿𝑐𝑐,𝑒𝑒𝑒𝑒𝑒𝑒 + 2𝐻𝐻𝑒𝑒 + 2𝑋𝑋
Where:
𝐻𝐻𝑒𝑒 = Effective height of the vehicle rollover
force (ft).
𝐿𝐿𝑐𝑐 = Critical length of yield line failure
pattern (ft).
X = Lateral distance from toe of barrier to
deck design section (ft).
𝐹𝐹𝑡𝑡 = Transverse force specified in Table
1.13.5 for MASH TL-4 impact load for
different barrier heights (kips).
April 2024 1-389

Table 1.13.5-1 Design Forces and Designations for Standard Barrier Heights (in)
Standard Barrier 36 39 42
Heights inch inch inch
𝐹𝐹𝑡𝑡 Transverse (kip) 67.2 72.3 79.1

𝐹𝐹𝐿𝐿 Longitudinal (kip) 21.6 23.6 26.8
𝐹𝐹𝑣𝑣 Vertical (kip) 37.8 32.7 22
𝐿𝐿𝑡𝑡 and𝐿𝐿𝐿𝐿 (ft) 4 5 5
𝐻𝐻𝑒𝑒 (in) 25.1 28.7 30.2
When designing or checking overhangs, do Impact loading is different in effect from

not reduce capacity due to development sustained loading. Testing shows that typical
length of the deck bars. development length calculations do not
apply.
Establish required test level for the site. When a deck overlay will reduce the relative
Upgrade the rail when any of the safety height of the rail, this negatively impacts the
warrants exist (BDM 1.13.6.3), regardless of structural adequacy of the rail.
project scope. Otherwise, when project scope
See BDM 1.9.2.2.2 for bridge deck overhang
impacts the rail, assess the existing bridge
strengthening requirements.
rail for structural adequacy, vehicle stability,
and occupant compartment deformation, in
the post-project configuration (BDM
1.13.6.2).
Based on the deficiencies and required test Research is on-going into the behavior of
level, select a retrofit or replacement option. resin bonded anchors under impact loading.
When an appropriate standard drawing or Anticipate new standard rail attachment
detail is not available, it is permissible to details upon completion of this research.
design one for a specific project. A Design
Exception is required in these cases.
April 2024 1-390

1.13.6.2
STRUCTURAL ADEQUACY
Structural adequacy is a function of a For more information on the assessment of
barrier’s ability (including deck overhang) to existing bridge rails, see NCHRP 22-14(03).
effectively contain and redirect a vehicle.
Vehicles may not penetrate, underride, or
override the barrier. It is possible to use
engineering analyses, based on yield line
theory or plastic design procedures, to
compute the load capacity of rigid or semi-
rigid barriers. Then compare that with
known design forces for the desired test
level. All aluminum tube rails are
structurally inadequate.
Since structural adequacy also requires the

vehicle not override the barrier, barrier
height is critical. For required height based
on test levels, see Table 1.13.6.2-1.
Table 1.13.6.2-1 Minimum Bridge Rail These heights are not the same as LRFD Table
Heights A13.2.1 due to MASH testing.
Test Level Minimum Height

(inches)
TL-2 27
TL-3 29
TL-4 36
TL-5 42
April 2024 1-391

VEHICLE STABILITY
In order to ensure the safety of vehicle Whenever possible, assess this through
occupants, a vehicle must remain upright comparison with previously crash tested
during and after a collision with the barrier. rails.
MASH evaluates this based on a maximum
pitch and roll of the vehicle during testing.
This is a common failure mode for bridge
rails.
Curbs and sidewalks that project in front of Many states only permit unprotected curbs
the face of rail negatively impact vehicle and sidewalks, where design speeds are 45
stability. Comply with LRFD 13.7.1.1 for mph or less.
sidewalk height.
OCCUPANT COMPARTMENT
DEFORMATION
Occupant compartment deformation is Improved vehicle design has reduced

commonly associated with snagging of the occupant compartment deformation,
vehicle on the rail. Consider extensions or making this a less critical factor for
recessions beyond two inches as potential evaluating barriers under MASH. Rails that
snag points; rails comprised of separate satisfied this criteria under NCHRP 350
unconnected elements. should be expected to meet MASH testing as
well.
Evaluate snag hazard based on post setback
distance, ratio of contact width to height, and
vertical clear opening based on LRFD Section
13.
Rails are considered candidates for retrofit or

replacement as part of a bridge retrofit
category project when any of the following
are true:
• Three or more accidents or a fatality

has occurred in the past five years at
the bridge site.
• The rail is in a condition state four.
April 2024 1-392

• The rail height is less than 27 inches. Existing rails may be raised to meet height
requirements, provided the existing strength
capacities are not reduced by the revised
configuration.
• The rail has aluminum components. Aluminum rails are structurally inadequate
under most impact conditions. In some cases
it is possible to simply replace aluminum
tubes with steel tubes without significant
cost.
• The bridge is located on an interstate
or high-speed, high-volume facility
(for this purpose high volume is
considered AADT of 30,000 or higher
and has shoulder widths of less than
three feet).
• A safety assessment by the Region Consult the Region Traffic Engineer for
Traffic Engineer recommends an concurrence, when postponing or deferring
upgrade. a rail upgrade on a bridge retrofit category
project. The Region Traffic Engineer will
perform a safety assessment to analyze
existing safety hazards, crash history, site
geometry, identify high risk sites, and
determine when the implementation
includes the appropriate solution. See HDM
106.4, 111 and 119 for additional information
on safety assessments. Document their
concurrence in the DCSA.
April 2024 1-393

Options for anchoring a replacement bridge This is required to ensure shear loads from
rail to an existing deck include through impact transmit evenly to the deck.
bolting and resin bonded anchors. When
See BDM 1.9.2.2.2 for deck overhang capacity
through bolting, oversize the drilled holes to
information.
create a ¼ inch annular space, seal the
bottom of the bolt hole and grout the annular
space around the bolt with high strength
grout.
1.13.7 Bridge
Preservation Projects
Bridge preservation projects only require Where projects negatively impact bridge rail
bridge rail modifications when: height, BR285 is a reasonable, cost-effective
repair.
• The relative height of the existing
bridge rail is reduced below 29 inches Where the existing rail is aluminum, assess
(32 inches on interstates and other the site risks and consider retrofitting the
divided highways). rail.
• The project is part of a 3R or 4R project
on an NHS route and the existing
bridge rail is not NCHRP 350
compliant.
In these cases, correct the deficiency or
submit a Design Exception.
Correct transitions and blunt ends per BDM
1.13.8.
April 2024 1-394

Rail transitions are required on rail Research indicates transitions that passed
installations. They provide a controlled NCHRP 350 testing will continue to meet
variation in stiffness from the approach MASH criteria (NCHRP Project 22-14(03)).
guardrail to the more rigid bridge rail. The
current transitions are crash-tested and have
very close post spacing.
Select a transition, in conjunction with the In low speed locations (45 mph or less)
roadway designer, appropriate for the where approach rail is not used, slope the
speed. bridge rail end down (end must be outside of
the clear zone) or shield it using a crash
cushion. See HDM 405.4 for additional
guidance.
All projects must upgrade transitions when
unprotected ends or unconnected transitions
are present per Technical Bulletin RD20-
01(B). RD20-01(B) applies unless the work is
considered a single function project that does
not permanently modify the traveled way.
Problems have arisen when the first post off Possible remedies include:
the structure conflicts with the bridge end.
• Remove concrete to allow room for
Consider any post conflicts and detail a
the normal post to fit.
solution in the contract plans. Prepare a
• Add a concrete pad (with anchor
design exception when adjusting the post
bolts) to the existing concrete, and add
spacing.
a base plate to the first post.
• Mount a structural steel spacer block
to a vertical face of a rail end block, in
place of a post.
April 2024 1-395

1.13.9.1 Rails over Low Fill C1.13.9.1

Culverts
When applicable, use Standard Drawing BR266 uses the same system reported in the
RD470 and RD471 for guardrail over low-fill Transportation Research Record No. 1198.
culverts. When span lengths are over 25 feet,
use Standard Drawing BR266, Modified
Type 2A Rail, when the fill height above a
box culvert or rigid frame is less than the
standard embedment of timber guardrail
posts.
Using this standard drawing eliminates the During the test, the steel posts yielded about
need for transitions. 32 inches, which is similar to ODOT’s timber
post system. The crash test report claims this
system is acceptable for fill heights from zero
to three feet.
1.13.9.2 Rails over Railroads C1.13.9.2

Use cast-in-place concrete rail without Snow and ice zones are defined in BDM
openings on structures over railroads. Use 1.2.4.3.
rail with a minimum height of 42 inches for
Existing locations with insufficient height or
structures in snow and ice areas, and rails
non-solid barrier (e.g., 3-tube rail) may
with a minimum height of 30 inches
require in-filling gaps over facilities below.
elsewhere.
Possible solutions are use of splashboards or
providing tubes between primary rail tubes
equal to the thickness of the spacers used for
primary rail tubes. See BR245 for splash
board details or BR 09515.
Extend rail to the limits of the railroad right- Refer to UPRR-BNSF Guidelines for Railroad
of-way or a minimum of 25 feet beyond the Grade Separation Projects for additional
centerline of the outermost existing track, information on requirements at railroad
future track or access road, whichever is crossings.
greater.
April 2024 1-396

FHWA requires that temporary bridge rails The ODOT anchored barrier is adapted from
meet TL-3 performance criteria using barrier used in a Lincoln, Nebraska crash
successfully crash tested systems. Ordinarily test, documented in report TRP-03-134-03
temporary bridge rail is constructed from dated August 22, 2003. The current standard
pin and loop median barrier secured against detail does not reflect the validated test
sliding and overturning as shown in results from Nebraska’s 2019 crash test.
Standard Details DET3295 and DET3296.
Restraints are not required when the barrier
can be displaced 5.5 feet or more away from
the traffic side(s) without infringing on a
traffic lane, a work area, or beyond the edge
of the deck.
Coordinate with the Traffic Control Plans For more information regarding temporary
(TCP) designer to confirm the assumed barriers, see Section 2.6.1 and 3.4.25 of TCP
layout of temporary barrier on the bridge Design Manual.
agrees with the final layout shown in traffic
control plans, and to determine when the
detail plans must note the reflectorized
barrier. Modify DET3295 accordingly.
Use resin bonded anchor bolts with fully

threaded rods in accordance with ASTM
F1554 grade 36. Use anchor bolts for through
bolting in accordance with ASTM A307 or
ASTM F1554 grade 36. Use nuts in
accordance with ASTM A563 or ASTM A194.
Use flat washers in accordance with ASTM
F436 and plate washers shall be in
accordance with ASTM A36 or ASTM A709
grade 36.
Install four anchor bolts per barrier on the

traffic side, as shown in Standard Details
DET3295 and DET3296. Do not drill into or
otherwise damage the tops of supporting
beams or girders, bridge deck expansion
April 2024 1-397

joints or drains. Install anchor bolts and nuts
so that the maximum extension beyond the
face of the barrier units is ½ inch. Snug
tighten the nuts on the anchor bolts. For
through bolted installations, snug tighten
the double nuts on the underside of the deck
against each other to minimize the potential
for loosening.
Omit one anchor bolt within a single barrier

unit when a conflict exists between the
anchor bolt location and a bridge deck
expansion joint or drain. Install each adjacent
barrier units with the standard four anchor
bolts.
Other temporary rail options: At least one

crash tested proprietary steel safety shape
rail system exists, which could be a
contractor option for temporary rail use.
Example: see FHWA Acceptance Letter B-
165.
April 2024 1-398

Oregon law mandates the installation of protective screening. ORS 366.462 states:
1. The DOT shall construct fences on all freeway overpasses that are built on and after Nov.
4, 1993. The fences shall be designed to deter persons from throwing objects from the
overpasses onto the freeways.
2. The DOT shall construct fences on existing freeway overpasses that involve the greatest
risk factors.
Provide protective screening at the following

locations on projects that modify the rail or
when required by the facility owner:
• All structures crossing freeways Contact the Bridge Standards and Program
(interstates and similar controlled Manager for a list of applicable freeways.
access highways with at least four
lanes) that carry vehicles or
pedestrians.
• Pedestrian structures which cross
high-speed facilities (posted speed
equal to or greater than 55 mph) and
are located within half mile of a
school, playground, park, athletic
field, shopping center, or other
facility likely to generate pedestrian
traffic.
• Structures with sidewalks which
cross high-speed facilities (posted
speed equal to or greater than 55
mph) and are located within half mile
of a school, playground, park,
athletic field, shopping center, or
other facility likely to generate
pedestrian traffic.
• All other structures (with or without
sidewalks) crossing high-speed
facilities (posted speed equal to or
greater than 55 mph) with regular
pedestrian traffic.
• All other structures where the fall
April 2024 1-399

height is 50 feet or greater.
• On both sides of all overhead Portland and Western Railroad (PNWR) and
structures crossing railroad right-of- Central Oregon and Pacific Railroad (CORP)
way. do not require any fencing.
• In front of ITS elements attached to

bridge structures.
• When the opening between parallel Increasing the bridge rail height to a
bridges is 10 feet wide or less. minimum of 54 inches is also acceptable.
Required only on the interior railings
of each structure.
Protective screening need not be provided at
freeway ramp structures that typically do
not have any provisions for pedestrians.
When a project impacts the bridge rail,
install protective screening when any of the
situations above apply.
C1.13.11.2
Design protective screening to deter persons The design criteria in this section also applies
from throwing objects from the overpasses to exclusionary fencing.
onto freeways. Design protective screening
using the following criteria:
• Use design loads per AASHTO 13.8.2
and dead load per standard drawings.
• Able to carry pedestrian rail loading
when pedestrians are not separated.
• Openings three inch square or less. A two inch chain link mesh is generally
Minimize projected area to less than acceptable, with a one inch mesh being used
30 percent of total area. for special cases.
Use details that are difficult to climb (e.g. no
handrail).
• No more than one quarter inch Ensure the bottom of screening has sufficient
opening between the bottom of stiffness to prevent permanent large
screening and top of concrete surface. deflections.
April 2024 1-400

• Minimum eight feet high from top of
walk surface. Minimum 10 feet high at
railroad overcrossings from top of
walk surface. When ornamental
screening has a variable height,
maintain minimum height at all
locations crossing over travel lanes.
Minimum 54 inches high when the
opening between parallel bridges is 10
feet wide or less.
Protective screening limits and extents:

• Provide protective screening over all Coordinate with roadway to consider future
travel lanes plus a minimum of 10 feet widening when determining screening
beyond the travel lanes on each side. limits.
• Where on or off ramps also cross In areas where aesthetics is a consideration

under a structure, ensure screening and when screening does not extend to the
extends a minimum of 10 feet beyond end of the structure, provide a transition
the end of any ramp travel lanes. panel (sloped panel or partial height panel)
at the end of each run of screening as an
aesthetic termination.
• For divided highways, continue For unusually wide medians and divided
protective screening uninterrupted highways with a significant elevation
through the median. difference for each direction, protective
screening may be interrupted through the
median with the use of transition panels.
• Provide protective screening on both
sides of a structure, even when a
sidewalk is provided on only one side.
Where twin structures cross a high-
speed facility, provide protective
screening for the center opening
between structures.
April 2024 1-401

• Provide protective screening to the
greater of the following on structures
over railroads:
Railroad right-of-way or
o 25 feet minimum from
centerline of nearest existing
or future track or railroad
access road.
1.13.11.3 Design Deviations

Submit a design deviation when protective Due to public safety concerns, public or
screening is not provided for structures legislative oversight of design deviations for
specified in BDM 1.13.11.1. protective screening is likely.
Submit a design deviation when protective
screening details deviate from standard
drawings, as is the case for retrofit
installation.
Submit a design deviation request to exclude Screening may obscure sight distance on
screening at locations that present a sight horizontally curved structures; of signage;
distance hazard. and the intersection sight distance at ramps,
cross-streets, or driveway accesses off the
end of the structure. Non-signalized
intersections increase this potential hazard.
Specialized designs may be considered to
address sight distance issues, such as
adjusting screening limits.
Provide the following with a design
deviation request:
• Basis for the proposed design
deviation.
• A description of pedestrian activity
including width of sidewalks and
proximity to pedestrian sources such
as schools, playgrounds, parks,
shopping center or athletic fields.
• The history of incidents and signs of
graffiti at the bridge site or sites in the
vicinity.
• The distance to adjacent bridges also
April 2024 1-402

crossing the facility and whether they
have screening.
In addition, when the basis for the design
deviation is for sight distance provide the
following:
• Concurrence from the Region
Roadway Manager.
• A plan of the bridge showing sight
lines obstructed by the proposed
screening.
• The approximate cost of widening the
structure when widening would
avoid a sight distance hazard.
April 2024 1-403

When placing a barrier between the Protective screening affects bridge

sidewalk and roadway, use protective inspection using under bridge inspection
screening in place of a pedestrian rail along trucks (UBITs). Details should be discussed
the outer edge of the structure. with the Region Bridge Inspector (RBI) prior
to installation over bridges with limited
When no separated barrier exists, place
inspection access.
screening behind or attached to the
combination rail along the outer edge of the
structure.
When installing ITS elements on a structure,
use Type ‘A’ fencing.
Use Type ‘A’ fence BR240 on pedestrian

bridges.
VERTICALLY CURVED SCREENING
Consider curved screening when a sidewalk Certain sweepers will not fit through curved
is present. Curved screening does not fence enclosures. Region 1 sweepers
require end treatment. Curved screening can measure 10 foot 5 inches. Standard Drawing
be used in combination with Type A, B, C BR240, Type ‘A’ Fence has provisions to
and D fence. allow access. Contact the District Bridge
Supervisor to determine an acceptable type
of fence.
Curved screening is an additional deterrent
because it forces the thrower into the
roadway in order to clear the screening.
Curved screening may cause additional
sight obstruction. Curved screening may
require additional height to accommodate
bicycles and, in some cases, horses with
riders. Curved screening is not preferred in
the Portland area due to aesthetic concerns.
April 2024 1-404

HORIZONTALLY CURVED
STRUCTURES
It is difficult to construct curved screening on
On structures with tight horizontal curves,
a tight curve and obtain proper fit of the
consider using straight screening rather than
chain link fabric.
curved. When chorded screening is used on
a tight curve, ensure any gap between the
bottom of screening and the curved edge of
the bridge does not exceed three inches. Such
gaps may be closed using plates attached to
concrete surfaces near the bottom of the
screening.
AESTHETIC CONSIDERATIONS
There are proven low-cost methods available
Chain link is the most economical screening
for improving the aesthetics of chain link
available and used as the default screening
screening:
type. However, chain link has very low
aesthetic value.
• End treatment - Providing a special
termination section at each end of
each screening run is a low-cost and
effective aesthetic enhancement. This
can be as simple as tapering the ends
(for example, see DWG 65137) or a
reduced-height panel. Any end
treatment with a height less than the
minimum required must start at least
10 feet beyond any travel lanes or
ramps (25 feet from tracks or access
road for railroad crossings).
• Color – Use of vinyl-coated chain link
can improve the appearance of chain
link at a very modest increase in cost.
Possible colors are black, navy blue, or
dark green, depending on location.
Hot-dip galvanize screening before
vinyl-coating.
April 2024 1-405

Designers are encouraged to seek input from
others (designers, district, and local
community) when using aesthetic concepts
outside these methods.
ORNAMENTAL SCREENING:
ODOT has received requests to install
ornamental screening on structures. See
Standard Detail DET3243 and DET3244.
Address the following before a request can
be processed:
• Funding – Ornamental screening can
be included in bridge modernization
and retrofit projects when deemed an
important architectural item by the
project team and supported by the
environmental study. For retrofit to
an existing structure (not associated
with an ODOT project), include
possible funding sources with the
proposal.
• Permits – When an entity outside
ODOT proposes to install a feature in
ODOT right-of-way, it must obtain a
permit from the district office.
• Design – Do not create a distraction
for drivers with ornamental
protective screening. Review design
outside of ODOT’s normal standards
through a review process with the
district maintenance, Region Tech
Center and others to assure it is
appropriate and meets ODOT
clearances and standards.
April 2024 1-406

• Maintenance – Establish maintenance
responsibility in case of damage or
deterioration. Districts receive
funding to maintain ODOT
standards. When designed and
installed by forces outside of ODOT,
resources are required to maintain it,
which should include a bond, city or
county taking responsibility.
Powder coat ornamental screening. Paint can
be used, when requested, for a specific
reason and agreed to by maintenance. Also
see BDM 1.2.5.10, Structure Appearance and
Aesthetics, Ornamentation.
Attenuators are required in areas where

hazardous objects cannot be removed from
the possible paths of vehicles. Such locations
include gore points of diverging roadways
and columns in medians.
Avoid geometry where attenuators will be
required on structures.
April 2024 1-407

1.14 Bearings and Expansion Joints

1.14.1 Bearings
1.14.2 Expansion Joints
1.14.1.1 Design, General

Provide provisions for bearing replacement, including temporary jacking and support for all
manufactured bridge bearings. There is a potential of bearing failure during the service life of a
bridge, which requires that provisions for bearing replacement be provided in the design
drawings. Providing temporary jacking support (design, detailing and construction) on existing
structures is complex and increases the maintenance cost and life cycle cost of a bridge.
Including consideration of jacking and temporary support in the original design will reduce
future rehab cost and ease future bearing replacement. This work may require pilecap or
crossbeam widening, or widening under each girder. Show grout pad locations in the contract
drawings for temporary jacking support and a bearing replacement sequence and minimum
jacking loads. Check the adequacy of all affected structural elements during bearing
replacement and stability of the structure. See BDM 1.3.4 for temporary loading and BDM
1.2.6.1.6 for inspection and maintenance considerations.
1.14.1.2 Elastomeric Bearing Pads

Elastomeric bearings are used to accommodate movements on short to medium-span structures.
The three types of pads include:
• plain pads.
• laminated pads reinforced with fabric (fiberglass).
• laminated pads reinforced with steel.
Plain pads are made from elastomer molded or extruded into large sheets, vulcanized and then
cut to size.
Do not use cotton duck pads or random Oriented Fiber Pads bearing for slabs and box beams
construction. Use plain elastomeric (neoprene) pads instead.
Fabric reinforced pads are made from alternate layers of elastomer and fabric (usually
fiberglass) in large sheets, vulcanized and then cut to size. Fabric reinforced pads are restricted
to short to medium spans with little or no skew.
April 2024 1-408

Steel reinforced pads are made from alternate layers of elastomer and steel cut to size and then
vulcanized. A thin cover layer of elastomer encapsulates the steel to prevent corrosion. The
exposed edge voids in the pads caused by the steel laminate restraining devices are shop sealed
with an appropriate caulking material.
Use Method A to design elastomeric bearings. Where there is a need to use Method B, specify
in the Special Provisions and contract drawing that the Method B was used. Elastomeric
bearings designed using Method B require extra testing.
Use the following movements for pad thickness design:
𝐸𝐸𝐸𝐸 + 𝐿𝐿𝐿𝐿1 ∗ (𝐶𝐶𝐶𝐶 + 𝑆𝑆𝑆𝑆) + 𝐿𝐿𝐿𝐿2 ∗ (𝑇𝑇𝑇𝑇 𝑜𝑜𝑜𝑜 𝑇𝑇𝑇𝑇)

Where:
ES = elastic shortening movement
CR = creep movement 𝐶𝐶𝐶𝐶 = (𝐸𝐸𝐸𝐸) ∗ (𝐶𝐶𝐶𝐶)
SH = shrinkage movement
TF = temperature fall movement
TR = temperature rise movement
CF = creep factor
LF1 = from LRFD 3.4.1
LF2= TU, Load Factor from LRFD Table 3.4.1-1
Use proper signs and the Service Limit State Load Factor that produces the largest movement in
each load combination.
The final elastomer thickness is two times the design movement. Size the nominal pad
thickness in multiples of ½ inch, from ½ inch to 6 inches maximum. The actual finished
thickness will vary depending on the type of reinforcement. Fabric has a negligible thickness.
Steel plate thickness may vary with the manufacturer, but be a minimum of 14 gauge.
The creep factor above is taken as 1.5 for both prestressed and post-tension concrete structures.
Shrinkage movement is calculated using 0.0004 times the total length of the structure. For
prestressed concrete structures 40 percent of this movement takes place within the first thirty
days after manufacture. Therefore, the amount of creep and shrinkage movement for these
structures, after placement, can normally be taken as 60 percent of the total.
Values for shortening of post-tensioned, cast-in-place concrete bridges have been determined by
field measurements by the ODOT Bridge Section. See BDM 1.5.8.1. Compare the design values
with the field measured values and use the more conservative values.
April 2024 1-409

Figure 1.14.1.2-1 Standard Bearing Pad Detail
Pad thickness called for on detail plans is the total thickness of the elastomer required. When
bearing pad elevations are shown, list the assumed finished pad thickness. Use circular
elastomeric bearing pads for curved steel girders.
Examples are shown below in Figure 1.14.1.2-2.
April 2024 1-410

Figure 1.14.1.2-2 Elastomeric Bearing Pad Examples
For prestressed slab and box beam bearing pad sizes, use Figure A1.11.1.7-4 (end bents) or Figure
A1.11.3.2-3 (interior bents).
April 2024 1-411

1.14.1.3 Proprietary Pot, Disc, Slide, Radial, or Spherical Bearings

These bearings are normally used on long-span and post-tensioned concrete structures where
the design movement cannot be accommodated with elastomeric bearings.
When provided to allow longitudinal movement for concrete superstructures, design bearings
to accommodate the anticipated effects of shrinkage, creep and elastic shortening (where
applicable) as well as temperature.
Use the following movements for proprietary bearings:
Shortening: 𝐸𝐸𝐸𝐸 + 𝐿𝐿𝐿𝐿1 ∗ (𝐶𝐶𝐶𝐶 + 𝑆𝑆𝑆𝑆) + 𝐿𝐿𝐿𝐿2(𝑇𝑇𝑇𝑇)
𝐸𝐸𝐸𝐸 + 𝐿𝐿𝐿𝐿1 ∗ (𝐶𝐶𝐶𝐶 + 𝑆𝑆𝑆𝑆) + 𝐿𝐿𝐿𝐿3(𝐸𝐸𝐸𝐸)
Lengthening: 𝐿𝐿𝐿𝐿2 ∗ (𝑇𝑇𝑇𝑇)

𝐸𝐸𝐸𝐸 + 𝐿𝐿𝐿𝐿1 ∗ (𝐶𝐶𝐶𝐶 + 𝑆𝑆𝑆𝑆) + 𝐿𝐿𝐿𝐿3(𝐸𝐸𝐸𝐸)
Where:
ES = elastic shortening movement
CR = creep movement 𝐶𝐶𝐶𝐶 = (𝐸𝐸𝐸𝐸) ∗ (𝐶𝐶𝐶𝐶)
SH = shrinkage movement
TF = temperature fall movement
TR = temperature rise movement
CF = creep factor
EQ = Maximum design earthquake displacement (movable bearings)
LF1 = from LRFD 3.4.1
LF2= TU, Load Factor from LRFD Table 3.4.1-1
LF3= Load Factor from LRFD Table 3.4.1-1
Use proper signs and the Service Limit State Load Factor that produces the largest movement in
each load combination.
The creep factor above is taken as 1.5 for both prestressed and post-tension concrete structures.
Shrinkage movement is calculated using 0.0004 times the total length of the structure. For
prestressed concrete structures 40 percent of this movement takes place within the first thirty
days after manufacture. Therefore, the amount of creep and shrinkage movement for these
structures, after placement, can normally be taken as 60 percent of the total.
Values for shortening of post-tensioned, cast-in-place concrete bridges have been determined by
field measurements by the ODOT Bridge Section. See BDM 1.5.8.1. Compare the design values
with the field measured values and use the more conservative values.
April 2024 1-412

Detail the initial position of expansion bearings so that the bearing will behave satisfactorily
after the design movement has taken place.
Figure 1.14.1.3-1 Bearing Position to Allow Movement
Performance Specifications for Approved Proprietary Bridge Bearings are now covered by the
Standard Specifications. Approved bearings are listed in the Qualified Products List, which is
available on the ODOT website.
The designer must check the shop drawings, specified test results, and certifications for
compliance with these specifications.
When proprietary bearings are used, show the following details and information in the contract
plans:
SCHEMATIC DRAWING
A schematic drawing of the bearing showing the method of attachment of the upper and lower
units to the superstructure and substructures, respectively. See Figure 1.14.1.3-2 for an example.
DESIGN NOTES
List design notes for:
• Required clearance to edge of concrete support.
• Maximum allowable concrete bearing stress.
• Minimum rotational capacity of bearing (not less than 0.015 radian).
• Any restriction as to type of bearing (pot, disc or spherical).
• Reference to bearing schedule for load and movement capacity.
• Reference to Standard Specifications for painting.
• Reference to the Qualified Products List for approved bearings.
April 2024 1-413

Paint all exposed surfaces of the bearing devices except teflon, stainless steel, machine finished or
polished bearing surfaces, as set forth in SP 00594. Provide a primer coat only for portions to be
in contact with concrete and for steel to steel contact surfaces.
Figure 1.14.1.3-2 Schematic of Bearing Showing Attachment
1.14.1.4 Bearing Replacement

Consider the potential of expansion bearing replacement during the life of the structure in
sizing of crossbeams and bents. Provisions may need to be made for jacking locations.
When a bent is accessible (close to the ground, out of traffic, etc.) it may be assumed that a
falsework jacking bent can be constructed and no special provisions on the bent are required.
April 2024 1-414

See BDM 1.3.4 for information on temporary loading. See BDM 1.16.3.3 for information on
falsework.
When the bent is not easily accessible, provide provisions for jacking, such as a wider
crossbeam or strengthened diaphragm beam.
1.14.1.5 Reinforced Concrete Bearing Seats

CLEARANCE
The minimum horizontal clearance from the edge of a bearing plate, or 1 inch and thicker
elastomeric bearing pad, to the edge of a concrete bearing seat shall be 6 inches, or 3 inches plus
the thickness of grout under the bearing, whichever is greater. Where the bearing is skewed
with the bent, this dimension may be reduced at the corner of the pad. Locate anchor bolts a
minimum of 6 inches clear of the nearest face of concrete.
Figure 1.14.1.5-1 Concrete Bearing Seat Clearance
April 2024 1-415

ADDITIONAL REINFORCEMENT
Generally, detail a reinforced concrete buildup, as shown below, under the bearings of all
prefabricated beams, except precast slabs and box beams less than 70 feet in length.
Certain bearings may require no concrete buildup but have the bearing surface ground to
grade.
Figure 1.14.1.5-2 Typical Concrete Pad Details
April 2024 1-416

1.14.1.6 Unreinforced Bearing Seats (Prestressed Slabs and

Boxes)
GENERAL
For prestressed slabs and boxes, provide bearing details as shown in Figure 1.14.1.6-1.
Set precast concrete slabs over 40 feet in length on elastomeric bearing pads. Do not allow
cotton duck pads as a replacement for elastomeric bearing pads.
Figure 1.14.1.6-1 Bearing and Concrete Pad Details
CONSTRUCTION PROCEDURE
STEP 1. Pour 1½ inch concrete pad, allow concrete to cure for three days or until concrete
obtains design strength.
STEP 2. Place ½ inch concrete layer as shown in Figure 1.14.1.6-1.
1.14.1.7 Bearing Schedule

Include the following items in the Bearing schedule:
• Location of bearing (bent number).
• Number of bearings required (number per bent).
• Bearing fixity (fixed, guided or non-guided).
• Final dead load (load/bearing).
• Vertical design capacity (dead load + live load + impact, load/bearing).
• Horizontal design capacity of fixed and guided bearings (not less than 10 percent of the
vertical design capacity).
The specification requires each guided bearing to resist the entire horizontal load at any one
bent. Use no more than two guided bearings per bent or hinge. Where more than two guided
April 2024 1-417

bearings are required, provide devices independent of the bearings to resist horizontal loads.
Use non-guided bearings at these locations.
Design movements for:
• Mean temperature.
• Temperature rise.
• Temperature fall.
• Creep, shrinkage and elastic shortening.
• Change in bearing centerline per specified temperature increment.
Ensure the top bearing plate dimensions are adequate to compensate for the initial bearing
offset shown.
Provide additional bolted plates with the top and bottom plates of the bearing assembly to
facilitate removal of bearing for repair or replacement and to provide a level surface for the
bearing unit.
Figure 1.14.1.7-1 Bearing Schedule
April 2024 1-418

1.14.2 Expansion Joints

1.14.2.1 Definitions
Armored Joint - Steel armoring to protect the vertical edges of a joint opening. The armor may
be steel shapes.
Asphaltic Plug Joint (APJ) Systems - A closed expansion and contraction joint system composed
of aggregate and flexible binder material placed over a steel bridging plate.
Closed Expansion Joint - A joint in which a seal material is placed to prevent water or debris
from entering the joint. This includes poured joint seals, compression joint seals, asphaltic plug
joint systems, preformed strip seals, and modular bridge joint systems.
Control Joint - A joint created by sawing a groove in a surface and filling it with a poured
material, creating a weakened vertical plane that controls the location of cracking developed
due to restraint stresses.
Filled Joint - A filled joint using a preformed joint filler placed prior to the concrete pour. Hot
applied joint sealant is placed on top of the joint filler.
Hot Applied Joint Sealant - A hot-poured asphaltic material used for sealing cracks and joints
from water penetration to prolong pavement and joint life.
Modular Bridge Joint Systems (MBJS) - A closed expansion and contraction joint using a series
of continuous preformed strip seals inserted into steel shapes to seal the joint.
Poured Joint Seal - A closed expansion and contraction joint sealed with a rapid-cure poured
joint sealant (2 part silicone).
Precompressed Foam Silicone Joint (PFSJ) Seal - A closed expansion and contraction joint system
consisting of a preformed, pre-compressed, silicone-coated, self-expanding foam joint system
bonded to joint faces using epoxy adhesive.
Preformed Compression Joint Seal - A closed expansion and contraction joint sealed with a
continuous preformed elastomeric compression gland.
Preformed Joint Filler - A preformed expansion joint material having small extrusion and
substantial recovery after release from compression.
Preformed Strip Seal System - A closed expansion and contraction joint using a continuous
preformed elastomeric gland (strip seal) inserted into an extruded or formed steel retainer bar
with steel anchors.
April 2024 1-419

1.14.2.2 Design Considerations for Joint Seals and Systems

Consider integral abutment or semi-integral abutment wherever criteria in BDM 1.11.2.5 and
BDM 1.11.2.6 are met. Design expansion joints to provide for the effects of temperature,
shrinkage and creep.
Use skew angle a minimum of ±5 degrees different from snow plow angle for all joints except
asphaltic plug joints. Normally the angle of attack of snowplows is skewed 30 degrees to the
roadway alignment. Snowplow blades can fall into the joint where the skew angle of the joint
matches the snowplow’s angle, resulting in danger to the snowplow driver or traffic. Consider
the effect of skew angles on future widening of the structure.
STRIP SEAL SYSTEM
Use preformed single strip systems to seal deck joints with up to 4 inch range of movement (1½
inch minimum installation width). For joints of greater anticipated movement, use a modular
bridge joint system. It is not recommended to use a modular bridge joint system solely to
provide for possible seismic movements.
PREFORMED COMPRESSION SEAL
Preformed compression seals may be specified for joints with a design movement of up to 1½
inches. Specify a seal size to ensure that the seal remains in compression throughout the service
life.
POURED JOINT SEAL
Poured joint seal may be specified for a design movement up to 1½ inches.
ASPHALTIC PLUG JOINT SYSTEM
Asphaltic plug joint systems are suitable for joints between two pavements with asphalt
concrete pavement and may be specified where following conditions are satisfied:
• Maximum range of design movement up to 1 ½ inches (total).
• Maximum bridge skew less than 45 degrees.
• Maximum lateral movement at joint ¼ inch.
• Maximum vertical movement at joint (uplift) ¼ inch.
• Maximum superelevation of 6 percent.
Asphaltic plug joint systems do not perform well under following conditions:
• Where traffic is accelerating or decelerating, such as intersection with traffic lights or
stop signs.
• Bridge with a curved horizontal alignment.
• Longitudinal joint between two structures. Skid resistance of this joint diminishes with
time and it may become a hazard to motorcyclist and bicyclists.
PRECOMPRESSED FOAM SILICONE JOINT SEAL
Specify precompressed foam silicone joint seals for joint rehabilitation only. PFSJ seals may be
specified for joints with a design movement up to 2 ½ inches. Limit a joint installation width
smaller than 3 inches to ensure joint performance. Field verify the joint width. This joint system
April 2024 1-420

can be field-spliced, which makes it suitable for staged construction and partial joint repair.
Specify factory-fabricated bends for inside corners at the gutter line. Field verify a bend angle
required for the existing inside corner and show the bend angle on project plans. When joints
cross sidewalk on a bridge, specify a PFSJ seal system that is suitable for pedestrian traffic and
provide joint details according to RD722. Splicing between bridge and pedestrian PFSJ seals are
possible.
FILLED JOINT
Use filled joints for short span bridges with pin end bent connection. These joints are the least
expensive joint and easy to repair.
CONTROL JOINT
Use a control joint to control the location of cracking at the end of bridge approach slab and in
pavement over joints. For rehabilitation projects, control joints can be used in continuous
concrete bridge deck over intermediate bents when it is necessary to control cracking in a
particular location. Use ½ inch sawcut width to accommodate hot applied joint sealant
installation. The control joint may be specified for contraction movement up to ¼ inch.
Check the Qualified Products List for the currently acceptable materials and joint systems.
CONSTRUCTION JOINTS
Minimize the number of deck construction joints to avoid potential leaks through the deck.
However, it is often necessary to provide deck construction joints to avoid shrinkage or
deflection cracking. See BDM 1.6.2.15 for more information on joints on steel structures, and
BDM 1.11.2.5 and 1.11.2.6 for options to eliminate joints.
Normally for non-continuous spans, deck concrete placements are full length or stopped at a
transverse beam. The construction joint surface is normally vertical and roughened, according
to SP 00540.43(a), between placements.
Normally, shear keys at construction joints are unnecessary. Show construction joints with a
roughened surface finish unless shear keys are required and shown on the plans. For
continuous spans or for emergency situations, provide a shear key with a roughened surface
between placements. Show typical key details on the plans as detailed in Figure 1.14.2.2.1-1.
April 2024 1-421

Figure 1.14.2.2.1-1 Shear Key Detail
1.14.2.3 Expansion Joint Setting

Use a minimum change of joint width due to shrinkage of ¼ inch per 100 feet for the full length
of non post-tensioned concrete segments (both pretensioned and conventional).
Use a minimum change of joint width due to creep and shrinkage of ½ inch per 100 feet for the
contributing length of post-tensioned segments.
Use the following equations for calculating thermal effects:
Steel Girder Superstructure: 𝑅𝑅 = 𝐿𝐿𝐿𝐿 ∗ (𝑇𝑇𝑇𝑇 + 𝑇𝑇𝑇𝑇)
Concrete Superstructure: 𝑅𝑅 = 𝐿𝐿𝐿𝐿 ∗ (𝑇𝑇𝑇𝑇 + 𝑇𝑇𝑇𝑇) + 𝐿𝐿𝐿𝐿 ∗ (𝐶𝐶𝐶𝐶 + 𝑆𝑆𝑆𝑆)
Figure 1.14.2.3-1 Calculation of Thermal Effects
Where:
𝑆𝑆𝑚𝑚𝑚𝑚𝑚𝑚 = Minimum serviceable seal width
𝑆𝑆𝑚𝑚𝑚𝑚𝑚𝑚 = Maximum serviceable seal width
R = Required seal range
RP = Provided seal range (𝑆𝑆𝑚𝑚𝑚𝑚𝑚𝑚 − 𝑆𝑆𝑚𝑚𝑚𝑚𝑚𝑚)
CR = Creep movement 𝐶𝐶𝐶𝐶 = (𝐸𝐸𝐸𝐸) ∗ (𝐶𝐶𝐶𝐶)
SH = Shrinkage movement
April 2024 1-422

TF = Temperature fall movement
TR = Temperature rise movement
ES = Elastic shortening
CF = Creep factor
LF = Load Factor from LRFD Table 3.4.1-1 and LRFD 3.4.1
Use the Strength Limit State Load Factor that produces the largest movement in each load
combinations.
Table 1.14.2.3-1 Creep and Shrinkage Factors
Thermal Effect Conventional Prestressed P/T Concrete

Concrete Concrete
Creep: Creep Factor -- 1.5 1.5
Portion of Creep to use -- 50 percent 70 percent
Shrinkage: ultimate 0.0004 0.0004 0.0004
Portion of Shrinkage to 60 percent 60 percent 60 percent
use
For the compression seals shown on Drawing BR140 𝑆𝑆𝑚𝑚𝑚𝑚𝑚𝑚 and 𝑆𝑆𝑚𝑚𝑚𝑚𝑚𝑚 are the width of the seal
under a compressive force of 50 and 10 pounds per inch, respectively. In skewed joints, 𝑆𝑆𝑚𝑚𝑚𝑚𝑚𝑚
and 𝑆𝑆𝑚𝑚𝑚𝑚𝑚𝑚 may be limited by the allowable shear deformation of the seal. For the seals shown
on BR140, always limit shear deformation of the seal to 10 degrees.
JOINT SETTING AT MEAN TEMPERATURE
In most cases, the range of serviceable seal width provided by a standard joint seal (RP) will be
somewhat larger than the range required by design (R). Equally distribute this excess [𝐸𝐸 =
𝑅𝑅𝑅𝑅 − 𝑅𝑅] for expansion and contraction.
The following schematics show joint settings for the two design cases above.
Figure 1.14.2.3-2 Joint Setting Schematic
April 2024 1-423

Use the form in Figure 1.14.2.3-3 to call out joint settings on the plans.
Figure 1.14.2.3-3 Joint Setting Call-outs
Decrease Joint setting ___ inches for every 100F of structure temperature above ___0F.
Increase joint setting ___ inches for every 100F of structure temperature below ___0F.
Expansion joints are normally set after pretensioning is complete, so elastic shortening is not
included in the joint setting width.
1.14.2.4 Details for Expansion Joints

See Standard Drawings BR139, BR140, BR141, BR145, BR157, DET3138 and DET3150 for joint
details.
For joints that span a pedestrian walkway, provide joint details according to standard drawings
and details. Cover joint openings 3 inches or wider with a cover plate. Ensure that surfaces on
the cover plate comply with ADA slip resistance and surface requirements.
Drawings BR141, BR145 and DET3150 show the depth of metal to be 8 inches, with a plate being
welded to the 2 inch deep rail section.
For modular joints, the bottom of the rail section must be the same depth as the bearing boxes, as
noted as Point F on DET3150.
Refer to BDM 1.9.2.1.2 for reinforcing details.
EXPANSION JOINT BLOCKOUT
Show a blockout detail on the plans to allow the expansion joint assembly to be placed a period
of time after the final deck pour. Providing a blockout makes the adjacent deck pour easier,
provides smoother deck transition to joint, and allows the majority of the superstructure
shrinkage to occur prior to joint assembly placement.
April 2024 1-424

Figure 1.14.2.4-1 Expansion Joint Blockout
ELECTRICAL CONDUIT EXPANSION JOINT

At those locations on the structure where an electrical conduit crosses an expansion joint, show
a detail similar to Figure 1.14.2.4-2 on the plans.
Figure 1.14.2.4-2 Electrical Conduit Expansion Joint
April 2024 1-425

1.14.2.5 Measurement and Payment of Joints

List joint types and estimated quantities of joints in SP 00585.
Normally, filled joints do not need bid items, because the payment for filled joints is included in
payment for constructing bridge elements next to the filled joints. Hot applied joint sealant in
filled joints is also included.
Control joints shown on BR165, which includes sawcutting and hot applied joint sealant, are
paid with paving work. For rehabilitation projects, new control joints are sometime specified.
When the control joint is not included in payment for paving work, SP 00585 has an option to
list the new control joints as a bid item.
Hot applied joint sealant is usually paid with paving work. When replacement of hot applied
joint sealant is specified for rehabilitation projects and is not paid with paving work. Use SP
00585 to add the hot applied joint sealant work to the list of bid items.
April 2024 1-426

1.15 Repair and Strengthening

The terms strengthening and repair are sometimes used interchangeably to describe an action,
but they are not the same. Strengthening is the addition of load capacity beyond the level
provided for in the original design. Repair is the restoration of the load capacity to the level of
the original design.
Whether repair or strengthening is called for, perform at least one site visit to the structure and
identify/verify defects that may exist, to tailor solutions to problems found.
1.15.1 Strengthening of C1.15.1

Bridges
Bridge strengthening is performed to See ODOT LRFR for additional information
increase capacity, such as, when a load rating on load rating. For every bridge, we strive to
factor for a bridge falls below 1.0. Design have all traditional legal vehicles (Type 3,
bridge strengthening to resist the live load Type 3S2 and Type 3-3), as well as
given in BDM 1.3.3.4. specialized hauling vehicles (SHVs) and
Emergency Vehicles (EVs), with critical
rating factors greater than 1.0. When any of
them are less than 1.0, load posting signs are
required to be installed to address the
capacity issue until the bridge is shored,
strengthened or replaced.
When material testing is performed, take When load rating factors are below 1.0 or
concrete compressive cores from each when the Bridge Inspection Report indicates
concrete grade as indicated on the as- quality issues, consider conducting material
constructed plans, with at least three samples testing according to The Manual for Bridge
from each grade. Evaluation Sections 5.3 and 5.4. Additional
sampling locations or tests may be required
for large bridges or to address localized
problems.
Material sampling of steel structures is rarely
performed because of the well documented
material properties, consistent material
strengths and difficult to repair sampling
locations. In some cases Brinell Hardness
Testing may be used to increase confidence in
correlating tensile properties to a known
grade of steel in lieu of taking tensile test
samples.
April 2024 1-427

Material sampling of timber structures is
discussed in the BMDM.
Repair all concrete sampling locations with
hand patching materials from SP 02015.20 or
SP 02015.30 of the QPL designated for vertical
and overhead application.
When a load rating factor is less than 1.0 for Legal loads are defined in ODOT LRFR
legal loads, a design deviation is required to 1.5.1.2.
support a Bridge Modernization or Retrofit
Factors to be considered in the design
category project with reduced design criteria
deviation approval process may include:
that will not address all the rating factors less
than 1.0. Consider a do nothing, or a • Estimated cost of repair or
reduced design criteria, approach only in strengthening.
rare cases where there are extenuating • Existing permit truck volume and
circumstances. potential for future increases.
• Existing girder cracking.
• Number of lanes and shoulder
widths.
• Alternate routes available.
• Existing bridge detailing.
When strengthening is performed, address It is not required to post bridges with
all longitudinal tension reinforcement longitudinal tension reinforcement
deficiencies by adding reinforcement or by deficiencies if they are in good condition
refined analysis. without extensive cracking in the area of the
deficiency. See ODOT LRFR for discussion
on longitudinal tension.
1.15.1.1 Strengthening C1.15.1.1

Methods and Details
Use of strengthening methods, not listed in BDM 1.15.1.1.1 thru BDM 1.15.1.1.5 are
the following sections, require approved preferred methods for strengthening girders
design deviation (used to document use of in flexure and shear. Alternative methods
innovative materials). are encouraged.
1.15.1.1.1 Section Enlargement C1.15.1.1.1

For bridge elements that require section
enlargement with concrete cover less than 4
inch thick and are situated in a marine area
per BDM 1.2.4.1, use nylon drywall anchors
April 2024 1-428

or stainless steel screw anchors to attain Adding depth and width to beams can
composite section. increase flexural and shear capacity.
Design interface shear reinforcement details Steel dowels can be used for achieving the
to ensure composite section behavior composite section by drilling holes into the
between new and old concrete. existing concrete substrate, installing
reinforcing bars or bolts, and anchoring the
steel dowels with epoxy resin.
Consider high strength rebar for flexural and
shear reinforcement in new concrete section,
when space is limited. The high strength
rebar reduces size and quantity of new rebar.
on high strength rebar.
1.15.1.1.2 Post-Tensioning C1.15.1.1.2

Ensure that force due to post-tensioning is Post-tensioning is an active means to restore
not excessive to avoid unintended cracking. or increase flexure, shear, and anchorage
capacity of bridge structural elements.
Account for any long-term relaxation unless When longitudinal post-tensioning is used
provision for future tightening is included. as part of a strengthening system,
understand that long-term relaxation of the
post-tensioning system may reduce the
effectiveness of the strengthening. When
strengthened structural elements are located
in a marine area per BDM 1.2.4.1, consider
using corrosion-resistant high-strength bars,
strands, and anchorage assemblies. Use of
corrosion-resistant ducts filled with grout to
encase P/T strands is also an option. See
BDM 1.5.8 for additional information.
1.15.1.1.3 Internal Shear Anchors C1.15.1.1.3

Limit internal shear anchor (ISA) size to ¾ Specialty contractors are generally available
inch. Do not use larger sizes unless the for drilling 1-inch diameter holes up to 60-
availability of multiple contractors has been inches in depth. Internal shear anchors for
verified. shear strengthening can be installed either
from above or below the girder. Installation
from above may be easier and considered
where practical.
April 2024 1-429

Install internal shear anchors at a maximum This angle provides 96 percent of the
30 degree angle perpendicular to concrete capacity compared to 45 degree anchors and
surface. is much easier to install.
Calculate the required embedment depth to Internal shear anchors require development
develop anchor rod ultimate strength length at each end of the rod. The effective
according to ACI 318 17.4.5 with length of an internal anchor is the length
modification according to BDM 1.5.11.2.2. remaining after subtracting the development
Provide adequate bar length greater than the length at each end of the bar.
calculated embedment length at both ends.
Calculate the shear capacity from internal

shear anchors in normal weight concrete as
follows:
𝐴𝐴𝑠𝑠 𝑓𝑓𝑦𝑦 𝑑𝑑𝑣𝑣_𝐼𝐼𝐼𝐼𝐼𝐼 (𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 + 𝑐𝑐𝑐𝑐𝑐𝑐 ∝)𝑠𝑠𝑠𝑠𝑠𝑠 ∝
𝑉𝑉𝑠𝑠_𝐼𝐼𝐼𝐼𝐼𝐼 =
𝑠𝑠𝐼𝐼𝐼𝐼𝐼𝐼
where:
Effective shear depth, 𝑑𝑑𝑣𝑣_𝐼𝐼𝐼𝐼𝐼𝐼 = 𝐿𝐿𝑒𝑒𝑒𝑒𝑒𝑒 𝑠𝑠𝑠𝑠𝑠𝑠α
Effective length, 𝐿𝐿𝑒𝑒𝑒𝑒𝑒𝑒 = 𝐿𝐿𝑎𝑎𝑎𝑎𝑎𝑎ℎ𝑜𝑜𝑜𝑜 − 2𝐿𝐿𝑑𝑑_𝐼𝐼𝐼𝐼𝐼𝐼
𝐴𝐴𝑠𝑠 𝑓𝑓𝑦𝑦
Development length, 𝐿𝐿𝑑𝑑_𝐼𝐼𝐼𝐼𝐼𝐼 =
τ𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢 π𝑑𝑑𝑎𝑎
As = area of internal shear anchor (in.2)

fy = minimum specified yield strength of ISA
(ksi)
da = diameter of ISA (in2)
τuncr = characteristic bond stress (ksi) (see
Table 1.5.11.2.2-3)
Lanchor = total length of ISA (in.)
α = angle of inclination of ISA to longitudinal
axis (degrees)
θ = angle of inclination of diagonal
compressive stresses (degrees)
sISA = spacing of ISA (inch), minimum spacing
equal to or greater than 6 x bar diameter or 6
inches.
Parameters in the above equations are
shown in Figure 1.15.1.1.3-1.
April 2024 1-430

Figure 1.15.1.1.3-1 Internal Shear Anchors
1.15.1.1.4 Bonded Strengthening C1.15.1.1.4

Systems
SURFACE MOUNTED SYSTEM C SURFACE MOUNTED SYSTEM

Do not use a precured laminate for a
strengthening system.
Design CFRP wet-layup strengthening
according to ACI 440.2R-08 or AASHTO
Guide Specifications for Design of Bonded FRP
Systems for Repair and Strengthening of Concrete
Bridge Elements.
Do not use CFRP wet-layup unless the Strengthening with CFRP wet-layup can be
critical load rating factor is greater than 0.80. considered a long-term (more than 20 years)
strengthening solution.
Use intermittent strips with 4 inch minimum This is to allow for inspection of the bare
gap on girder webs for shear strengthening. concrete between the strips.
Do not specify more than three plies of CFRP This is to avoid crack-induced debonding
wet-layup. failure mode.
Provide positive anchorage at the ends of Proper surface preparation is critical to

CFRP wet-layup. Anchorage using CFRP ensure a successful CFRP application.
wet-layup transverse to the loaded direction
is not acceptable.
April 2024 1-431

NEAR SURFACE MOUNTED SYSTEM C NEAR SURFACE MOUNTED SYSTEM
Near surface mounted (NSM) system can be NSM system includes cutting shallow
used for flexure, shear, and anchorage grooves into existing concrete substrate and
strengthening of bridge structural elements. embedding reinforcement surrounded by
epoxy resin inside the groove. NSM is less
prone to delamination, environmental
degradation and allows for effective
inspection of concrete surfaces compared to
the CFRP wet-layup system. Consider the
following reinforcement materials for near
surface mounted application:
• CFRP bar.
• High strength bar.
• Stainless steel bar.
• Titanium alloy bar.
Consider using NSM system for the
following bridge elements:
• Cap beams.
• Girders.
• Deck overhang.
• Bridge deck.
• Footing.
Electrical isolation details are required when CFRP is a conductive material, that can
using CFRP. develop galvanic corrosion, when installed
in concrete elements reinforced with steel
rebar.
Design NSM-CFRP system according to ACI Bond strength between CFRP bars, epoxy
440.2R-17 or AASHTO Guide Specifications for resin, and concrete is required to develop the
Design of Bonded FRP Systems for Repair and tensile capacity. CFRP has linear properties
Strengthening of Concrete Bridge Elements, First up to rupture. On the other hand, metal
Edition. reinforcement has a yield point with large
strain before fracture and can be bent for
mechanical anchorage into concrete
substrate. Mechanical anchorage at
terminations is added for metal
reinforcement by using standard 90 degree
hooks at both ends to provide anchorage.
NSM system using stainless steel and
titanium alloy bars was investigated through
tests for strength and long-term performance
April 2024 1-432

at OSU. See ODOT SPR 750 and SPR 775
research reports for test information. The
research studies found that the materials are
suitable for strengthening bridge structural
elements. However, NSM system with
titanium alloy bars (NSM-TiABs) is more
efficient than the system with stainless steel
rebar due to higher strength.
See AASHTO Guide for Design and ASTM B1009 describes material standards
Construction of Near-Surface Mounted Titanium for NSM system with titanium alloy bars.
Alloy Bars for Strengthening Concrete Structures
Consider smaller diameter bars for
for design guidance and design examples
strengthening thin structural elements, since
with the following modifications:
required tail length for end hooks is shorter.
For instance, use #3 bars for deck overhang
strengthening, where a tail length 5-inches.
• Reduce nominal cross-sectional area
using a factor of 0.96 due to surface
deformations to enhance bond.
• Use a specified yield strength of 130
ksi for design.
• Specify a maximum system length of The stock length for titanium bars is
19 feet (excluding the hooks) for #5 20 feet total including the lengths of
bars or smaller and a maximum hook tails. Lengths up to 35 feet are
system length of 18 feet for #6 bars. possible, but not recommended. The
additional length results in a much
higher unit cost.
• Limit the use of #6 titanium alloy bars This requirement is due to the required 12
for members lightly reinforced inch hook tails embedded in the beam that
concrete beams. can conflict with existing steel reinforcing.
Use NSM-TiABs for localized strengthening Even though titanium alloy bars (TiAB) have
such as poor anchorage, specific deficient the strength advantage over CFRP, stainless
areas, etc. steel, and other high strength bars, the unit
cost of titanium alloy bars is much higher
than the others.
Concrete substrate for NSM system needs to When concrete cover repair is required,
be in good condition without significant additional steps for strengthening would
cracking, spalling and delamination. For negate advantage of NSM construction.
structural elements with extensive concrete
damage, section enlargement with high
strength rebar would be more appropriate.
April 2024 1-433

1.15.1.1.5 Other Strengthening C1.15.1.1.5
Systems
External stirrups (vertical rods) are not External stirrups can be used for temporary
considered adequate for permanent shear strengthening of concrete girders.
strengthening.
Do not use bonded or bolted steel plates
attached to the sides of concrete girders for
shear strengthening.
1.15.1.1.6 Strengthening Plan Details C1.15.1.1.6

The EOR of a bridge design project is
responsible for strengthening design, except
for CFRP wet-layup and CFRP-NSM
systems. For CFRP strengthening systems,
provide the following information on plan
sheets for contractor’s CFRP strengthening
designers:
• Existing reinforcing details including
material properties, concrete section,
and relevant reinforcing details for
capacity calculation.
• Locations and limits of deficiencies in
structural element.
• Required total capacity from existing
section and strengthening system.
• Conceptual strengthening details
• Required minimum material
properties of CFRP.
• Required locations of CFRP
reinforcement termination for full
development.
• A reduction factor of 0.85 (ψf)
required in the strength contribution
of CFRP reinforcement.
April 2024 1-434

Include the following data of CFRP and
composite materials used for the design of
the CFRP strengthening system in General
Notes sheet:
• Section properties.
• Ultimate and design tensile strength.
• Tensile modulus of elasticity.
• Ultimate strain.
When the CFRP strengthening system used The material data are necessary for future
in construction is different from design evaluation and load rating of the bridge.
plans, document CFRP and composite
material properties listed above in as-
constructed drawings.
1.15.2 Repair of Bridges C1.15.2

All the strengthening methods in BDM Bridge repair projects are typically limited to
1.5.1.1 can be used for repair as well. isolated portions of the bridge and address
specific needs such as substructure issues
and collision damage.
1.15.2.1 Concrete Repair C1.15.2.1

Identify known locations or bridge elements Whether a structure is a few years old or a
on the plan sheets that require concrete historic structure that is several decades old,
repair due to corroded reinforcing, concrete the intent of a bridge rehabilitation or bridge
spalling, alligator cracking, surface rock preservation is not to rebuild bridge
pockets or construction joint rock pockets. members but to maintain the original as built
geometry and capacity. In some situations,
maintaining the original aesthetic should be
considered. There are situations where
superstructure members will require
strengthening based on deficient load rating
which is covered under BDM 1.15.1.
Repair locations should be identified on a
large scale, specifying broad areas rather
than each specific location. Refer to SP 00542
which specifies further investigation during
construction. Refer to BR 500 for details.
Alligator cracking will eventually spall and
allow moisture to migrate to the reinforcing.
April 2024 1-435

1.15.2.1.1 Existing Concrete Removal
Refer to SP 00542 for existing concrete removal. The portion of BDM 1.15.2.1.1 in single column
format is commentary.
C1.15.2.1.1
The contractor will locate damaged concrete areas having visible spalling or delamination due to
corrosion of reinforcement or by sounding with a 16-ounce masonry hammer for visibly loose,
dislodged, or loosened concrete. The contract will verify locations of steel reinforcing with a rebar
locator to determine location of steel reinforcing.
One of the steps for damaged concrete repair is sounding the concrete surface for delaminated
concrete due to rebar corrosion. Concrete structures with large aggregate size can give a similar
sounding to delaminated concrete. Avoid excessive removal to deep depths if there is no
reinforcing in the removal work area. Some structures, primarily historic structures have had
aggregate sizes as large as 6 inches. Locations can be verified with a rebar locator to determine if
steel reinforcing is present.
The contractor will mark the extent of boundary repair area for saw-cutting perimeter to ½ inch
depth. Saw-cutting perimeter provides a right-angle square edge to apply mortar. The contractor
will saw cut boundary area in square or rectangular shape where applicable, avoid stepped type
boundary shape.
Saw-cutting along the perimeter of repair area prevents the repair edge from having feathered
surfaces that will have the potential to crack. Stepped shapes require more work for pumping
grout and have the potential for more air voids in patch area.
The contractor will remove the damaged concrete within the marked boundaries with nominal
15-pound class pneumatic hammer, high pressure water jet blasting, chipping guns, manual
picks, and chisels. Limit the deepest depth of removal to ½ inch past steel reinforcement that has
apparent corrosion pitting or scaling.
The contractor should not remove concrete below rebar when there is no apparent corrosion to
avoid debonding reinforcement resulting from hitting rebar with chipping hammer during
concrete removal. The contractor should avoid chasing debonded rebar past designated repair
boundary.
Contractor should limit removal depth of deep rock pockets to 2-inches. While the actual depth
of the rock pockets may extend further into the member, do not repair beyond the initial 2-inches.
Some construction joints may have the rock pocket located around the entire section. The entire
section should not be removed.
Refer to BR 500 for details.
April 2024 1-436

For rock pockets at construction joint, crack The encased repair eliminates moisture
injection should be used for joints narrower infiltration to the column steel reinforcing.
than ¼ inch or shallower than 1½ inches. If Excessive removal at construction joint
crack injection cannot be used, remove and locations due to soft material can be reduced
repair the area with 2-inch deep and 2-inch by using a smaller weight chipping hammer
wide on each side of joint centerline and or even a rock hammer. Excessive heat can
around perimeter of column. occur during curing of crack injection
material for joints wider than ¼ inch.
1.15.2.1.2 Surface Preparation

Refer to SP 00542 for concrete surface preparation. The remainder of BDM 1.15.2.1.2 is
commentary.
C1.15.2.1.2
After removal of damaged concrete, the contractor will prepare the surface for repair patches and
additional cover by abrasive-blast or waterblast. The contractor will prepare concrete surfaces
according to SP 00542.
The contractor will provide removable watertight formwork for pumped repair mortar (pressure
grouted) application per SP 00542.
Substrate concrete should be saturated for 24 hours by either filling forms full of water or packing
a saturated foam or burlap material into the form. Forms should remain in place for three days
after placement of repair mortar.
The 24-hour saturation (presoaking) ensures that the existing concrete surface will have a
saturated surface dry condition during placement of repair mortar. Some structures, generally
historic structures, tend to have a higher porosity concrete. Dry substrate concrete will draw
moisture out of the repair mortar and increase the chances for cracking. Saturation duration is
not temperature dependent.
Leaving forms in place for three days helps prevent cracking, regardless of strength levels being
reached prior to that duration.
1.15.2.1.3 Anode Application C1.15.2.1.3

For zinc anode installation refer to SP 00542.
See BR 520 for details. Anodes are
Embedded galvanic zinc anodes are used in constructed with a sacrificial zinc core
reinforced concrete rehabilitation to prevent encased within a cementitious mortar shell.
the corrosion of steel reinforcement from Incompressible material within the
recurring at a current site or at a new site encasement shell allows for expansion of the
outside the removal boundary area (also zinc core. Anodes are fastened to the
referred to as the halo effect). Use anodes exposed rebar with tie wires, which causes a
in the patch area to provide protection to the galvanic reaction to occur and preserve the
bars extending outside repair boundary in reinforcement. Anodes are available in
the existing contaminated concrete. different sizes e.g.:
April 2024 1-437

• 2.5 inch diameter x 1.1 inch height
• 1¼ inch width x 1 5/16 inch height x
4 inch length
• 1¼ inch width x 2 ¼ inch height x 4 ¼
inch length.
Greater resistivity repair materials may be

Do not specify galvanic anodes in repair
used by multiplying the spacing value with
materials with electrical resistivity greater
a spacing correction factor provided by
than 15,000 ohm-cm.
anode manufacturer.
Many repair materials with polymer, fly ash,
and silica fume-based cannot be used in
conjunction with sacrificial anodes. Portland
cement concrete is a suitable material for
anodes due to its high alkalinity with PH
above 10.
DESIGN FOR ANODE: C DESIGN FOR ANODE:
Do not place anodes at every repair location. Possible locations for anode placement are as
Place anodes at locations with potential for follows:
reoccurring corrosion. Bars with no signs of
• Reinforcing that has signs of pitting
corrosion do not require anodes. Position
or scaled corrosion and has resulted
anodes around outer perimeter of repair
in a loss of rebar section
areas and at a grid pattern.
• RCDG joint/beam expansion joint
location were the expansion joints
fails and moisture will reactivate the
corrosion process
• Concrete submitted to high chlorides
due to environmental conditions
Bridge location will influence the areas that
have reoccurring corrosion, whether it is in a
marine environment or exposure to deicing
materials, etc. Locations with exposure to
chlorides tend to corrode faster.
April 2024 1-438

Determine required anode spacing by The following design examples can be used
calculating the steel density ratio (SDR). SDR for anode puck design.
is defined as the total steel reinforcing
Anode puck placement calculations can be
surface area (ft2) within square foot of
used for estimating purposes. Design is done
concrete repair (regardless of depth).
by the manufacturer and is based largely on
Use the steel density tables shown in Tables finding of field investigation. Approved zinc
1.15.2.1.3-1 thru 1.15.2.1.3-3 to determine anodes are on a preapproved list in SP 00542.
number of anode and spacing. The tables are
based on product data from anode
manufacturers listed in SP 00542.
When no calculations are performed, anode
coverage for reinforcing without actual steel
density ratio calculation can be placed in a
24-inch grid, on center. Maintain 14 inches
minimum spacing and 24 inches maximum
spacing (see Figure 1.15.2.1.3-1).
Figure 1.15.2.1.3-1 Anode Puck General

Placement
April 2024 1-439

Example 1: Beam repair of stirrup
Assumptions:
• 18” x 33” Beam has #4 stirrup bars @
9 inch on center.
• Stirrup legs on one side of beam has
corrosion.
• Repair area is 20” x 48” (see Figure
1.15.2.1.3-2).
• Corroded bars are showing signs of
pitting or scaling.
Solution:
NOTE: This example assumes continuity
between all the stirrups from either a
horizontal bar at top or bottom of beam. If
no continuity exists between each stirrup, it
will require either providing continuity by
wiring bars together or wiring one anode
between adjacent stirrups.
Calculate steel Density Ratio per foot of area
= πDbar diameter/bar spacing = π x 0.5 inch / 9 inch
o.c. = 0.17 required SDR.
Choose a table that best describes the
corrosion condition of reinforcing from Table
1.15.2.1.3-1, 1.15.2.1.3-2, or 1.15.2.1.3-3.
Determine anode spacing using Table
1.15.2.1.3-2, corroded bar, moderate
corrosion.
SDR < 0.30 so maximum spacing = 28
inches.
Determine number of anodes based on
maximum anode spacing: Horizontal
spacing = (48 inch - 5 ¼ inch-6 ¾ inch length
/ 28 inch spacing) = 1.28 spaces (2 anodes) x
Vertical spacing = (20 inch width / 28 inch) =
0.71 (1 anode). Requires 2 x 1 = 2 anodes.
April 2024 1-440

Figure 1.15.2.1.3-2 Anode Puck Placement for Beam Repair with Stirrups (one -directional
reinforcing) Elevation View
Example 2: Deck steel repair

Assumptions:
• Deck has #5 bars @ 8 inch and #5 @
10 inch.
• Repair area is 2’-0” x 4’-0” (see Figure
1.15.2.1.3-3).
• High corrosion environment.
Solution:
Calculate steel Density Ratio / foot of area =
Σ( πDbar diameter/bar spacing) = π x 0.625 inch /
8 inch o.c. + π x 0. 625 inch / 10 inch o.c. =
0.44 required SDR.
Determine anode spacing using Table
1.15.2.1.3-3, corroded bar, high corrosion.
SDR 0.31 – 0.60 so maximum spacing = 13 “.
Determine number of anodes based on
maximum anode spacing: Horizontal
spaces = (48 inch-3 ¼ inch – 4 ¾ inch length
/ 13 inch spacing) = 3.07 (4 anodes) x
Vertical spaces = (24 inch width / 13 inch) =
1.85 (3 anodes). Requires 4 x 3 = 12 anodes.
April 2024 1-441

Figure 1.15.2.1.3-3 Anode Puck Placement for Deck Steel Repair (two-directional reinforcing)
Plan View
April 2024 1-442

Table 1.15.2.1.3-1 Steel Density Table – Non-Corroded Bars, Low Corrosion
Steel Density Ratio Maximum Spacing (in)

< 0.30 30
0.31 – 0.60 28
0.61 - 0.90 26
0.91 – 1.20 22
1.20 – 1.50 20
1.51 – 2.00 17
Table 1.15.2.1.3-2 Steel Density Table – Corroded Bars, Moderate Corrosion

< 0.30 28
0.31 – 0.60 19
0.61 - 0.90 15
0.91 – 1.20 13
1.20 – 1.50 11
1.51 – 1.80 10
1.81 – 2.10 9
Table 1.15.2.1.3-3 Steel Density Table – Corroded Bars, High Corrosion

< 0.30 19
0.31 – 0.60 13
0.61 - 0.90 10
0.91 – 1.20 9
1.20 – 1.50 7
1.51 – 1.80 6
1.81 – 2.10 5
April 2024 1-443

1.15.2.2 Expansion Joint C1.15.2.2

Repair
1.15.2.2.1 Design Considerations C1.15.2.2.1
Evaluate conditions of existing joints before It is crucial to know existing joint conditions
beginning design work. Conduct a and details before joint repair design. Often
minimum of one site visit and consult the times, details shown in the as-constructed
District Bridge Maintenance personnel or plans do not reflect actual conditions of the
Region Bridge Inspectors. joint.
1.15.2.2.2 Joint Surfaces C1.15.2.2.2

Limit repair work when joint surfaces are in Minor spalls can be patched. Removing and
good condition. replacing existing concrete will require work
including concrete removal, existing
reinforcing steel retention, new steel
reinforcing placement and new concrete
placement.
For deteriorated joint surfaces beyond minor Structural polymer concrete and
repair, specify one of the following materials HESC have a shorter cure time.
for joint surface replacement: When the materials are properly
mixed, traffic could return after 4
• Structural polymer concrete with a
hours from a placement. Even
minimum compressive strength of 10
though UHPC has a longer cure time
ksi, a minimum tensile strength of 1
compared to structural polymer
ksi, and a minimum modulus of
concrete and HESC, the material has
elasticity of 2,500 ksi
superior durability along with high
• High Early Strength Concrete compressive, tensile, and bond
(HESC) with synthetic fibers strengths.
• Ultra High Performance Concrete
(UHPC)
When the joint surfaces need a re-

construction to adjust joint opening,
consider locating removal boundaries away
from the joint opening where the splice
length for new and existing reinforcing bars
are adequate. Specify elastomeric nosing
over the new joint surfaces when HESC is
used.
April 2024 1-444

Do not specify elastomeric nosing material to Elastomeric nosing material is considered
narrow the joint opening without structural non-structural.
reinforced concrete support.
1.15.2.2.3 Poured Joint and C1.15.2.2.3

Compression Joint Seals
Ensure that size of the new replacement joint Compression joint seal installation requires a
seal is suitable for the current joint opening full-width roadway closure. Poured joint
and movement range. Replace poured joint and PFSJ seals can be installed in stages and
and compression joint seals with either have similar service life compared to
poured joint or pre-compressed foam compression joint seals.
silicone joint (PFSJ) seal. When the joint
opening is too large or too small, but the
movement range is still within the seal type
capacity, rebuild the joint opening to fit
available joint seal sizes.
1.15.2.2.4 Strip Seals C1.15.2.2.4

Strip seals can accommodate large joint
movement and have a longer service life
than other joint types. Consider repairing
strip seals instead of replacing or modifying,
when possible.
For older strip seals and when replacement

gland is not available, use either of the
following options depending on the steel
edgebeam condition:
• Significantly deteriorated condition:
replace the entire system with a new
strip seal.
• Acceptable condition: replace
existing gland with PFSJ seal.
Specify a gland replacement full width of the

roadway when the following conditions are
met:
• Steel edgebeams are in acceptable
condition.
April 2024 1-445

• Replacement glands are available.
• The joint opening and movement
range are acceptable.
PFSJ seals may be specified for replacing Possible justifications for replacing PFSJ
deteriorated strip seal gland, even if steel seals include a full closure is not possible,
edgebeams are still in acceptable condition. risk reduction and construction time
reduction.
Request approval from Bridge Maintenance Some Regions have had more success
District before beginning the design work. replacing strip seal glands than other
Regions. Gland replacement work is difficult
to accomplish and can take a long time. PFSJ
seals can be installed in stages, which make
the replacement easier without a full closure
compared to conventional full-width gland
replacement work. PFSJ can accommodate
large movement and large joint opening.
For steel edgebeams with minor damage, It is typical to find steel edgebeam sections
steel edgebeams can be repaired by cutting damaged in wheel rut lines. See BDM
and removing the damaged piece and 1.9.3.1.5 for information on rut repair.
splicing a new section onto the existing
section by welding. Ensure that the gland is
removed before the welding takes place.
Specify a full-width gland replacement.
1.15.2.2.5 Asphaltic Plug Joint C1.15.2.2.5
Specify the same joint type for Asphaltic APJ seal requires significant notching into
Plug Joint (APJ) seal replacement. Include the bridge deck and approach slab to install
details and notes to ensure even and smooth the joint seal in the first place. When a
joint surfaces on both sides of the joint different expansion joint seal is specified,
opening. The condition is crucial for APJ significant surface preparation is required.
seal to perform.
1.15.2.2.6 Precompressed Foam C1.15.2.2.6

Silicone Joint Seal
Ensure that size of the replacement seal is
suitable for the current joint opening and
movement range. When the joint opening is
too large or too small, but the movement
range is still within the seal type capacity,
rebuild the joint opening to fit available joint
seal sizes.
April 2024 1-446

1.15.2.3 Keyway Repair C1.15.2.3

(Reserved for future use)
1.15.2.4 Epoxy Injection C1.15.2.4

Epoxy injection is not considered a Injection of cracks smaller than 0.016 inches
strengthening method for either flexure or is difficult and is only marginally effective.
shear, however, it improves corrosion Most epoxy manufacturers limit the size of
protection by preventing moisture intrusion. cracks to be smaller than 0.25 inches due to
excessive heat generated during the cure
When large size active cracks are not
process after epoxy installation. Depending
desirable, address the structural issue that
on the level of stresses in concrete and steel
causes the cracking using a strengthening
reinforcing and deformation of structural
method.
members, new cracks could occur next to
Epoxy inject cracks with widths larger than epoxy injected cracks under subsequent
0.016 inches, but smaller than 0.25 inches loading.
where the bridge is:
• Located in a Snow and Ice area,
defined in BDM 1.2.4.3.
• Located in a Coastal Area, defined in
BDM 1.2.4.2.
• Showing signs of corrosion.
Use surface seal for cracks smaller than

0.016 inches. Specify grout for cracks larger
than 0.25 inches.
1.15.3 Existing Rebar C1.15.3

and Concrete Cover
Investigation
Obtain as-constructed drawings and
evaluate existing bar size, location, spacing,
and cover thickness during design. Ensure
that strengthening system is possible to be
constructed, especially the strengthening
methods that require drilling or cutting into
existing concrete section.
April 2024 1-447

Give clear instructions to the contractor It is often difficult to avoid existing deck steel
concerning how potential conflicts are to be or existing flexural steel. Possible solutions
either avoided or resolved. include but are not limited to:
• Locate existing bars and measure
concrete cover using high precision
rebar detector or Ground Penetrating
Radar (GPR) before drilling holes or
groove cutting.
• Expose the top mat of reinforcement
before drilling.
• Relocate drilled hole or groove to an
equivalent location, when a conflict is
discovered.
• Add reinforcement, when cutting
existing bar cannot be avoided.
FRP COMPOSITES
(Reserved for future use)
1.15.4 Reserved
April 2024 1-448

1.15.5 Inspection and C1.15.5

Maintenance
Accessibility
Provide safe access to structures for bridge FHWA mandates that bridges be inspected
inspectors and maintenance personnel. every 24 months. Inspectors require access to
Consider the structure type and associated within 3 feet of all bridge components for
inspection needs to determine appropriate visual inspection. Maintenance personnel
access elements. need to access members for repair.
on bearing replacement access.
Provide access facilities that meet the Oregon See BDM 1.15.5.2 for additional information
Occupational Safety and Health Code Chapter on access.
437 rules Division 2, General occupational
safety and health Subdivision D, Walking-
Working Surfaces.
When a location on a bridge structure is

intended for public access, provide
appropriate pedestrian or combination
railing according to BDM 1.13.3 and 1.2.10.1.
1.15.5.1 Fall Protection C1.15.5.1

ODOT policy is to use the safest access A fall protection system can consist of a fall
method for any given situation. Use the prevention system or a fall arrest system.
hierarchy described below for evaluating
and placing access and fall protection
systems at a site.
1. First evaluate the feasibility of Access and fall protection should be one of
eliminating the fall hazard. many factors considered when deciding a
bridge layout, but should not dictate
structure arrangement (e.g., span length).
Although it provides advantages to those
engaged in maintenance activities it is often
not feasible to eliminate, through design,
situations where workers will be near the
kind of drops or steep slopes described in
BDM 1.15.5.1.1.
April 2024 1-449

2. Where eliminating the fall hazard is Fall prevention systems include, but are not
not practical, then evaluate the feasibility of limited to, physical barriers, rails, walkways
fall prevention systems. and covers.
Where installing fall prevention systems
increases the likelihood of transient activity,
consider ground access instead. In urban
environments, a combination of hazard
elimination and ground access for bearing
inspection will frequently be the preferred
alternative.
If a fall prevention system can be installed
(e.g. railing or walkway) vs using mobile
access equipment, the fall prevention system
is the preferred method.
Temporary fall protection systems can be
approved on a site-specific basis.
Anchorage points may be considered as a
cost-effective alternative to fall prevention
systems at accessible locations for steep
slopes described in BDM 1.15.5.1.1 (e.g.
partial viaducts). Ideally this would
eliminate the need to install a fall prevention
system such as railing, fencing, etc..
3. Where a fall prevention system is not
practical, provide a personal fall arrest
system (limits falls to an acceptable force and
distance).
4. Evaluate the feasibility of ground access When inspection and maintenance can be
where height from the ground to the performed via ground access, evaluate the
bearings is 15 feet or less, and inspection and possibility of eliminating a fall protection
maintenance can be performed with a system based on site conditions. See BDM
ladder. 1.15.5.2 for ladder access requirements.
Evaluate site conditions for when fall
prevention systems on abutments is not
justified (e.g. aesthetics, public access, urban
proximity, frequency of access). At these
sites, ladder access is a good alternative.
Wingwalls do not need a fall prevention
when inspection and maintenance access is
not required.
1.15.5.1.1 Fall Protection Warrants C1.15.5.1.1

Install fall protection under the following
conditions where maintenance and
inspection activities will occur during the
service life of the structure:
• Along a vertical face or steep slope, Consider slopes 3H:1V and steeper to be
defined as one upon which normal steep unless more detailed information can
footing cannot be maintained be documented.
without the use of devices due to the
pitch of the surface, weather
conditions, or surface material.
• When the potential vertical drop at

the face of wall exceeds 6 feet, and
access to the top of the feature is
intended solely for the use of
maintenance and operations.
1.15.5.1.2 Fall Protection Treatment C1.15.5.1.2

Selection
Acceptable fall prevention systems include Fall prevention systems and fall arrest
pipe rail fence (BRXXX), chain link fencing, systems serve very different functions. The
and roadside barrier. design loadings and inspection
requirements between fall prevention and
fall arrest systems are significantly different.
Acceptable fall arrest systems include Consider the following site factors when
horizontal fall arrest lifelines (BR190 & selecting a fall protection system:
BR191) and anchorage systems.
• Location of clear zone.
• Intended access (e.g., pedestrian,
maintenance only).
• Frequency of access.
• Structure type, inspection needs.
Pedestrian and roadside barrier solutions
that are not listed but meet the height and
design criteria requirements of BDM
1.15.5.1.3 may be adequate for fall protection.
April 2024 1-451

See RD770 for metal handrail details. RD770
requires modifications to be suitable to use
for fall prevention.
Seek concurrence from the appropriate Each Region has a different process and
Region bridge contact concerning the reporting structure for bridge maintenance
specific fall protection system proposed. activities. The goal is to contact the manager
Document decisions related to fall protection in charge of performing Region bridge
use and treatment type in the DCSA. maintenance activities for input and
concurrence.
Provide fall protection that is aesthetically In many cases, this may involve extending
appropriate for the site. the system along the full length of the wall
even though portions of the wall may have
less than 6 feet of vertical drop.
1.15.5.1.3 Design Criteria for Fall C1.15.5.1.3

Protection Systems
Design fall prevention systems that meets For bridge rail height requirements related
OSHA 1926.5029(b) using the following to inspection and maintenance, see BDM
criteria: 1.13.6 and BDM 1.13.7.
• 42 inches high, measured from the
top of the working level.
• Capable of resisting 200 pound force This loading is based on OSHA
applied at the top, from any 1926.502(b)(4).
direction.
Design fall arrest systems using the

following criteria:
• Design criteria in BR190 and BR191
• Or an engineered system that
complies with OSHA 1910.28 and
ANSI Z359.1 standards.
• Use galvanized or stainless steel wire Consider using stainless or other corrosive
rope. resistant materials (e.g., phillystran) for wire
rope and connections in marine and coastal
• Use galvanized or stainless steel
environments. Consider the environmental
cable connections and turnbuckles
conditions, service life, existing structure
having a minimum ultimate strength
materials, possible theft and interaction of
at least as great as the cable strength.
dissimilar metals when choosing materials.
April 2024 1-452

1.15.5.2 Access C1.15.5.2

Work platforms are not required on all Work platforms are considered a fall
structures. Provide work platforms only protection system and are preferred over
when it is appropriate for the structure type permanent anchors and fall arrest systems,
and site layout. Consider the inspection see BDM 1.15.5.
needs to determine appropriate access
Work platforms is an elevated working or
elements. Contact the State Bridge
walking surface. An access walkway refers
Operations Engineer about structure
to access provided at the ground level.
inspection needs.
Fixed ladders more than 24 feet in height
require a personal fall arrest system.
Appropriate places to consider work Consider work platforms combined with

platforms include (but are not limited to) the other facilities such as ladders, manholes
following: and safety cables.
• Wide and high bridges where the Currently ODOT has access to a UBIT with
reach of the arm of an under bridge an arm reach of 62 feet. See BDM 1.5.7.6 for
inspection truck (UBIT) is not long additional information on concrete box
enough for proper inspection and girder access.
maintenance of the bridge members.
• Critical areas that require close
inspection such as nonredundant
steel tension members, hinges,
splices, hangers, expansion joints,
complex bearings, utility lines,
navigation lights, and areas that
require frequent maintenance.
• Vertical abutments and MSE
abutments needing bearing and
shear lug inspection.
• Vertical abutments and MSE
abutments with integral abutments
needing backwall inspection.
• Between nonredundant steel tension FHWA has recommended maintenance

members. walkways between all steel girders. This is a
costly item and should be reviewed on a
case-by-case basis. Maintenance walkways
were provided on the Santiam River
April 2024 1-453

Bridge (Steel Alternate) Bridge 08123D,
Drawing 47448. The detailed W5x15
walkway beams are not readily available. A
W8x18 alternate is recommended, as this
was substituted on the John Day River
Bridge, Bridge 00108D.
The following conditions do not require
work platforms:
• Elastomeric bearings.
• When inspection access is from the
ground.
• When access to bearing is 6 feet or
less from the ground.
• When a UBIT will be used and can In certain instances, consider a work
access all critical areas. platform over UBIT access, such as in urban
areas where mobility constraints make UBIT
access difficult or impractical.
1.15.5.2.1 Design Criteria for C1.15.5.2.1

Elevated Work Access
Provide work platforms that meet all
minimum clearances requirements under
the structure and that do not infringe or
reduce minimum required waterway
openings.
Provide work platforms with sufficient
headroom and width for inspection
personnel to carry bulky equipment between
walk rails without difficulty.
Provide work platforms that meet the See BR115 Slope Paving.
following width and headroom
requirements:
• 3 foot minimum width.
• 5 foot minimum width when the
Width is the available space for an inspector
height from the ground to the
or maintenance worker to walk as needed for
bearings is 15 feet or less and ground
inspection and maintenance activities. The
access is expected.
ground measurement should be taken from
where a ladder will be set, generally in front
of the bearing.
April 2024 1-454

• When bearing access is not required, Headroom is the minimum height from the
there is no minimum headroom walkway surface to the bottom of
requirement. superstructure.
• 3 foot minimum headroom for girder
bridges, when bearing access is
required.
• 5 foot minimum headroom for
bridges having a solid bottom, such
as a concrete box girder, when
bearing access is required.
• 4-foot minimum headroom
otherwise.
Provide access to the work platform using

one of the following, and ensure
appropriate security measures are installed:
• 3 foot wide walkway along the top
of the wingwall. Provide fall
protection when the vertical drop
exceeds 6 feet.
• Cast-in-place steel U-bar ladder See ladder bench requirements below.
steps from the ground level (under
the bridge) up to the walkway. In
urban environments, place the first
U-bar ladder step approximately 12
feet from the ground. Access to this
first step will be by portable ladder.
Ensure there is an adequate bench
for the ladder to seat.
When a fall arrest system is used in

conjunction with a work platform, provide
the following:
• Attach the cable to either the
backwall or cap (approximately 4 feet
above the top of walkway) or to the
bottom of the girders.
• Limit the cable attachment to precast
prestressed girders to the center 4
inches of the bottom flange.
• Locate the cable at least 2 feet
horizontal distance away from the
vertical drop.
• Design the fall arrest system using
the criteria given in BDM 1.15.5.1.3.
• Where potential maintenance
activity is anticipated locate the cable
to avoid interference with potential
bearing replacement and girder
jacking operations.
When a handrail is used in conjunction with

a work platform, design the railing to be
removable in sections to facilitate
maintenance work.
For bridges in urban environments, use Discuss security elements with local
deterrent fencing and provide locked gates maintenance staff to meet site specific needs.
at each entrance to the walkway. Design
fencing to be removable in sections to
facilitate maintenance work. See BDM 1.2.8,
Bridge Security Design Considerations.
When the height from the ground to the

bearings is 15 feet or less, and ground access
is expected ensure the following:
• There is a 5 foot minimum bench at
the top of slope to support a portable
ladder. Where such a bench is not
practical, provide cast-in-place steel
U-bar ladder steps.
• Provide enough ladder steps so that
an inspector can get within 3 feet of
any bearing.
• Ladder requirements of OSHA
1926.1053 are met.
April 2024 1-456

1.16 Construction
1.16.1 Bridge Raising C1.16.1
Provide enough information in the contract There are two common construction
document to enable the construction procedures employed in raising a bridge:
contractor’s engineer to design supporting falsework or chip-in construction. The chip-
elements for a bridge raising and stability of in method of bridge raising removes
the structure during this operation. concrete at the mid-point of each column to
provide enough room to place a jack and
See BDM 1.3.4.2 for loading criteria related to
shims. The remaining concrete is removed
bridge raising.
and the reinforcing steel severed. After the
Temporarily pin concrete barriers that bridge deck is brought to the desired
protect the bridge from damage from elevation, the severed reinforcing steel is
adjacent traffic. Provide at least 1 foot spliced and the void between the two
clearance between the barrier and the bridge portions of the column is filled with non-
or falsework elements. Do not allow traffic shrink concrete.
in the lane adjacent to the columns that chip-
in is in progress.
When using the chip-in method take a
concrete sample of each column to verify the
column’s concrete strength.
April 2024 1-457

1.16.2 Accelerated Bridge Construction (ABC)

Guidelines
Oregon has a long history of employing ABC methods to quickly deliver bridge projects using a
variety of techniques. Some were assembled or erected on temporary falsework located
adjacent to an existing structure and skidded into place. This method allowed contractors to
close the facilities to vehicular traffic for a relatively short time (a few days or weekend) and
skid the bridge over after quickly demolishing the existing bridge at night and working through
weekends. Other bridges over navigable waterways were replaced using barges to float new
and whole superstructures into place (also known as switch out when an existing structure is
replaced). For wider structures that can accommodate staged construction, precast concrete or
concrete filled steel grid deck panels were installed using a partial closure of the roadway
during off peak travel times.
A few Oregon ABC projects were designed with rapid construction in mind to limit traffic
interruptions, but most were selected either based on VE proposals by contractors,
incentive/disincentive provisions, or design-build contracts. Generally, the project schedules
specified a relatively short window for closing or disrupting traffic operations on the facilities.
The incentive/disincentive provision for each project was normally based on user delay costs as
a function of AADT, detour length and other variables. Those projects have demonstrated ABC
as an effective and efficient solution to alleviate congestion and long detours where
conventional methods such as off-site detour, on-site detour, stage construction or slight
realignment of the roadway were difficult or not feasible. They also resulted in improved
public safety through a shortened work zone exposure.
1.16.2.1 ODOT encourages and supports ABC Projects

ABC methods can be defined as using prefabricated bridge elements, combining elements into
systems, or moving a complete bridge span to quickly deliver a project and re-open a highway
to traffic. Use of any of these methods are encouraged and supported by ODOT. A compiled
list of past Oregon projects that described the ABC featured elements is provided here at the
end of the section for reference.
Construction activity results in delays to the public and incurs additional financial burdens on
the people who must contend with the effects. This essentially results in a temporary tax on the
affected neighborhood. Because of this, consider ABC methods even when it does not result in
the lowest overall construction cost. Designers are encouraged to consider traffic delay costs
and other user costs associated with a project to support stronger consideration of ABC
methods. The ABC AHP Decision Making Program presented in BDM 1.16.2.3 is available to
assist in developing support for ABC.
Prefabricated elements consisting of deck panels, beams or girders, bent caps, pier columns and
segments have been demonstrated successfully. Systems may consist of bridge components
assembled and connected together to form a major portion or complete bridge span. Bridge
April 2024 1-458

movements such as incremental launching, skidding, and transport by self-propelled modular
transporters (SPMT) of a partial/complete superstructure span are also found to be acceptable
methods of construction. The guidance provided here will help designers and owners decide
when and where ABC is appropriate as a method of project delivery. Although the Engineer of
Record is responsible for the design as well as for developing a unique method of
construction/movement to fulfill ABC requirements, the owner needs to be assured that quality
and durability is not being compromised by the specific rapid construction technique being
considered.
1.16.2.2 Contracting Methods Allowed

A contract for specifying ABC method of delivery is allowed and will continued to be allowed
under the current design-bid-build specifications. A contractor may propose an alternate
method of construction for approval by the EOR/owner as part of the Cost Reduction Proposal
provisions in SP 00140.70 of the Oregon Standard Specifications for Construction. The third
option allowing ABC is provided under the design-build contract provisions. More discussions
and guidance are provided elsewhere and will not be elaborated here.
1.16.2.3 Decision Making Framework

A successful ABC project is dependent on deciding correctly at the beginning of a project
planning to assess when and where ABC would be most efficient and effective. The criteria in
the flowchart, Figure 1.16.2.3-1, for specifying a short window of closure may make ABC
delivery the method of choice.
Figure 1.16.2.3-1 Flowchart for Determining the Applicability of ABC
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Table 1.16.2.3-1 is intended to help guide discussions when comparing ABC with conventional
construction.
Table 1.16.2.3-1 Comparison of ABC with Conventional Construction Methods
ATTRIBUTES Accelerated BC (ABC) Conventional BC (CBC)

1. Complexity -Engineer less familiar with design required -Engineer more familiar with design
for accelerated bridge construction required for conventional construction
techniques techniques; therefore, considered less
-May require more surveys to establish complex.
control points - Contractors more familiar with
-May require pick points for prefabricated methods used in conventional
bridges construction, therefore considered less
-May require more complex construction complex
techniques -Standard specs exists
-May need new specs
-May add risk to contractor
-May require special equipment
-Good with D/B and A+B with
incentive/disincentive
ATTRIBUTES Accelerated BC (ABC) cont. Conventional BC (CBC) cont.

cont.
2. Schedule -Facility to reopen for traffic in hours or - Typical field construction season in
over weekends months or years
-Slightly longer design schedule due to -Typical design schedule
complexity (see above) -Often bridge work is controlling in
-Need more overall planning and CPM
coordination -Sequential activities typical and
-Parallel construction off CPM limitations may exist
-Typically can be done off-line and shorter -Public delay cost may be high
field erection season, pending ABC method
chosen.
-Approach or utility work may control
schedule if not outside CPM
-Good with incentive/disincentive
-Constructible connection details for
precast elements such as bent caps,
footings & pile heads require flexibility for
field closure pours.
-May require coordinated demolition plan
for change-over structures
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-May require tight control of scheduling on
critical items
-The contract plan or designed details
should be simple or the precast element
detail may not fit.
-May require industry participation in
PBES/ABC to ensure successful transition to
field application.
-Include contractor on design or
constructability review team.
3. Budget -May be more expensive in construction -Typical estimate given condition and
cost due to non-typical construction conventional required structure type.
methods -Typical standard project costs.
-May increase design cost -Incentives and disincentives may be
-Limited historical bid item data included to accelerate construction
-ABC can significantly reduce the costs to and reduce traffic impacts but they
highway users associated with traffic may not be effective and could
queues and detours during the bridge adversely impact project costs.
installation. -Careful analysis is needed to
-The contract bid cost for an ABC project effectively apply incentive/disincentive
may be more than a conventional bridge methods to accelerate bridge projects.
project but overall may be much less when
the savings due to reduced traffic impacts
and delays are factored in.
4. Design -Design quality could be just as good as -Design quality is expected to be good
Quality that of conventional from standard and best practice.
-Limited design criteria for some elements
-Construction loads may control design
and need check
-Require to show full connection details
ATTRIBUTES Accelerated BC (ABC) cont. Conventional BC (CBC) cont.

cont.
5. Construction -Individual prefabricated elements are of -Construction quality depends on the
Quality higher quality under shop-controlled contractor and inspection staff.
environment.
-Construction quality could suffer in the
field assembly due to time pressure.
6. Disciplines -May require more upfront coordination -Standard project design and
required between technical and non-technical construction teams
disciplines and public relations.
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7. Experience -ABC experience is desirable especially -Standard project design experience.

needed regarding knowledge of ABC construction - Standard bridge construction
methods, new technologies and experience.
implementation of new design and details.
-Additional research effort and resources
may be required.
-May require specialty construction
experience.
8.Public -May require more early and upfront - Typical
Communications communication with the public for
temp/short road closures
-May need to develop a communication
plan with stakeholders
9. Demolition of -Require full demolition plan -Typical construction with either road
existing -May need to provide staging place near closure or requires staging
structure site for off-line demolition -Require full design of temporary
-Coordination for change-over structures structures for longer duration in place
-May not require temporary structure to be
in place for long duration
10. Quality -ABC elements should be verifiable during -Typical
Control construction
-May require constructability review
11. Owner Staff -Some additional effort may be expected -Standard
of the owner staff in design or review of
non-conventional details/procedures. Also
may require more staff in a much more
condensed timeframe.
1.16.2.4 Analytic Hierarchy Process (AHP) Tool

ODOT has a tool for assisting project decision makers named ABC AHP Decision Making
Program. This program allows the project team to analyze various applicable and weighted
criteria in a paired-wise comparison. With input provided either by the designer or the project
team, it captures the decision based on the controlling criteria and computed utility value for
each criteria.
We encourage all project designers and leaders to take advantage of this useful tool as part of
their decision making process to determine whether ABC is preferred over conventional
construction. This program may be used with input provided by the bridge engineer alone if
they have all the available information and feels comfortable to determine the relative
importance between any two given criteria. When a project is complex and involves issues or
concerns by other disciplines, it would be appropriate for the project team to provide input and
April 2024 1-462

thus build consensus in their decision making process. Input can be collected with a survey
form or entered directly into the program data fields either during or after the project kick-off
meeting or when more information become available for them to better gauge the relative
importance between any given paired criteria or sub-criteria.
1.16.2.4.1 Instructions for using the “ABC AHP Decision Making Program”
The AHP Program (in short) must be first loaded onto a personal desktop or laptop computer
and must include the dotNetFx40_Full_x86_x64.exe. It is recommended the AHP Program be
copied into a separate folder. It is assumed one is familiar through reading the manual
(included in the CD folder) or attended the training. In summary, here are the logical steps to
get started in running the program:
• Individual or team to establish the applicable criteria and sub-criteria for ABC decision.
Refer to Figure 1.16.2.4.1-1 and mark the ones that apply to the specific project in
question. Reminder: Always save your work.
• Optional step: Use the survey form to assign the relative value for each paired-wise
criteria comparison OR skip to next step.
• Run the Program by clicking on AHPTool.exe file. This will open the program under
Tab 1 (Decision Hierarchy) and de-select the non-applicable criteria and sub-criteria
determined in Step 1. User can add a new criterion or remove one from the default by
using the add child or remove button on the right.
• Then click on Tab 2 (Pairwise Comparison) and enter the relative values from Step 2.
Reminder: Always save your entries.
• Click on Tab 3 (Results)
• To use Tab 4, please read and follow instructions in the Manual.
1.16.2.4.2 Established Criteria and Sub-criteria for ABC decision

See Figure 1.16.2.4.2-1. Most transportation project decision making require some criteria that
are important and specific to each site. Five main level criteria have been established and they
seem to be the standard criteria used by several states for decision with ABC projects. Within
each main level criterion is further defined by a sub-criterion that further expands to
differentiate its elements. The definitions for each criterion are provided in Table 1.16.2.4.2-1.
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Figure 1.16.2.4.2-1 Criteria for ABC Decisions
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Table 1.16.2.4.2-1 Definition List of ABC Criteria
Main criteria Sub-criteria Definition

Construction This factor captures the estimated costs associated with the
construction of the permanent structure(s) and roadway. This
factor includes premiums associated with new technologies
or innovative construction methods. Premiums might result
from factors such as contractor availability, materials
availability, and contractor risk. It may include
incentive/bonus payments for early completion and other
innovative contracting methods.
Maintenance of This factor captures the maintenance of traffic costs at the
Traffic (MOT) project site. MOT costs may impact preference due to its
impact on total costs. This factor includes all costs associated
with the maintenance of detours before, during, and after
construction. Examples of this factor include; Installation of
traffic control devices, maintenance of detour during
construction including flagging, shifting of traffic control
devices during staged construction, restoration associated
with the temporary detours upon completion of construction.
This factor captures the costs to design and construct
Design and
temporary structures and roadways to accommodate traffic
Construct Detours
through the project site.
This factor captures the cost to procure ROW. This factor
Direct Costs Right of Way
includes either permanent or temporary
(ROW)
procurements/easements.
This factor captures the costs associated with the design of
Project Design and
permanent bridge(s) and costs related to project
Development
development based on the construction method.
This factor captures the costs associated with the need to
provide essential services that may be impacted by the
construction selected. Examples of this factor include
alternate routes or modes of transportation to provide
Maintenance of
defense, evacuation, emergency access to hospitals, schools,
Essential Services
fire station, and law enforcement, etc. This criterion is for
situations where measures needed to be implemented
beyond those already considered in the MOT and Design and
Construct Detours criteria.
Construction This factor captures the costs associated with the owner’s
Engineering contract administration of the project.
Inspection, This factor captures the life cycle costs associated with the
Maintenance and inspection, maintenance and preservation of individual
Preservation bridge elements.
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This factor captures the loss of revenue due to the closure of

Toll Revenue
a toll facility.
Main Sub-criteria cont. Definition cont.

criteria
cont.
This factor captures costs of user delay at a project site due
User Delay
to reduced speeds and off-site detour routes.
This factor captures costs of freight delay at a project site due
Freight Mobility
to reduced speeds and off-site detour routes.
This factor captures lost revenues due to limited access to
Revenue Loss local business resulting from limited or more difficult access
stemming from the construction activity.
Indirect Costs
This factor captures the impact to the communities resulting
Livability During
from construction activities. Examples include noise, air
Construction
quality, and limited access.
This factor captures the safety risks associated with user
Road Users Exposure
exposure to the construction zone.
Construction This factor captures the safety risks associated with worker
Personnel Exposure exposure to construction zone.
This factor captures the constraints placed on the project that
Calendar or Utility or might affect the timing of construction as a result of weather
RxR or Navigational windows, significant or special events, railroad, or
navigational channels.
This factor captures the constraints placed on the project by
Schedule resource agencies to comply with marine or wildlife
Marine and Wildlife
Constraints regulations. Examples include in-water work windows,
migratory windows, and nesting requirements.
This factor captures resource constraints associated with the
availability of staff to design and oversee construction. For
Resource Availability
example, a state may be required to outsource a project,
which may result in additional time requirements.
This factor captures constraints related to bridge span
Bridge Span
configurations. This element may impact owner preference
Configurations
regarding bridge layout, structure type, or aesthetics.
Site This factor captures physical constraints that may impact
Constraints construction alternatives. Examples include bridges next to
Horizontal/Vertical
fixed objects such as tunnels, ROW limitations, sharp curves
Obstructions
or steep grades, or other urban area structures that constrain
methods or bridge locations.
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This factor captures the constraints placed on the project by

Environmental resource agencies to minimize construction impacts on
natural resources including marine, wildlife, and flora.
This factor captures historical constraints existing on a project
Historical
site.
Archaeological This factor captures archaeological constraints existing on a
Constraints project site.
Main Sub-criteria cont. Definition cont.

criteria
cont.
Customer This factor captures both the public’s opinion regarding the
Public Perception
Service construction progress and their overall level of satisfaction.
This factor captures the costs associated with the
Public Relations (PR) communication and management of PR before and during
construction.
1.16.2.5 Steel Structures

Steel structures are excellent examples of prefabricated bridge elements and systems. They are
proven to be cost effective for ABC applications. Steel girders are prefabricated and prime-
coated as needed in the shop and shipped to the job site. A short closure of the affected
highway facility may be required to erect them. Complete arches and trusses have been erected
successfully on barges and floated into place.
Bridges built with plate girders (straight or curved) can accommodate precast concrete panels or
steel grid deck systems for rapid construction. Sample connection details can be found at
www.fhwa.dot.gov/bridge/prefab/
1.16.2.6 Concrete Structures

1.16.2.6.1 Prestressed and Precast Concrete (PPC) vs Cast-In-Place
PPC bridge elements are typically mass produced in a PCI-certified plant under factory-
controlled conditions. This results in a high quality product. PCC products can be transported
to the jobsite for just in time delivery, thus avoiding re-handling or the need for storage space
that might be difficult to provide in urban areas. Traffic impact at the project site can be
minimized and erection can normally be done during off peak hours.
In Oregon, construction cost for PPC girders is lower than CIP girders. Unless there is a
compelling reason like curvature, aesthetics, and longer span requirements, PPC girders are
preferred. There is economy of scale for larger projects requiring repetition of similar spans.
For elements other than girders, there is opportunity to develop effective standard elements for
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connecting them into bridge systems. In the erection of PPC elements, proven connection
details are critical for long term performance. The FHWA has developed a manual on proven
connection details found here: www.fhwa.dot.gov/bridge/prefab/
1.16.2.7 Full Depth Deck Panels, Approach Slabs or Approaches and

Wingwalls
Full depth deck panels are used by many states. Connection details for both steel and concrete
girders exist. A survey of details used by various states was published in 2006 as NCHRP 12-65.
ODOT has constructed multiple projects using full-depth precast concrete deck panels, but has
not yet settled on a standard detail. ODOT does not allow partial-depth precast deck panels.
ODOT has existing standards for approach slabs/approaches and wingwalls that can be readily
converted into ABC.
PRECAST APPROACH SLABS
• Consider issues regarding subgrade compaction and the contractors’ ability to construct
the surface of the subgrade to a smooth level condition prior to placement.
• Consider the ability of precast slabs to accommodate differential settlement (especially if
subgrade is not level).
• Consider the design of the connection detail to pile cap/abutment wall and any joint
construction.
1.16.2.8 Precast Connections in Seismic Regions

When assembling prefabricated bridge elements on site, a detailed assembly plan may be
needed. For single span bridges assembly is typically not complicated. For multi-span bridges,
designing and detailing of connections has to be treated with the same importance as designing
the rest of the structure.
Submit new connection proposals for approval to Bridge Design Manual Standards Engineer.
This requirement is intended to ensure information about good connection details are
subsequently distributed to other design groups. Research into new connection details has been
ongoing with special concern for finding details that perform well under seismic loading. The
NCHRP 12-74 research project Development of Precast Bent Cap Systems for Seismic Regions
identified a number of bent cap-to-column details that hold promise for seismic applications.
Their conclusions were released in 2011 as NCHRP Report 681. ODOT is willing to implement a
few of these details only for bridges in low-to-moderate seismic regions (Seismic Zones 1, 2 or
3):
• Grouted Duct – Grouted duct connections consist of bent caps which have corrugated
ducts to accept reinforcement extending from supporting substructure elements.
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Figure 1.16.2.8-1 Grouted Duct Connection to Achieve Full Ductility
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• Grouted Sleeve Coupler (Coupler in Cap) – Proprietary grouted sleeve couplers are used
to connect reinforcing bars in precast concrete components. These couplers are placed in
the bottom-half of the precast bent cap and are designed to withstand forces at
overstrength as is often required in plastic regions.
Figure 1.16.2.8-2 Grouted Sleeve Coupler Connection to Achieve Full Ductility
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1.16.2.9 Use of Self-Propelled Modular Transporters (SPMT)

SPMTs can support and move heavy loads using a flat-bed mounted on multi-axle, independent
suspension and steering wheel lines. They have the ability to maneuver in difficult and uneven
terrain with unmatched precision and distortion control of the payload.
SPMTs can move complete superstructure spans from a staging area (e.g. gore area or off the
shoulders) to the final bridge location. A bridge move can be performed on weekends or at
night using the SPMTs to erect a structure into final position within a matter of hours. FHWA
has a user guide manual as a resource for anyone contemplating an ABC project using SPMTs.
The guide is available free of charge at http://www.fhwa.dot.gov/bridge/pubs/07022/.
1.16.2.10 Geotechnical Considerations

Geotechnical designers need to consult closely with the bridge designer and the project team
regarding the use of ABC methods at a particular bridge site. Continue to coordinate these
efforts as necessary during the bridge design process.
Driven piling is normally the most rapidly constructed foundation type. However, piles are not
suitable at every location. The most suitable foundation type for a bridge replacement or
widening project depends on several factors including the subsurface materials and conditions,
construction or environmental constraints and cost. Refer to the ODOT GDM; Chapter 8 for
additional guidance regarding the selection of foundation types. Once the most suitable
foundation type is selected for a site, thought should be given to how the foundation
construction can be expedited. This should include how to minimize traffic impacts due to
foundation construction. At some locations the foundations (and substructure elements) may be
constructed under, or away from, the existing bridge thereby avoiding, or minimizing, any
traffic impacts. If this scenario is possible, the time required for foundation construction may be
less significant because it does not directly affect traffic. At sites where foundation construction
will directly impact traffic and multiple foundation types are possible, consideration should be
given to the foundation system that can be constructed in the least amount of time and with the
least impact to traffic. Some general guidance regarding the use of various foundation systems
in ABC applications are described below.

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

Often the quickest foundation construction method and can generally have the least impact and
disruption to traffic.
• Consider using fewer, higher capacity, piles per bent to expedite construction, however:
o Using higher capacity piles may result in significantly higher foundation
costs due to the need for larger pile driving hammers, leads and cranes and
possible effects on the cost of work bridges due to these higher loads.
o Using less than five piles per bent may result in a reduced LRFD resistance
factor due to less redundancy.
o May be most appropriate for sites with relatively short end bearing piles.
• Requires assessment of pile top alignment tolerances for precast pile cap connection:
o Standard specifications (SP 00520.41(f)) allow for a horizontal alignment
tolerance of 6 inches from the plan location. If a smaller tolerance is required
this reduced tolerance must be specified in the special provisions. Consult
with the project geotechnical engineer regarding allowable horizontal
tolerances for driven piles.
o Should piles be installed in prebored holes to meet the specified tolerances?
Keep in mind the final pile alignment is only as good as the prebore hole
alignment. In soils where large cobbles or boulders are present, or where
preboring will encounter a bedrock unit with a sloping surface, prebored
holes should not be augered but instead excavated using core drilling
equipment. Augers tend to wander uncontrollably in these materials and
borehole alignment is very difficult to maintain.
o Consider the time and cost of preboring.
o Consider the risk of not preboring (possibly include preboring as an
anticipated item).
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• Minimize the potential for in-lead splices, particularly on pile with a wall thickness of
greater than ½ inches such that extensive welding and welding QA/QC is not required.
• Increasing estimated lengths in variable subsurface conditions will help reduce the
likelihood of an in-lead splice for pile shorter than 60 feet. For longer pile consider
specifying that the pile be fabricated (spliced) on site prior to putting in the leads, taking
into account the cost of using larger size leads and cranes and other concerns similar to
those discussed above when using fewer high capacity pile.
• Piles can be installed in existing travel lanes, in stages under traffic control, and covered
over with temporary steel cover plates to keep travel lanes open to traffic until the time
for substructure construction.
• At water crossings consider a trestle pile design which eliminates the need for a
cofferdam (if an above ground pile cap is permissible). Potential for drift buildup
should be assessed relative to the use of a trestle pile system. A web wall may be
required if drift potential is significant.
1.16.2.10.3 Drilled Shafts

• Usually takes the most time to construct. Drilled shafts are often the best method for
rapid in-water foundation construction, since they may omit the need for a cofferdam
(unless required for environmental considerations).
• Consider fewer, higher capacity, shafts per bent, (note that appropriate modifications to
LRFD resistance factors are required for bents with less than two shafts).
• Higher potential for increased risk of time delays due to problems with shaft
construction or negative NDT results.
1.16.2.10.4 Micropiles
• Usually more expensive than other foundation types.
• Suitable for certain ground conditions, particularly manmade unconsolidated rock
fragment fills and low overhead clearance areas.
• May be installed to tight tolerances and drilled through pavement sections.
• Consider environmental concerns relative to spoils recovery since water is typically used
to flush out cuttings.
1.16.2.11 Accelerated Embankment Construction

The time required for embankment construction, (either an all new roadway embankment or a
widening section) depends primarily on the volume of material required, the type of
embankment materials used, the level of contractor effort and the subsurface conditions at the
site. Other factors such as access, retaining wall construction and weather can also play a role
and affect the speed at which an embankment can be constructed. Embankment construction
may be accelerated in a number of ways. In areas where very soft ground conditions exist
there is potential for significant settlement and stability issues. Consideration should be given
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to extending the bridge structure over these areas. This may result in a better overall design
with less environmental impacts and a shorter construction period.
For ABC projects, the geotechnical engineer is responsible for evaluating the site conditions and
project requirements to determine the most effective way of expediting embankment
construction with the least impact to traffic flow and mobility. Refer to ODOT GDM; Chapter 9
for more design guidance on the analysis and design of embankments. ABC projects often
replace bridges in the same location (same horizontal alignment) as the existing bridge with the
new bridge being wider. Therefore approach embankments also need to be widened. The
grade may also be raised resulting in a further increase in embankment widening. Depending
on the site constraints (available access/ROW, adjacent structures, wetlands, etc) this widening
can often be accomplished with minimal traffic impacts. The geotechnical engineer plays a key
role in the design of these widened sections to help determine the best approach for expediting
construction while taking all appropriate geotechnical design requirements into account.
The need for retaining walls on a project should be carefully reviewed. Typically an
embankment can be constructed quicker than a retaining wall. Retaining wall needs are
typically driven by roadway typical section needs that may not have been optimized to reduce
the need for retaining walls. For example, the slope immediately behind a guardrail could be
steepened from the typical 1V:3H or 1V:4H to steeper slopes if longer (8 foot) guardrail posts
are used rather than the typical 6 foot post lengths. Often typical fill slope rates of 1V:2H are
considered in typical sections. Steeper slopes, when permitted, may omit or reduce the need for
a wall. Use of stone embankment material may allow fill slopes to be constructed as steep as
1V:1.5H. If so, 8 foot metal guardrail posts may be needed to assist in penetrating the stone
embankment material.
Retaining walls may be proposed in some areas to avoid, or minimize, environmental impacts.
The need for walls in these areas should be closely evaluated, in consultation with the
appropriate environmental specialists, to determine the underlying reasons for requiring a wall
and whether or not it is the best solution for the specific location.
Some suggested considerations for embankment construction on ABC projects are summarized
below:
• Use All-Weather Materials (stone embankment) instead of common borrow materials
where available and appropriate. This allows construction to rapidly proceed regardless
of wet weather conditions and can greatly reduce the total embankment construction
time.
• Soft Ground Conditions (settlement and stability issues)
o Lightweight fill material such as geofoam.
o Geogrid reinforced embankments.
o Ground improvement techniques.
o Surcharge, with or without vertical wick drains.
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1.16.2.12 QA/QC, Quality Control for Prefabricated Concrete

Elements
1.16.2.12.1 Types
A variety of prefabricated concrete elements have been used on many projects. Prestressed
concrete elements have been used since the 1960s. Use of non-prestressed prefabricated
concrete elements dates back even earlier. The types of prefabricated concrete elements used on
ODOT projects have included:
• Prestressed slabs and box beams.
• Prestressed girders.
• Prestressed columns.
• Prestressed arch ribs.
• Prestressed piles.
• Bridge railing.
• Bridge approach slabs.
• Pile caps/abutments.
• Stay-in-place deck forms.
• Culverts.
• Manholes and utility vaults.
1.16.2.12.2 Prestressed Elements

When precast concrete elements include prestressing, SP 00550 of the standard specifications
apply. SP 00550.05 requires fabricators to be certified under the PCI Plant Certification
Program. PCI certification ensures that industry best practices are followed. The member
tolerances specified in SP 00550.04 are those recommended by PCI.
For non-standard prestressed concrete elements, the existing SP 00550 Oregon Standard
Specifications for Construction will likely be adequate without modification. The designer may
need to create a unique bid item since the available bid items only cover our current standards.
Verify new or modified details with local precasters (Knife River and R.B. Johnson Co.) before
design plans are final. Also confirm with the Structural Materials Engineer whether standard
inspection procedures are adequate.
1.16.2.12.3 Non-Prestressed Elements

Specify concrete elements that are not prestressed under SP 00540. Since there is not a
nationally recognized certification program for non-prestressed elements, determine some
minimum qualifications for fabricators. Minimum qualifications may include:
• Submission of a Quality Control Plan.
• Names and qualifications of key personnel.
• History of similar projects.
• Procedure for tracking material certifications.
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The nature and complexity of the project will determine which items above should be included
in the minimum contractor qualifications. Solicit input from the Structural Materials Engineer
before finalizing any contract special provisions.
In addition to project qualifications, it may be desirable to require the contractor to identify the
form material and forming details. Lifting and shipping details may also be required. For
unique lifting and shipping situations or large elements, it may be necessary to require
verification of lifting and shipping details. Such verification could be achieved with review by a
professional engineer or by testing. Especially where there is potential for items to be fabricated
by a contractor with little or no experience with precasting concrete, include special provision
language to clarify any requirements that ensure safe and adequate lifting and transport details.
In some cases, it may be desirable to add lifting and shipping verification as part of the
contractor’s Quality Control Plan.
Where precast concrete elements are specified under SP 00540, a special provision will be
needed to address measurement and payment. Most structural concrete is paid on a cubic yard
basis. However, precast concrete elements are typically paid either on a per length basis or per
each.
Standard fabrication tolerances for structural concrete are provided in SP 00540.40. These
tolerances are based on typical cast-in-place concrete construction. For precast elements tighter
tolerances may be achievable and desirable. Consult with the Structural Materials Engineer to
determine reasonable tolerances for your specific application.
Inspection of precast concrete elements is required both during the precasting operation and
during placement in the field. The Structural Materials Engineer is responsible for inspection of
precast elements and should be notified when precast concrete elements are to be used. This will
help ensure ODOT staff is scheduled to be available for such inspections and whether any
adjustment to the ODOT Nonfield-Tested Materials Acceptance Guide is needed.
1.16.2.12.4 Connection Issues

Current state-of-the art does not support connection of precast cap elements in high seismic
locations. This is currently being researched at the national level.
Connection of precast elements may involve the use of grout pockets to emulate cast-in-place
construction. Where grout pockets are used, manufacturer’s recommendations should be
followed regarding when grout should be extended with aggregate. For many grout products,
aggregate is recommended when the pocket size reaches 2 inches or more.
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1.16.2.13 Cost Considerations

It has been determined by numerous projects nationally that accelerating a project delivery will
reduce the costs to highway users associated with traffic queues and detours during the bridge
installation. Utah DOT has demonstrated that ABC can be successful and the initial costs of
innovation are absorbed on the first few projects when there is some assurance that more
projects using the same technology are being planned for the near future. The use of ABC
should be justified on a specific project by analyzing the user cost savings compared to the
estimated cost of various methods of rapid construction (see HYRISK discussion below).
ODOT has posted a Work Zone Traffic Analysis Tool that considers such topics as traffic delays
and operations, and long detours. Guidance on Incentive/Disincentive Program for designers is
also available.
1.16.2.13.1 Incentive/Disincentive Program

Requirements related to reduced traffic impact and time must be clearly specified in the
contract documents. Innovative contracting strategies to achieve accelerated construction
include incentive/disincentive, a financial bonus or penalty for delivery before or after a time set
in the contract; A+B bidding, cost-plus-time based on the combination of contract bid items (A)
and the time bid for construction multiplied by daily user cost (B); lane rentals, assessed rental
fees for lanes taken out of service during temporary lane closures for construction; and no-
excuse bonus, a modified incentive with no time adjustment for problems such as delays due to
weather or utility conflicts regardless of who is responsible.
Incentives and disincentives for early completion give contractors a financial reason to change
their conventional practices to accelerate construction. Contractors cannot count on incentives
and, therefore, may not reduce their bid price in anticipation of receiving incentives.
Disincentives are necessary but may result in higher bid prices because of the risk to contractors
that they will not be able to meet the reduced construction timeline. In some accelerated bridge
project case studies, it was found that by providing the right incentive/disincentive, contractors
were able to lower overall total project costs when compared to conventional delivery methods.
1.16.2.13.2 Maintenance of Traffic Costs

Traffic management and user delay-related costs associated with bridge construction activities
will significantly influence the selection of the most cost-effective bridge technology.
Elaborate traffic control plans can significantly add to the cost of replacement, especially when
the traffic control plan changes significantly during the project due to development, local
expansion, or other projects in the area. Cost savings from the reduced duration of the traffic
control plan through the use of ABC method of delivery can be estimated based on the reduced
number of days of traffic control cost times the average daily operating cost of such measures
for comparable bridge projects.
April 2024 1-477

1.16.2.13.3 Contractor’s Operation Costs
In general, contractors bid projects with the plan to complete onsite construction as quickly as
possible to increase profits. This is particularly true for projects with incentives for early
completion. The contractor’s costs, including overhead costs to staff projects, are reduced when
the duration of the construction project is reduced. Also, construction crew safety in the work
zone is increased with reduced exposure times.
1.16.2.13.4 Owner Agency’s Operation Costs

Agency overhead costs to staff projects, e.g., construction engineering and inspection support,
are reduced when the duration of construction projects is reduced. Prefabricated bridges, with
their rapid onsite installation, can significantly reduce these project costs.
The use of prefabricated bridges to accelerate construction cannot be approached in a
conventional manner by the owner. The owner will need to commit to working multiple shifts,
odd hours, and under the same constraints as the contractor.
The manufacturers of prefabricated components may be able to offer lower unit costs if they can
spread their fixed costs over many bridges or reuse formwork repeatedly. Bundling projects
provides an attractive incentive for a contractor to acquire new or special equipment when he
can recoup his investment on multiple applications.
1.16.2.13.5 Available Tool: HYRISK

How much will it cost highway users if a bridge is closed or detoured? The bridge with the
longer detour requires additional time and mileage costs to negotiate the detour, and incurs the
most cost to users. The cost of bridge construction alone fails to capture the total cost of the
project.
A method that blends bridge construction cost and the users economic losses associated with a
bridge construction is discussed in Table 1.16.2.13.5-1 using HYRISK algorithm to compute the
economic impact to a community.
AADT and detour length are extracted from the NBI record for the bridge. The assumed 2008
cost per distance traveled was equal to $0.44/mi ($0.27/Km). It is assumed that the project would
have one year duration of the detour.
April 2024 1-478

Table 1.16.2.13.5-1 HYRISK Matrix
Detour Mileage Cost (DMC) = Duration * Length Detour (L) * Cost/Length (CpL) *ADT
Sample Bridge Project (Br # 00138)
Duration of facility for construction (D) in days 365
Detour length (L) in km 26
Cost per Mile per Vehicle driven of detour length (CpL)/km $0.27
Annual Average Daily Traffic (AADT) 330
Time cost per person (TcP)/hr $16.31
Occupancy rate (person) per vehicle (O) 1.56
Time cost per truck (TcT)/hr $29.50
ADTT (Truck Traffic as a percentage of AADT; i.e. 10 percent this case ) .10
Speed of Traffic on Detour (DS) in km/hr 64
Detour Mileage Cost (DMC) = D*L*CpL*ADT $845,600
Detour Time Cost (DTC) = $1.265 M
D*L*[(O*TcP)*(1-ADTT)+(ADTT*TcT)]
Total Community Cost associated with bridge closure $2.11 M
T1cost=DTC+DMC
April 2024 1-479

1.16.2.14 Listing of bridges replaced using ABC techniques

Contact the BDM Technical Resource for BDM 1.16.2.14 to request a project be added to the list.
Plans for these projects can be found using BDS (Bridge Data System).
Table 1.16.2.14-1 List of Bridges Replaced Using ABC Techniques
BDS
Year
Structure Region Project Title ABC Technique Used
Built
Number
BR22163 2014 5 Whiskey Creek, Wallowa County PS Slabs on steel pile caps – 2- week road closure.
BR22057 2014 2 US 26 West Humbug Creek Bridge Used precast and prefabricated elements. Precast deck panels.
Inverted rigid frames with precast prestressed slabs as top panels, 30-
BR22105 2014 5 OR 203 Branch of Ladd Creek Culvert
foot spans. Used short bypass 2-lane detour.
Partial ABC with CIP deck. Used some precast and prefabricated
BR00711 2013 2 US101B Lewis & Clark River Bridge
elements.
BR21548 Inverted rigid frames with precast top slabs to form a single cell box, 16-
2012 5 US 26 Dean and Dog Creek Culverts
BR21549 foot span. Used centerline shoring.
Precast PS Deck Panels with UHPC joints and connections. Steel
BR21252 2012 5 US30 Burnt River (UPPR)
diaphragms. FHWA Demo Project for Life Grant.
Hwy 1 Kane Creek Frtg Road LT (Old
BR21439 2012 3 Precast pile caps, end panels and wingwalls.
Stage Road)
BR21493 2011 1 Sellwood Bridge, Willamette River Slide bridge into place using "Shoo Fly" technology. SellwoodBridge.org
BR21188 2010 2 US26 Volmer Creek Bridge All precast or prefabricated elements (staged construction).
BR21189 2010 2 US26 Johnson Creek Bridge All precast or prefabricated elements (staged construction).
1 steel plate, 1 Bulb-T girder bridge built on temporary falsework adjacent
OR 38 over Elk Creek Bridges near
BR20584 2008 3 to the existing. Skidded on tracks during two weekend road closures.
Elkton
BR20585
OR 38 Bridge over Hardscrabble
BR20586 2008 3 Bridge built adjacent to the existing and skidded into place.
Creek, Douglas County
Rapid replacement of 2 approach spans using precast pile caps on a
BR02398 2008 5 Kimberly Bridge OR19, Grant County
long structure with 20-day full road closure.
BR01132
2007 3 Hwy 241 Isthmus Slough (east side) Constructed substructure around existing bridge.
F
Depot Street Bridge over the Rogue
306-foot concrete arch built adjacent to existing bridge and skidded into
BR19273 2007 3
River, Jackson County place. Road closed for 5 days.
Sauvie Island Bridge over Columbia
365-foot steel tied arch. SPMT used to skid and load bridge on barges
2007
BR20136 River, Multnomah County and floated span into place.
OR 47 over Dairy Creek Overflow Used steel pile cap and reused salvage precast, prestressed slabs. Road
2007 1
Bridge, Washington County closed for 14 days.
US 20 Bridge over Hayes Creek, Used precast cap and slabs. Bridge constructed during a 72-hour road
BR20238 2006 2
Eddyville, Lincoln County closure.
SPMT used to replace superstructure 5478’ L X 34” W, 34 panels.
WSDOT
BR00711 2004 Lewis & Clark Deck Replacement Conventional method duration was 4 years. Using ABC, done in 6
Lead
months with full road closure.
3-span continuous truss with deck panels. Panels replaced sequentially
OR 26 Mill Creek Bridge Deck
BR01660 2002 4 with partially concrete filled exodermic steel grid deck. 540-foot deck
Replacement, Wasco County
replaced in 24 days under flexible road closure schedule.
Accelerated replacement of 2 trunnion assemblies and
I-5 (Interstate) Bridge over Columbia span/counterweight cables. Contractor awarded $1.4+M incentive
BR07333 1997 1
River, Multnomah County ($100K/day) for early completion in less than 7 days; 14 days ahead of
the required 21-day schedule.
Single span, concrete-filled grid deck over steel curved girder bridge.
Built first half of new bridge and switched traffic over; demolished existing
BR18074 1997 5 Imnaha Bridge over Little Sheep Creek
bridge and built second half with skidding to connect the two halves.
Longitudinal concrete closure-pour in the middle
Freemont Bridge over Willamette Arch span was floated on barges and moved into place using strands
BR02529 1973 1
River, Multnomah County jacking.
Sam Jones Bridge Full depth precast deck panels.
April 2024 1-480

1.16.3 Bridge Temporary Works

1.16.3.1 Design C1.16.3.1
Considerations
Temporary works include any temporary The following tables include common
construction used to construct highway Special Provisions and Standard
related structures but are not incorporated Specifications.
into the final structure.
Table 1.16.3.1-1 Special Provisions
Temporary works required for construction
of permanent structures include:
Title Section
• Diversion bridge. Number
• Work bridge.
Temporary Roadbed and 00230
• Falsework. Surfacing
• Formwork.
Diversion Bridges 00250
• Shoring.
• Cofferdams. Agency Provided Temporary 00251
Bridges
• Temporary retaining structures.
Temporary Work Bridges 00252
Temporary Work Access and 00253
See BDM 1.3.4 for temporary loading.
Containment
Temporary Bridge Jacking 00255
Temporary Retaining Walls 00256
Table 1.16.3.1-2 Standard Specifications
Title Section
Number
Structure Excavation and 00510
Backfill (shoring and
cofferdams)
Structural Concrete 00540
(Falsework)
Trench Protection 00405.41(f)
Temporary Trench Plating 00405.46(c)
Jacking Pits 00406.41(b)
April 2024 1-481

1.16.3.2 Diversion Bridges

Diversion bridges are bridges with a maximum service life of five years to carry traffic while an
existing structure is replaced. Diversion bridges have the same requirements as that of a
permanent structure, except as specified in this section.
Design diversion bridges using latest edition AASHTO LRFD Bridge Design Specifications. For
seismic design requirements, refer to BDM 1.17.2.1.
1.16.3.2.1 Hydraulics Requirements

Hydraulic requirements apply to diversion structures designed by ODOT, and those designed by
a contractor.
The hydraulics report provides recommendations for the diversion bridge. The data will include
seasonal limitations, flow area of the structure, and minimum elevation of the diversion roadway.
Prepare a brief statement about the proposed location of the diversion. Other information about
the diversion may include a discussion of maintenance needs such as monitoring for debris or
scour. The diversion structure must conform to the temporary water management plan regarding
fish passage.
Only use a dry season diversion during the dry season. The hydraulics report defines the start
and end of the dry season. The design and check floods are based on the maximum predicted
discharges for the months the diversion will be in place. Use the 2-year flood as the minimum
design flood event.
An all-year diversion may be used throughout the year. The all-year diversion must pass the 5-
year flood event at a minimum. Use the 10-year and 25-year check flows to determine the risk of
damage when they occur during the time the diversion is in place.
The minimum road elevations for dry season and all-year diversions are the elevations at which
the roadway will not overtop during the 2-year or 5-year flows, respectively. Section 3.9 of the
ODOT Hydraulics Manual furnishes more detailed guidance on requirements for either duration
detour.
Consider and address other issues, such as maintenance needs, fish passage, navigational
clearance, or other site-specific needs.
The crossing of FEMA floodways with temporary structures requires special consideration.
Temporary structures must meet additional hydraulic requirements when they are in place across
the floodway between November 1 and May 31.
During the design process, contact Region Tech Center staff for assistance as soon as possible
when the structure is to cross a floodway during these months.
Section 3.9 of the ODOT Hydraulics Manual furnishes more detailed guidance on FEMA policy
requirements.
April 2024 1-482

1.16.3.2.2 Structural Requirements
Design all structures on public roads, temporary or permanent, to carry all anticipated loads, and
forces. Temporary structures must also resist lateral loads caused by hydraulics, debris, ice, wind
and other applied forces when they exist. Design diversion bridges over waterways assuming
scour depths and design flood in accordance with BDM 1.10.5.8, the ODOT Hydraulics Manual and
Hydraulics Report.
Mechanically connect members of the diversion bridge together. Design mechanical connections
with a minimum capacity to resist a load in any direction, including uplift on the stringer, of not
less than 500 pounds. Install all associated connections before traffic is allowed to pass beneath
the span. All members at a connection need to resist the developed connection force. Design the
substructure to resist all applied combined axial and lateral loads and the minimum connection
design force.
Contractor designed diversion bridge will follow all required design steps as the design of
permanent bridges. Provide necessary data to the contractor in SP 00250 to accelerate design such
as:
• Geotechnical report.
• Hydraulics report.
• Environmental study and limitations.
• In water work window.
Furnish information on the plans not limited to following:
• Minimum structure width, length and number of traffic lanes.
• Permit load (for permit load route).
• Minimum vertical and horizontal clearances when over crossing existing highway.
• All project specific requirements (utilities, sidewalk, railroad, etc.).
1.16.3.2.3 Agency Provided Diversion C1.16.3.2.3

Bridge
ODOT has one-lane and two-lane diversion Contact the Bridge Operations Engineer for
bridges ready to erect at different locations. availability, scheduling and technical
Provide a drawing showing the bridge information of these bridges.
footprint and foundation drawings.
Use SP 00251 for these diversion bridges.
April 2024 1-483

1.16.3.3 Falsework C1.16.3.3
1.16.3.3.1 General C1.16.3.3.1

See BDM 1.3.4.3 for falsework loading. Refer to SP 00540.41 and SP 00540.42 for
additional design requirements at highway
Temporarily pin concrete barriers that
and railroad traffic openings.
protect falsework from damage from
adjacent traffic. Provide at least 1 foot Refer to Caltrans Falsework Manual for
clearance between the barrier and falsework more guidance and example problems.
elements.
For falsework spans over roadways and
railroads, mechanically connect all
falsework stringers to the falsework cap or
framing. Install all associated connections
before traffic is allowed to pass beneath the
span. See SP 00540.41 for loading.
For falsework over navigable waterways,
obtain US Coast Guard (USCG) approvals
and permits, as required. Provide details,
clearances, requirements and details
required by the USCG.
Provide, as a minimum, the following design
calculations and detailing of falsework
drawings, for a falsework supported by
existing columns of a structure for widening
projects or maintenance work:
• Complete connection details.
• Location of resin bonded anchors
with a note to locate the existing
reinforcing prior to drilling holes with
GPR or approved equal method.
• Provide note for the contractor to field
verify the location of holes prior to
connection fabrication when using
resin bonded anchor rods or thru
holes for bolted connections to
support endplates or bracket
connections.
• Loading concurrent with SP 00540.
April 2024 1-484

1.16.3.3.2 Bridge Deck Falsework C1.16.3.3.2
Do not drill or punch holes through the Deck forms for interior girders are usually
girder flanges or the web of interior girders set on joists hung on from top flanges or
for temporary work. supported by post from bottom flanges. The
use of embedded hangers welded to top
flanges or shear studs projecting from top
flanges is not recommended.
The AASHTO Construction Handbook for Bridge
Temporary Works has design examples for
cantilever deck forming for steel girders and
deck overhang brackets.
During deck placement operations there is a
tendency for exterior girder to laterally
deflect and rotate. When the deflection at the
overhang tip (∆) is larger than 3/16 inch, the
displacement and rotation can lead to thin
decks and an upward shift in bar mats which
can decrease concrete cover. The tendency to
laterally deflect and rotate is greater for
shallow girders with large deck overhang.
Figure 1.16.3.3.2-1 Girder Rotation
April 2024 1-485

Horizontal loads applied to the girder
flanges by the falsework will produce a
torsional moment in the girder. To prevent
possible overstressing of the permanent
diaphragm connections and distortion on
girder web, the falsework design must
include temporary struts and ties to resist the
full torsional moment and to prevent
appreciable relative vertical movement
between the edge of deck form and the
adjacent steel girder.
Include the following requirements in the
specification to control the manner
falsework loads are applied to the steel
girder, and thus prevent undesirable
distortion of the permanent structure.
The contractor is responsible to provide
sufficient temporary bracing to minimize
lateral deflection and rotation of exterior
steel girders during deck placement. Do not
assume partially or fully installed
permanent bracing as shown in the plans is
sufficient to minimize lateral deflection and
rotation of exterior girders during deck
placement.
Construct falsework and concrete forms on
steel structures such that loads applied to
girder webs:
• Are applied within 6 inches of a flange

or stiffener.
• Do not produce local distortion of the
web.
• Provide temporary struts and ties to
resist lateral loads applied to girder
flanges and prevent appreciable
vertical movement between the edge
of deck form and the adjacent steel
girder.
April 2024 1-486

• Temporary bracing shall not be
welded to the steel girders or its
attachments including the studs.
When drilled holes are used to attach the
falsework brackets, note the following
issues:
• Leaving bolt holes unfilled can reduce
the fatigue performance of the
member.
• Unfilled holes need subsequent
bridge inspection.
• Moisture entrapment and
acceleration of main member
deterioration due to rust.
When drilled holes are used to attach the
falsework brackets, the contractor is
responsible to fill the hole with a high-
strength ASTM AF3125 Type 3 fully
tensioned bolt, rotational capacity testing not
required. The use of button-head twist-off
bolts (ASTM F1852 or F2280) is also allowed
and may improve the aesthetics.
The contractor may provide double
overhang brackets to minimize lock in
stresses in exterior girders. Figure 1.16.3.3.2-2
illustrates typical deck forming details using
opposed overhang brackets attached to a
steel girder.
April 2024 1-487

Figure 1.16.3.3.2-2 Typical Deck Forming

Detail
April 2024 1-488

1.16.3.3.3 Piling
When using piling to support the falsework, the falsework plans shall specify the minimum
required bearing capacity and the required depth of penetration for the piling. Provide the field
method for determining the required pile bearing capacity.
Also, the falsework drawings shall show the maximum horizontal distance the top of a falsework
pile may be pulled in order to position the pile under the cap. The falsework plans shall show the
maximum allowable deviation of the top of the pile, in the final position, from a vertical line
through the point of fixity of the pile.
The calculations shall account for pile stresses due to combined axial and flexural stress and
secondary stresses. Show the stresses and deflections in load supporting members in the design
calculations.

When spread footings are used to support falsework, the falsework plans shall specify the
minimum required bearing capacity, depth of embedment for the footings, and maximum
allowable settlement. Design spread footings to adequately resist all imposed vertical loads and
overturning moments.
Provide the soil parameters and groundwater conditions in the design calculations for the spread
footings. Provide design calculations for allowable bearing capacity and settlement.
Show the estimated footing settlement under the imposed design loads on the plans. Provide
provisions for addressing the effects of footing and falsework settlement.
1.16.3.3.5 Bracing
Do not attach bracing to concrete traffic barrier, guardrail posts, or guardrail.
Design all falsework bracing systems to resist the horizontal design loads in all directions with
the falsework in either the loaded or unloaded condition. The falsework plans must show all
bracing, connection details, specific locations of connections, and hardware used.
Thoroughly analyze falsework diagonal bracing. Give particular attention to the connections. The
allowable stresses in the diagonal braces may be controlled by the joint strength or the
compression stability of the diagonal.
Design cross-bracing members and connections to carry tension, as well as compression, to
prevent falsework beam or stringer compression flange buckling. The falsework plans must show
all components, connection details and specific locations. Install bracing, blocking, struts, and ties
required for positive lateral restraint of beam flanges at right angles to the beam in plan view.
When possible, set bracing in adjacent bays in the same transverse plane. However, when because
of skew or other considerations, it is necessary to offset the bracing in adjacent bays, the offset
distance shall not exceed twice the depth of the beam.
April 2024 1-489

Provide bracing to withstand all imposed loads during erection of the falsework and all phases
of construction for falsework adjacent to any roadway, sidewalk, or railroad track which is open
to the public. Install all details of the falsework system that contribute to horizontal stability and
resistance to impact, including the bolts in bracing, at the time each element of the falsework is
erected and shall remain in place until the falsework is removed. The falsework plans shall show
provisions for any supplemental bracing or methods to be used to conform to this requirement
during each phase of erection and removal. Include wind loads in the design of such bracing or
methods.
1.16.3.4 Shoring
For structural shoring, see BDM 1.16.3.3 Falsework. For the purposes of this manual, shoring is
used interchangeably with falsework.
For geotechnical shoring, refer to the ODOT Geotechnical Design Manual Section 15.3.26 for the
design of temporary shoring, and defined shoring systems. Shoring is exclusive of cofferdams.
See SP 00510.04 for plan requirements. Modify the special provision to include acceptable types
of shoring as allowed. Consult with the geotechnical designer to determine safe slopes, minimum
shoring lengths, and when there are unusual soil, clearance, or site conditions that may make
shoring construction difficult.
Provide shoring stationing on the project plans and list stationing in the Special Provision.
1.16.3.5 Cofferdams
1.16.3.5.1 Earth Pressure
When cofferdams are required and passive earth pressures are assumed in the design, show a
detail similar to Figure 1.16.3.5.1-1 on the plans. Material outside cofferdams should also be
undisturbed and backfilled with riprap when disturbed.
April 2024 1-490

Figure 1.16.3.5.1-1 – Typical Cofferdam Detail
1.16.3.5.2 Cofferdam Seals

Only use seals when the sheet piles cannot be driven to sufficient depth to cut off the water
pressure.
The sheet piling must penetrate and form a seal in the soil so that there is no water flow under
the sheet piling. In practice there will be some water entering the cofferdam. Energy is dissipated
as the water flows down around the bottom of the sheet piles. Develop a flow net to determine
the actual hydrostatic forces. The equipotential flow lines will show a reduction in the hydrostatic
uplift forces. The hydrostatic uplift forces will be resisted by the friction between the soil and the
sheet piles and the buoyant weight of the soil plug. Additionally, horizontal hydrostatic forces
are present and must be designed for. These are special conditions and require detailed hydraulic
and foundation studies.
SEAL DESIGN CONSIDERATIONS
The seal forms a plug at the bottom of the cofferdam. It uses a combination of seal mass and
friction between the seal concrete and piling to resist the hydrostatic forces.
Scour protection for the footing influences the location (depth) of the footing and must be
incorporated into the design. The Hydraulics Unit provides this information.
The top of the footing should be below the 100-year scour depth and the bottom of footing below
the 500-year scour depth. The Hydraulics Unit provides these elevations.
April 2024 1-491

Normally the friction or bond between the seal concrete and steel piling is assumed to be 10 psi
for the surface area of the embedded pile. Check with the geotechnical designer for bond values
of other pile types.
An uplift capacity of driven piling should also be obtained from the geotechnical designer to
include in the overall stability or factor of safety of the system.
The minimum factor of safety of the system should be one. Note: The actual factor of safety is
greater because the bond between the seal and sheet piling has been neglected.
A general rule of thumb, or good starting point, for seal thickness is 0.40 times (head of water
plus an estimated seal thickness) for spread footings and 0.25 times (head of water plus an
estimated seal thickness) for pile supported footings.
Use a minimum depth of seal of four feet, where piles are calculated to resist uplift in order to
reduce seal depth.
Design pile footings that includes a seal for bending and shear ignoring any beneficial effects of
the seal. This is due to the uncertain quality of the seal concrete and because the seal may be
reduced or eliminated during construction.
There are two ways of looking at the cofferdam system when determining the seal thickness. Each
should result in the same seal thickness:
• Method 1: Assume there is some leakage around the seal and the actual water level
inside the cofferdam is at the top of the seal. Base the hydrostatic uplift force on the
depth of water to the top of the seal, but because it is submerged the weight of the seal
must be determined using the buoyant weight. There are examples of this design shown
in BDM Appendix A1.16.3.5.2.
• Method 2: Assume the seal prevents any leakage and the hydrostatic uplift depth is to
the bottom of the seal. Use the full weight of the seal to resist the uplift forces.
COFFERDAMS WITHOUT SEALS
There may be some locations and soil types where a seal may not be required for footing and
column construction. The normal sequence of construction for a cofferdam without a seal
includes:
Water level is the same inside and outside the cofferdam:
• Construct cofferdam - normally driven interlocking steel sheet pile.
• Cut vent holes in the sheet piling. Place vent holes at the maximum design water level
elevation and allows water to enter the cofferdam. Cut a vent hole at the design elevation
to prevent cofferdam failure.
• Excavate material inside the cofferdam to the bottom of the footing elevation. Excavation
may also be done after dewatering, when there is no seal required, when the internal bracing
is in place.
• Place internal bracing. Usually horizontal bracing consists of wales, frames, or struts to
April 2024 1-492

resist the horizontal hydrostatic forces.
• Drive footing piles, when required. This may also be done after dewatering and after
excavation.
Water is removed from the cofferdam:
• Install continuous pumping system. Cofferdams are never completely watertight and a
sump system is normally installed to keep the cofferdam relatively dry.
• Cut piles to the specified elevation, when used.
• Construct footing and column in the dry.
Cofferdam is flooded:
• Remove internal bracing.
• When agreed to by the environmental section, riprap is placed before or after the sheet
piling is removed. It may be desirable to place riprap inside the cofferdam. Check with the
geotechnical designer.
• Extract sheet piling.
COFFERDAMS WITH A SEAL
A seal is usually an unreinforced mass of concrete that seals the bottom of a cofferdam and allows
construction of the footing and column inside of a dewatered or dry cofferdam. (See Figure
1.16.3.5.2-1)
Figure 1.16.3.5.2-1 – Seal Thickness Detail
April 2024 1-493

The normal sequence of construction of a cofferdam with a seal depends on water level.
When water level is the same inside and outside the cofferdam:
• Construct cofferdam - normally driven interlocking steel sheet pile.
• Cut vent holes in the sheet piling. Place vent holes at the maximum design water level
elevation and allows water to enter the cofferdam. Cut a vent hole at the design elevation
to prevent cofferdam failure. The contractor may propose to use a lower vent elevation and
thinner seal, when the anticipated water elevation is lower at the time of construction.
• Excavate material inside the cofferdam to the bottom of the seal elevation.
• Place internal bracing. Usually horizontal bracing consists of wales, frames, or struts to
resist the horizontal hydrostatic forces.
• Drive footing piles, when required.
• Place seal concrete.
• With a tremie: A tremie is a long pipe that extends to the bottom of the seal and prevents
the concrete from segregating as it passes through the water, as well as permitting a head
to be maintained on the concrete during placement. The bottom of the tremie is kept
submerged in the mass of concrete to minimize water intrusion into the mix.
• With a concrete pump: Similar principle to the tremie.
When water is removed from the cofferdam:
• Dewater cofferdam, only after the concrete has gained sufficient strength to resist
hydrostatic loads.
• Install continuous pumping system. Cofferdams are never completely watertight and a
sump system is normally installed to keep the cofferdam relatively dry.
• Cut piles to the specified elevation, when used.
• Prepare seal for footing construction. Level and clean, as needed, for constructing footing
forms.
• Construct footing and column in the dry.
When cofferdam is flooded:
• Remove internal bracing.
• Place rip-rap before or after the sheet piling are removed. It may be desirable to place rip-
rap inside the cofferdam. Check with the geotechnical designer.
• Extract sheet piling.
April 2024 1-494

1.17 Seismic and Tsunami Design

1.17.1 Design Philosophy
1.17.2 Specification Interpretations and Modifications
1.17.3 Reserved
1.17.4 Liquefaction Evaluation and Mitigation Procedures
1.17.5 Costs
1.17.6 Instrumentation
1.17.7 Dynamic Isolators
1.17.8 Seismic Restrainer Design (New Designs And Retrofits)
1.17.9 Tsunami Design
1.17.1 Design Philosophy

Design all new bridges for full seismic loading according to the 2nd edition of AASHTO Guide
Specifications for LRFD Seismic Bridge Design (AASHTO Guide Specifications) as modified herein.
Unless specifically modified in this document, each section of the 2nd edition of AASHTO Guide
Specifications must be used in its entirety.
Notify and consult ODOT Bridge Section for decisions involving deviations to the standard
seismic design practices described in this manual. Submit a Design Deviation Request and
obtain approval by the State Bridge Engineer for deviations from the following guidelines.
Include the approved Design Deviation Request and any related files in the Calculation Book
and reference the Design Deviation in the General Notes section of the Contract Plans.
At the end of the design process, complete and submit a copy of the Seismic Design/Retrofit Data
Sheet to ODOT Bridge Section mailbox ([email protected]).
NON-CONVENTIONAL BRIDGES: AASHTO Guide Specifications 3.1 states that the seismic
provisions provided therein are applicable for conventional bridges. For seismic design of non-
conventional bridges, develop a Project Specific Seismic Design Criteria (PSDC). Obtain approval
by the State Bridge Engineer for PSDC no later than Design Verification Package submittals.
April 2024 1-495

1.17.2.1 Bridge Operational Categories

For the purpose of seismic design, highway bridges are prioritized in one of the following
categories based on the desired post-earthquake operational performance:
• Ordinary bridges.
• Recovery bridges.
• Critical bridges.
ORDINARY BRIDGES: Ordinary bridges are expected to experience major damage and may
be closed following Upper Level Motion, but no span is expected to collapse during this motion.
All bridges not designated as Recovery or Critical are designated as Ordinary.
RECOVERY BRIDGES: As a minimum, recovery bridges are expected to remain open to
emergency vehicles and for security/defense purposes after inspection and clearance of debris
following the Ground Motion of a full rupture of Cascadia Subduction Zone Earthquake (CSZE).
Highway bridges carrying the State Seismic Lifeline Routes are designated as Recovery bridges.
Refer to Figure 1.17.2.1-1 for highway routes designated as Seismic Lifeline Routes. An interactive
map of Seismic Lifeline Routes is available at ODOT TransGIS.
CRITICAL BRIDGES: Critical bridges are expected to remain open to all traffic after inspection
and clearance of debris following the CSZE and Upper Level Motion. These bridges are expected
to be usable by emergency vehicles and for security/defense purposes after an earthquake larger
than the Upper Level Motion.
Critical bridges will be designated by the sponsoring ODOT district in consultation with Bridge
Engineering Section. By 2022, ODOT has not designated any of the new bridges as Critical.
April 2024 1-496

Figure 1.17.2.1-1 Seismic Lifeline Routes
April 2024 1-497

1.17.2.2 Seismic Performance Levels

Seismic design and detailing must provide one of the following seismic bridge performances:
• Life Safety.
• Operational.
• Fully Operational.
LIFE SAFETY: Significant damage is sustained during an earthquake and service is significantly
disrupted, but life safety is assured. The bridge may need to be replaced after a large earthquake.
OPERATIONAL: Damage sustained is minimal and full service for emergency vehicles should
be available after inspection and clearance of debris. Bridge should be reparable with or without
restrictions on traffic flow.
FULLY OPERATIONAL: Damage sustained is negligible and full service is available for all
vehicles after inspection and clearance of debris. Any damage is repairable without interruption
to traffic.
1.17.2.3 Seismic Performance Criteria

Design bridges to meet the performance requirements specified in Table 1.17.2.3-1.
Table 1.17.2.3-1 Performance Requirements for Oregon Bridges
Bridge Operational Categories

Ground Motions
Ordinary Recovery Critical
Lower Level
N/A1 PL2 – Operational PL3 – Fully Operational
(Full rupture CSZE)
Upper Level (1,000 yr.) PL1 – Life Safety PL1 – Life Safety PL2 – Operational
1
– Ground motions of a 1,000 year earthquake are expected to be higher than ground motions of a full
rupture of Cascadia Subduction Zone Earthquake anywhere in Oregon. Contact Bridge Engineering
Section if encountering an unusual circumstance.
April 2024 1-498

Refer to Table 1.17.2.3-2 for description of the Performance Levels and earthquake damage.
Table 1.17.2.3-2 Performance Levels and Associated Damage Descriptors
Bridge Performance Levels
PL1: Life Safety PL2: Operational PL3: Fully Operational
Significant damage is sustained Damage sustained is minimal No damage (or very minor
during an earthquake and and access for emergency damage that does not require
service is significantly disrupted, vehicles is available after immediate attention) is
but the potential for collapse is inspection and clearance of sustained and full service is
minimized. The bridge may need debris. Bridge should be available for all vehicles
to be replaced after a large reparable with or without immediately after the
earthquake. restrictions on traffic flow. earthquake.
Significant damage includes Minimal damage includes minor Very minor damage consists of
permanent offsets and cracking. inelastic response and narrow minor cracking of concrete,
Exposed, buckled, and possibly flexural cracking in concrete. possible incipient crushing or
some fractured reinforcing steel. Exposed reinforcing steel, but flaking of concrete cover.
Repair may be possible, but will not visibly buckled. Damage
require invasive measures that requires repair using minimally
may include column invasive techniques that range
replacement. At a minimum, from simple patching of cover
reinforcing bar segments are concrete and epoxy injection to
replaced or plastic hinge grouted steel jackets.
relocation techniques employed, Permanent deformations are not
if repair is attempted. apparent and repairs can be
Beams may be unseated from made under nonemergency
bearings but no span is conditions with the possible
expected to collapse. Similarly, exception of superstructure
foundations are not damaged expansion joints which may
except in the event of large need removal and replacement.
lateral flows due to liquefaction, Replacement of strip seals and
in which case inelastic other non-load-carrying
deformation in piles may be elements of modular joints may
evident. be necessary, but structural
Undesirable failure modes such elements, including blockouts,
as shear failure in reinforced have experienced only minor
concrete are avoided. damage.
April 2024 1-499

Refer to Table 1.17.2.3-3 for Post-Earthquake Residual Displacement Limits.
Table 1.17.2.3-3 Performance Levels and Post-Earthquake Residual Displacement Limits1
Bridge Performance Levels

Case Engineering Design
No. Parameters PL1: PL2: PL3: Fully
Life Safety Operational Operational
1 Superstructure-to-abutment No Limits ≤ 6 inches ≤ 1inch

permanent vertical offset
2 Superstructure-to-abutment No Limits ≤ 6 inches ≤ 1 inch

permanent horizontal offset
3 Approach fill settlement limit of ≤ 1/20 ≤ 1/50 ≤ 1/250

approach slab (longitudinal
differential settlement)
4 Approach fill settlement without ≤ 12 inches ≤ 6 inches ≤ 1 inch

an approach slab
5 Lateral soil movement ≤ 36 inches ≤ 12 inches ≤ 6 inches
1– Displacement limits provided in this table are driven mainly by geometric parameters
required for the expected rideability and accessibility standards for a given performance level
which, as a minimum, should provide the life safety of traveling public. Bridge type and size
may not always provide the structural capacity to tolerate this magnitude of deformations and
should control over these limits.
Illustration photos of engineering design parameters provided in Table 1.17.2.3-3 are shown on
Figure 1.17.2.3-1.
April 2024 1-500

Figure 1.17.2.3-1 Illustration Cases of Engineering Design Parameters
Case 1 (Photo courtesy of Mark Yashinsky) Case 2 (Photo courtesy of Mark Yashinsky)
Case 3 (Photo courtesy of Caltrans)
Case 5 (Photo courtesy of Mark Yashinsky)
Case 4 (Photo courtesy of Mark Yashinsky)
April 2024 1-501

POST-EARTHQUAKE STRUCTURAL CAPACITY CHECK
For PL2 and PL3, when significant permanent displacements are identified by the geotechnical
engineer, perform bridge performance evaluation in the post-earthquake condition during the
design phase of the project. Ensure the structural capacity of all affected bridge members. Use
the following load combinations and load factors:
• PL2: Strength II Load Combination using Oregon Legal Loads as defined in ODOT LRFR
1.5.1.2 and EV3 with IM = 25 percent.
• PL3: Strength I Load Combination.
To satisfy the “Life Safety” criteria, comply with the following requirements and guidelines:
Seismic Design Categories (SDC) A, B and C
• Meet all design requirements for SDC A, B and C according to the AASHTO Guide
Specifications.
Seismic Design Category (SDC) D
• Meet all design requirements for SDC D according to the AASHTO Guide Specifications,
except as modified below:
o The maximum concrete strain in confined section of the columns (εcc) does not
exceed 90 percent of the ultimate concrete strain (εcu), computed by Mander’s
model.
o The maximum strain of reinforcing steel does not exceed the εRsu as defined on
Table 8.4.2-1 of the AASHTO Guide Specifications.
o The maximum strain of prestressing steel does not exceed εRps,u = 0.03
The above guidelines are applicable even for the other Seismic Design Categories, if Pushover
Analysis will be used instead of the implicit equation.
To satisfy the “Operational” criteria, comply with the following requirements and guidelines:
Seismic Design Categories (SDC) A, B, C and D
• Verify the “Operational” performance for Cascadia Subduction Zone Earthquake when
potentially liquefiable soils are present on site.
Seismic Design Categories (SDC) A and B
• No structural analysis is required for “Operational” criteria.
Seismic Design Category (SDC) C
• Satisfy equation 4.8-1 of the AASHTO Guide Specifications (ΔLD < ΔLC) for each bridge bent,
where ΔLC is determined from the equation 4.8.1.1 of the AASHTO Guide Specifications
(displacement capacity for SDC B).
Seismic Design Category (SDC) D
• Meet all design requirements for SDC D according to the AASHTO Guide Specifications,
April 2024 1-502

except as modified below:
o Ensure the maximum concrete strain in confined section of the columns does not
exceed εcc = 0.005.
o Ensure the maximum strain of reinforcing steel does not exceed 2*εsh, where εsh
is defined on Table 8.4.2-1 of the AASHTO Guide Specifications.
Ensure the maximum strain of prestressing steel (for 270 ksi strands) does not exceed εps,EE = 0.0086
1.17.2.4 Seismic Ground Motions

The Structural Engineer/Designer should rely on the project geotechnical designer to provide the
seismic hazards, ground motions, deformations and additional permanent loads.
Determine the spectral response parameters for the Upper Level Ground Motions using the USGS
2014 Seismic Hazard Maps with Seven Percent Probability of Exceedance in 75 years (1000-year
Return Period). The probabilistic hazard maps for an average return period of 1000-year and
500-year are available at ODOT Bridge Section website, but not available on USGS website.
To aid in providing consistency and efficiency, Bridge Section has developed an excel application
for constructing the probabilistic response spectrum using the general procedure (three-point
curve). Latitude, Longitude, and Site Class are the only required input. Version 2014.16 of this
excel application has been released to incorporate the updated Site Coefficients associated with
the 2014 hazard maps and can be obtained at the following link:
https://www.oregon.gov/ODOT/Bridge/Pages/seismic.aspx
Replace AASHTO Guide Specifications Table 3.4.2.3-1 with Table 1.17.2.4-1 and Table 1.17.2.4-2.
Table 1.17.2.4-1 Values of Site Factor, Fpga, at Zero-Period on Acceleration Spectrum
Mapped Peak Ground Acceleration Coefficient (PGA)1

Site Class
PGA ≤ 0.1 PGA = 0.2 PGA = 0.3 PGA = 0.4 PGA = 0.5 PGA ≥ 0.6
A 0.8 0.8 0.8 0.8 0.8 0.8
B 0.9 0.9 0.9 0.9 0.9 0.9
C 1.3 1.2 1.2 1.2 1.2 1.2
D 1.6 1.4 1.3 1.2 1.1 1.1
E 2.4 1.9 1.6 1.4 1.2 1.1
F2 *2 *2 *2 *2 *2 *2
April 2024 1-503

Table 1.17.2.4-2 Values of Site Factor, Fa, for Short-Period Range of Acceleration Spectrum
Mapped Spectral Acceleration Coefficient at Period 0.2 sec (SS)1

Site Class
SS ≤ 0.25 SS = 0.5 SS = 0.75 SS = 1.0 SS = 1.25 SS ≥ 1.5
A 0.8 0.8 0.8 0.8 0.8 0.8
B 0.9 0.9 0.9 0.9 0.9 0.9
C 1.3 1.3 1.2 1.2 1.2 1.2
D 1.6 1.4 1.2 1.1 1.0 1.0
E3 2.4 1.7 1.3 *3 *3 *3
F2 *2 *2 *2 *2 *2 *2
Replace AASHTO Guide Specifications Table 3.4.2.3-2 with Table 1.17.2.4-3.
Table 1.17.2.4-3 Values of Site Factor, Fv, for Long-Period Range of Acceleration Spectrum
Mapped Spectral Response Acceleration Coefficient at Period 1.0 sec (S1)1

Site Class
S1 ≤ 0.1 S1 = 0.2 S1 = 0.3 S1 = 0.4 S1 = 0.5 S1 ≥ 0.6
A 0.8 0.8 0.8 0.8 0.8 0.8
B 0.8 0.8 0.8 0.8 0.8 0.8
C 1.5 1.5 1.5 1.5 1.5 1.4
D3 2.4 2.23 2.03 1.93 1.83 1.73
E3 4.2 3.33 2.83 2.43 2.23 2.03
F2 *2 *2 *2 *2 *2 *2
Notes:
1
– Use straight-line interpolation for intermediate values of PGA, SS, or S1.
2
– Perform a site-specific geotechnical investigation and dynamic site response analysis for all multi-span
bridges in Site Class F.
3
– Consider performing a ground motion hazard analysis or dynamic site response analysis for multi-span
bridges.
Determine the spectral response parameters for the Lower Level Design Earthquake using the
Ground Motions of a full rupture of Cascadia Subduction Zone Earthquake (CSZE). The full
rupture CSZE hazard maps are available at the ODOT Bridge Section website.
The CSZE is a deterministic event, and a deterministic Design Response Spectrum must be
generated. To allow for consistency and efficiency in design for the CSZE, an application for
generating the Design Response Spectra has been developed by Portland State University.
Latitude, Longitude, and Vs,30 are the only required input for running the application. This
application can be accessed at the following link:
https://www.oregon.gov/ODOT/Bridge/Pages/Seismic.aspx
April 2024 1-504

1.17.2.5 Consideration for Other Loads and Hazards

Use the load factor for the Live Load on Extreme Event Load Combination I, γEQ = 0 (LRFD
3.4.1), unless the bridge is designated by Bridge Section as non-conventional or Critical.
For bridges subject to liquefaction, perform seismic analyses for both liquefied and non-
liquefied conditions. Refer to Chapter 13 of GDM for combination of inertial loads and
liquefaction or liquefaction-induced lateral spreading.
For bridges subject to scour, perform seismic analyses for both scoured and non-scoured
conditions. Use the scour depths provided in BDM 1.10.5.3 for the scoured condition.
1.17.2.6 Modifications to AASHTO Guide Specifications for LRFD

Seismic Bridge Design
The following items summarize ODOT’s additional requirements and deviations from AASHTO
Guide Specifications for LRFD Seismic Bridge Design:
• Design all bridges to satisfy the Type-1 Global Seismic Design Strategy (ductile
substructure with essentially elastic superstructure), AASHTO Guide Specifications 3.3.
However, in the case of a steel substructure, design the bridge according to the latest
edition of the AASHTO LRFD Bridge Design Specifications.
Type-2 Global Seismic Design Strategy (essentially elastic substructure with ductile
superstructure) is not permitted by ODOT.
Type-3 Global Seismic Design Strategy (elastic superstructure and substructure with a
fusing mechanism between the two) can be considered if approved by the State Bridge
Engineer. Include a clear description of the selected Seismic Design Strategy in the
calculation book for the structure.
• The following types of Earthquake Resisting Systems (ERS) or Earthquake Resisting
Elements (ERE) provided in AASHTO Guide Specifications 3.3 are permissible ERS or ERE
for ODOT bridges:
o Type 1, 2, 3, 4 and 5 on Figure 3.3-1a.
o Types 1, 2*, 3, 7, 8, 9, 10, 11**, 12 and 14 on Figure 3.3-1b.
* Near ground plastic hinge is limited to less than 4 feet below ground surface.
** To use this Earthquake Restraining Element the following must be applied:
1. Liquefaction induced-lateral spread and slope instability are deemed
unlikely to occur under the design earthquake.
April 2024 1-505

2. For the Life Safety criteria a maximum of 70 percent of the passive
abutment resistance can be used in seismic analyses in accordance with
AASHTO Guide Specifications.
3. For the Operational criteria a maximum of 30 percent of the passive
abutment resistance can be used in seismic analyses.
• Obtain approval from the State Bridge Engineer before utilizing any of the following
types of Earthquake Resisting Systems (ERS) or Earthquake Resisting Elements (ERE)
provided in AASHTO Guide Specifications 3.3:
o Type 6 on Figure 3.3-1a.
o Types 4, 5, and 6 on Figure 3.3-1b.
o Types 1 and 2 on Figure 3.3-2.
• The following types of Earthquake Resisting Systems (ERS) or Earthquake Resisting
Elements (ERE) provided in AASHTO Guide Specifications 3.3 are not permissible ERS or
ERE for ODOT bridges:
o Type 13 on Figure 3.3-1b.
o Types 3, 4, 5, 6, 7, 8 and 9 on Figure 3.3-2.
o Types 1, 2, 3 and 4 on Figure 3.3-3.
• Identify the ERS for bridges in SDC B (AASHTO Guide Specifications 3.5) when 0.25 ≤ SD1 <
0.30.
• Pushover analysis can be used instead of the implicit equations to determine the
Displacement Capacity for SDC B and C as prescribed on AASHTO Guide Specifications
3.5. When pushover analysis is performed, provide SDC D Level of Detailing regardless
of the design SDC.
• Satisfy the balanced stiffness and balanced frame geometry requirements for all bridges
in SDC C and D (AASHTO Guide Specifications 4.1.2 and 4.1.3).
• For bridges with two or more spans in SDC B, C, or D, use analysis Procedure Number 2
(Elastic Dynamic Analysis) to determine seismic demand (AASHTO Guide Specifications
4.2).
• Use Procedure 3, (Nonlinear Time History Analysis) if the geotechnical engineer is
performing a site-specific hazard motion analysis and any of the following exists:
o The maximum bridge span length is more than 300 feet or the total bridge length
is more than 1,800 feet.
o Bridge geometry does not allow for the balanced stiffness or balanced frame
geometry requirements be satisfied.
o Special bearing and damping devices (isolation bearing, shock transmission
units, etc.) and non-conventional expansion joints are expected to be installed.
Nonlinear Time History Analysis is the most expensive seismic analysis procedure;
however, the extra design cost is often offset by construction cost savings and can be
effectively used to manage risk.
Consult the project geotechnical engineer to determine if there are geotechnical factors that
may lead to pursuing the development of ground response and non-linear time history
analyses. Geotechnical factors may include:
April 2024 1-506

o Bridge is within 6 miles of an active fault.
o Soils at bridge site are defined as Site Class “E” or “F” soils.
o Soil profile supporting the bridge varies significantly among bridge bents.
• Use a Damping Ratio of 5 percent (AASHTO Guide Specifications 4.3.2) on all new bridges
for seismic loading. The application of the reduction factor, RD, is not allowed without
approval from the State Bridge Engineer.
• Use Design Method 3 (Limited-Ductility Response in Concert with Added Protective
Systems) for designing the lateral seismic displacement demand (AASHTO Guide
Specifications 4.7.1) only upon approval from the State Bridge Engineer.
• For SDC C or D, if columns or pier walls are considered an integral part of the energy-
dissipating system but remain elastic at the demand displacement (AASHTO Guide
Specifications 4.2), design and detail the capacity protected members to resist the lesser of:
o 2.0 times the elastic forces resulting from the demand displacement.
o Column/pier overstrength plastic moment and shear.
• Design Longitudinal Restrainers (AASHTO Guide Specifications 4.13.1) in accordance with
BDM 1.17.8.
• Participation of the approach slab, wingwalls, and backwalls in the overall dynamic
response of bridge systems may be considered in seismic design of bridges using BDM
1.10.4.2.
• Select the Foundation Modeling Method (FMM) (AASHTO Guide Specifications 5.3.1)
according to BDM 1.10.4.
Do not allow uplift or rocking of spread footings in all SDCs.
• Perform Liquefaction Assessment for all bridge sites according to Chapter 6 of the ODOT
Geotechnical Design Manual.
• Use the provisions in AASHTO Guide Specifications 7.2 in conjunction with the forced-
based seismic design procedure utilized in the AASHTO LRFD Bridge Design Specification
and requirements of this section of the BDM.
• Provide minimum shear reinforcement for bridges in SDC A, when 0.10 ≤ SD1 ≤ 0.15,
according to the requirements of AASHTO Guide Specifications 8.6.5 for SDC B, in
addition of satisfying the requirements of AASHTO Guide Specifications 8.2.
• Do not use wire rope or strands for spirals in bridge columns. containing potential
plastic hinge regions. Deformed welded wire reinforcement (AASHTO Guide
Specifications 8.4.1) may be used with approval from the State Bridge Engineer.
• Do not use high strength reinforcing bars with yield strength exceeding 60 ksi for
sprials, hoops, or longitudinal column reinforcement where plastic hinging is expected.
• The same size vertical bars may be used inside and outside of interlocking spirals
(AASHTO Guide Specifications 8.6.7).
• Provide minimum longitudinal reinforcement (AASHTO Guide Specifications 8.8.2) of 1
percent for columns in SDC B, C and D.
• Extend the vertical column bars into oversized drilled shafts according to BDM 1.10.5.5,
in lieu of AASHTO Guide Specifications 8.8.10.
April 2024 1-507

• Revise the third bullet of AASHTO Guide Specifications 8.13.4.1.1 as follows:
o Exterior column joints for box girder superstructures and other superstructure
types if the cap beam extends beyond the joint far enough to develop the
longitudinal cap reinforcement.
Figure 1.17.2.6-1 Three-Dimensional Representation of Knee Joint Reinforcing
April 2024 1-508

1.17.2.7 Bridge Widenings

Design selected bridge portions for seismic loading as directed by the flowchart shown in Figure
1.17.2.7-1. Design by the same criteria as for "New Bridges".
POTENTIAL FACTORS AFFECTING SEISMIC PERFORMANCE OF BRIDGE WIDENINGS –
The following considerations refer to the flow chart in Figure 1.17.2.7-1.
Consideration 1
• Widening without adding new columns will make a bridge more vulnerable to seismic
loads. Clearances for railroads or highways under structures may prevent adding new
columns.
Consideration 2
• Widening on both sides will increase the potential for the new portion to be able to resist
seismic loads for the full widened structure.
• Widening on one side only may actually result in a completed structure that is more
vulnerable than the original structure.
• If widening is on one side only, is there a possibility another future widening could be
placed on the opposite side?
• It will not normally be practical for a widening to resist the total seismic load (existing
and widening) when widening on only one side; however, there could be exceptions.
Consideration 3
• A formal seismic analysis may be required to answer this question. A “yes” answer to
Consideration 3 assumes only minimal work (such as column jacketing) will be needed
for the existing structure.
• Although the existing structure may have inadequate capacity, it will have some
capacity that can probably be taken advantage of.
• If existing columns are not stressed beyond the elastic range they will probably not need
a Phase 2 retrofit.
• The existing structure will have to go through the same deformations as the new portion
even though the capacity may not be included in the seismic analysis.
Consideration 4
• Structures which are connected must have compatible deflections at connections.
• We are usually not concerned about the seismic load generated from one structure
colliding with an adjacent structure; however, there could be exceptions.
• Providing a joint between the widening and existing structure will probably increase the
potential for the new portion to resist seismic loads. If the widening adds enough width
for at least two lanes and the longitudinal joint would not be in a travel lane, a joint
should be considered.
Consideration 5
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• Base isolation is strongly encouraged, especially when bearing replacement is required
anyway.
• When footing strengthening is required, Phase 2 will probably not be practical due to
the high cost. If cost is the primary decision factor, a realistic estimate of Phase 2 retrofit
cost should be prepared. Don't say it costs too much without knowing how much too
much is!
• The closer footings are to the ground surface, the more practical Phase 2 will become.
Consideration 6
• If you can't see the new portion acting separately, do not waste time assuming it will!
• Widenings with only one new column per bent vs. multiple columns on the existing
structure probably do not need to be modeled separately.
• When widening with 2 or more columns or with drilled shafts, it is probably reasonable
to model the new structure separately.
• Consider the potential for another future widening. Perhaps size the footings larger
than necessary.
Consideration 7
• Is it even possible to close the structure to replace it? Can it be replaced in stages? Is it
historic?
• A new structure will usually be far superior to a "band-aided" structure.
Consideration 8
• FHWA requirements take effect when the new structure has more travel lanes than the
existing structure. Widenings that add only shoulder width or median width are not
affected. FHWA requirements may assist in convincing region of including Phase 2
seismic retrofit, but it is not intended to force a Phase 2 retrofit when it is not practical.
• For projects exempt from FHWA review, the Technical Services Branch Manager will
approve exceptions to FHWA policy.
Consideration 9
• Region holds the money. They may have factors/priorities we don't know about.
• Refusal by region to fund the needed retrofit and refusal by FHWA to grant an
exception (if federal funding) could lead to cancellation of the project.
• It would be desirable to calculate a cost-benefit ratio.
SEISMIC DETAILING FOR BRIDGE WIDENINGS: Figure 1.17.2.7-1 provides a framework for
evaluating the level of seismic design required for bridge widenings. When detailed seismic
modeling and analysis is not required, provide seismic detailing of all new bridge components.
Seismic detailing consists of providing the reinforcement of the Earthquake Resisting Elements
within the limits recommended in the design specifications, including:
• Maximum and minimum shear reinforcement (per AASHTO Guide Specifications 8.6.4 &
8.6.5).
April 2024 1-510

• Maximum and minimum longitudinal reinforcement (per AASHTO Guide Specifications
8.8.1 & 8.8.2).
• Maximum spacing of longitudinal reinforcement (6 or 8 inch, depending on the shape of
the column).
• Minimum size of lateral reinforcement (per AASHTO Guide Specifications 8.8.9).
• Maximum spacing of lateral reinforcement in plastic region (4 inch), where the plastic
hinge region is determined according to the AASHTO Guide Specifications 4.11.7.
• Joint proportioning (per AASHTO Guide Specifications 8.13.2) and minimum joint shear
reinforcing (per AASHTO Guide Specifications 8.13.3).
April 2024 1-511

Figure 1.17.2.7-1 Seismic Design and Detailing Flowchart for Bridge Widenings
April 2024 1-512

1.17.2.8 Seismic Retrofit

The ODOT’s Seismic Implementation: Policies and Design Guidelines provides guidance for planning
and executing ODOT’s Seismic Program. It also provides recommendations regarding the design
criteria and other considerations that need be evaluated during the early design phase of the
project. When the seismic retrofit design is included in a project, use a phased approach for
establishing a practical and economical retrofit strategy. The publication "Seismic Retrofitting
Manual for Highway Structures" (FHWA-HRT-06-032) is recommended as a reference source to
supplement the Bridge Design Manual and Bridge CAD Manual.
The following steps are provided to help designers initiating the design process:
• Most Oregon bridges fall under importance category of “standard”, based on the Bridge
Importance Category definitions provided on FHWA-HRT-06-032. Contact Bridge HQ
when this category becomes questionable for a given structure.
• Contact Bridge HQ for information on the Anticipated Service Life (ASL) of the bridge.
• Revise the top-half of the Table 1-2 of FHWA-HRT-06-032 as shown in Table 1.17.2.8-1.
Table 1.17.2.8-1 Minimum Performance Levels for Retrofitted Bridges
BRIDGE IMPORTANCE and
EARTHQUAKE SERVICE LIFE CATEGORY
GROUND MOTION Standard Essential
ASL 1 ASL 2 ASL 3 ASL 1 ASL 2 ASL 3
Lower Level
Ground Motion
PL04 PL3PL2 PL3PL2 PL04 PL3PL2 PL3
Cascadia Subduction
Zone Earthquake – Full
Rupture
Upper Level
Ground Motion
7 percent probability of
PL04 PL1 PL1 PL04 PL1 PL2
exceedance in 75 years;
return period is about
1,000 years.
Replace Equation 7-49 of FHWA-HRT-06-032 with the following equation:
April 2024 1-513

𝑉𝑉𝑚𝑚 − 𝑉𝑉𝑖𝑖
𝜙𝜙𝑝𝑝 = �2 − 5 � �� 𝜙𝜙𝑦𝑦
𝑉𝑉𝑖𝑖 − 𝑉𝑉𝑓𝑓
Replace Equation 7-51 of FHWA-HRT-06-032 with the following equation:
𝑉𝑉𝑗𝑗ℎ − 𝑉𝑉𝑗𝑗𝑗𝑗
𝜙𝜙𝑝𝑝 = �2 − 4 � �� 𝜙𝜙𝑦𝑦
𝑉𝑉𝑗𝑗𝑗𝑗 − 𝑉𝑉𝑗𝑗𝑗𝑗
The equations above will produce results that are consistent with the narrative in Article
7.8.2.7(b) and 7.8.2.8(b) of FHWA-HRT-06-032, given the following definition of curvature
ductility, 𝜇𝜇𝜙𝜙 :
𝜙𝜙𝑦𝑦 + 𝜙𝜙𝑝𝑝
𝜇𝜇𝜙𝜙 =
𝜙𝜙𝑦𝑦
For assessing the seismic performance of existing bridges use concrete strain limits provided in
Table 1.17.2.8-2 for existing bridge columns with poor confinement detailing.
Table 1.17.2.8-2 Concrete Strain Limits for Existing Bridge Columns
Confinement Inadequate Hoops and Hoop Spacing1

Design Inadequate Lap Splice2 Adequate Lap Splice
Operational 0.002 0.002
Life Safety 0.003 0.004
1. As adequate hoops are qualified those that meet the definition of “seismic hooks” in Article
8.8.9 of AASHTO Guide Specifications for Seismic Bridge Design and are spaced no more than 6
inches apart.
2. As adequate lap splices are qualified those that meet the requirements of Article 5.10.8.4.3a of
AASHTO LRFD Bridge Design Specifications for Class B splice.
PHASE 1
The Phase 1 Seismic Retrofit is considered to achieve “Life Safety” performance of Oregon
bridges under seismic induced loading. Work during this phase is intended to prevent
superstructure pull-off and bearing failure. Phase 1 Retrofit is not required on bridge painting
projects or any projects where the scope of work does not extend below the deck.
Incorporate Phase 1 Seismic Retrofit on bridge rehabilitation projects when bridges are located
in Seismic Zone 3 or 4. Bridges located in Seismic Zone 2 may be considered for Seismic Retrofit
April 2024 1-514

if situated between bridges (on the same route) that have received or are receiving Seismic
Retrofit, or between new bridges built to current seismic design standards.
As a minimum, for a Phase 1 Retrofit ensure that the girders will not pull off longitudinally or
slide off laterally from the bents. This will normally involve addition of cable restraints, shear
blocks, or beam seat lengthening and widening.
Identify a seismic design concept which will accomplish the intent to preclude span pull off or
collapse of the superstructure. Depending on the concept selected, some strengthening of the
superstructure may be required to ensure loads generated at the restraints or shear blocks can
be transmitted without exceeding design stresses in the superstructure. For steel truss bridges,
ensure all truss elements and connections provide sufficient resistance to failure or plastic
deformation under seismic induced loading. Short pedestals or secondary columns above the
main bent cap level must also be investigated for seismic induced loading and strengthened or
braced, if necessary.
Upgrade existing bearings to elastomeric bearings, if needed to assure the designer’s concept
will work. Upgrading bearings to elastomeric should, also, be considered to improve seismic
performance when existing bearings are known to have poor seismic performance, such as steel
rocker bearings. Analysis for Phase 1 Retrofit will normally consist of a single degree of
freedom model, which may be sufficient for normal bridges. However, a higher level analysis
may be required, if needed to fully develop the designer’s concept, or for bridges with irregular
column lengths of multi-column bents or if the bents have significantly different stiffness. Use
full column sections (uncracked) for this level of analysis to develop connection design loads.
This is the minimum level of work that must be included. A cracked section analysis may be
used to investigate the maximum anticipated movements.
PHASE 2
Work during this phase involves substructure (columns, footings and foundations) ductility
enhancement and strengthening. Any additional or deferred Phase 1 Retrofit work would also
be included. The end product is a retrofitted bridge with as much seismic loading resistance as
a new bridge would have for the site. The Phase 2 Seismic Retrofit is considered to achieve the
“Operational” performance of Oregon bridges under the seismic loading induced by the full
rupture of Cascadia Subduction Zone Earthquake.
Evaluate the structure to investigate the level of effort and scope of work needed to do Phase 2
Retrofit. Phase 2 involves a complete seismic analysis of the widened or rehabilitated bridge for
full seismic loading, including consideration of strengthening or restraints to the superstructure,
substructure and foundations. The work may involve column and footing strengthening or
enlargement, or the use of isolation bearings, and soil improvement, if there is potential for
liquefaction. The decision about whether to actually do Phase 2 Retrofit in the project will be
made after developing a retrofit concept, rough cost estimate and evaluation of the relative
importance of the bridge to the transportation network, in comparison to the estimated cost and
available funding for the project. The remaining service life, existing condition, and retrofit cost
April 2024 1-515

versus replacement cost are also important factors and must be evaluated. Consult with the
Bridge Section before proceeding with any Phase 2 seismic retrofit. The flowchart for seismic
design of widenings in BDM 1.17.2.7 (Figure 1.17.2.7-1) can be used as a guide to make the
decision.
A seismic retrofit analysis typically requires the use of a “Site Factor” to develop the response
spectrum used in the analysis. Site factors are based on the soil conditions at the site,
(categorized as Site Classes A - F) as described in the FHWA Seismic Retrofitting Manual for
Highway Structures, Table 1-3. For most normal bridges requiring Phase 1 retrofit work the site
class can be determined using either existing soils data or a general knowledge of the site
geology and soil conditions. If limited knowledge is available the default designation of Site
Class D is acceptable. However, for Phase 2 level retrofit analysis more detailed soils
information is required to better determine the design response spectrum and also to
adequately characterize and model the foundations in the analysis. Additional exploration work
may be required to obtain this information. This additional work is justified due to the
increased cost of Phase 2 retrofit work and the need for a more refined analysis.
RAIL UPGRADE, DECK OVERLAYS, PRESERVATIONS, REPAIR, STRENGTHENING,
AND OTHERS:
These projects should include seismic retrofit as described previously for "Seismic Retrofit".
1.17.2.9 Temporary Detour Bridges, Pedestrian Bridges, and

Buried Structures
TEMPORARY DETOUR BRIDGES:
Design all temporary detour bridges meeting one of the following criteria according to LRFD
3.10.10:
• Bridge is expected to be in service for more than one year and ADT > 10,000.
• Bridge is expected to be in service for more than two years.
For all other temporary detour bridges, provide the minimum support length requirement
according to LRFD 4.7.4.4.
PEDESTRIAN BRIDGES:
Design new pedestrian bridges that cross over roads carrying vehicular traffic according to
requirements for Ordinary bridges, as specified in BDM 1.17.2.3.
BURIED STRUCTURES:
According to AASHTO Guide Specifications 3.1, buried structures, generally, do not need to be
designed for seismic loads. However, for all buried structures supported on piling or drilled
shafts type foundations, design the structure for seismic loading according to BDM 1.17.
April 2024 1-516

1.17.2.10 Structure Modeling

(1) STRUCTURE MODELING, GENERAL:
• Use a "first cut" analysis with fixed supports. These results will be easier to interpret
than a spring supported model and will give a baseline for comparison with additional
analyses. With these results, make a rough substructure design. Now a new analysis
can be performed with footing springs and the substructure design checked and refined.
Additional cycles of redesign, analysis, and force comparison to previous analyses could
be used in some cases but generally would not be required or warranted.
• A reasonable target for a seismic design check is 20 percent. Designer and checker
should resolve differences greater than 20 percent, but it is impractical to try to refine the
design beyond that.
(2) FOOTING SPRINGS:
See BDM 1.10.4.
(3) PROGRAMS:
• The Uniform Load and single mode dynamic analysis methods are acceptable for many
structures (see the code limitations) but multi-mode dynamic analysis by computer may
be easier. The result of any analysis method must be judged for correctness. Is the
result reasonable? Reviewing the calculated periods, modal participation factors and
mode shapes can greatly aid this judgment. A high level of engineering judgment will
be required at all times.
• MIDAS is ODOT’s primary in-house static and dynamic analysis programs, and is
available for bridge designers working at Bridge HQ or Region Tech Centers. Many
design firms have adopted the use of SAP2000 or STAAD for seismic design of bridges.
Other programs are also acceptable, provided the programs satisfy the analysis
requirements and have been previously verified.
1.17.3 Reserved
1.17.4 Liquefaction Evaluation and Mitigation

Procedures
The liquefaction potential of foundation soils will be determined by the geotechnical designer.
If foundation soils are predicted to liquefy, the effects of liquefaction on foundation design and
performance will be provided as described in BDM 1.10.5. The need for liquefaction mitigation
will be in accordance with the following ODOT Liquefaction Mitigation Policy.
April 2024 1-517

Figure 1.17.4-1 ODOT Liquefaction Mitigation Policy
Note 1: For meeting the performance requirements of the Cascadia Subduction Zone event
(Operational), lateral deformation of approach fills of up to 12 inches are generally considered
acceptable under most circumstances pending an evaluation of this amount of lateral
deformation on abutment piling and abutment/cap. Larger structural lateral deformations and
settlements may be acceptable under the 1000 year event as long as the “Life Safety” criteria are
met.
Note 2: The bridge should be open to emergency vehicles after the Cascadia Subduction Zone
event, following a thorough inspection. If the estimated embankment deformations (vertical or
horizontal or both) are sufficient enough to cause concerns regarding the serviceability of the
bridge, mitigation is recommended.
Note 3: Geotechnical and bridge designer to submit all liquefaction mitigation designs and cost
estimates to Bridge Standards for review and approval.
April 2024 1-518

A continuous discussion between the Geotechnical and bridge designers is to be expected for
determining the most cost-effective mitigation alternative. The iteration for both geotechnical
and structural analyses start with the geotechnical designer providing the bridge designer the
following information:
• lateral soil displacement.
• vertical soil displacements.
• vertical and horizontal loading on piling and end bent due to the soil displacement.
Bridge designer determines the lateral and vertical deformation demand and capacity of the
bridge foundation and follows up with the geotechnical designer on the need for soil
mitigation. Evaluation of the mitigation alternatives should consider both structural
improvements and soil mitigation by maintaining a cost balance and equal risk between these
two forms of mitigation. Final cost estimates should reflect this evaluation.
Refer to ODOT research report SPR Project 361: “Assessment and Mitigation of Liquefaction Hazards to
Bridge Approach Embankments in Oregon”, Nov. 2002 and “Ground Modification Methods Reference
Manual, Volume I & Volume II”, (Pub. No. FHWA-NHI-16-027 & NHI-16-028) for mitigation
alternatives and design procedures.
As a general guideline, the foundation mitigation should extend from the toe of the bridge end
slope (or face of abutment wall) to a point that is located at the base of a 1:1 slope which starts at
the end of the bridge approach slab, as shown in Figure 1.17.4-2.
Figure 1.17.4-2 Foundation Mitigation
April 2024 1-519

1.17.5 Costs
(1) CONSTRUCTION COSTS: Apply the following factors to TS&L (preliminary) structure cost
estimates to approximate the additional cost of seismic criteria (excluding liquefaction):
• Single Spans: 1.00
• Multiple Spans: 1.30 Irregular (widely varying columns lengths or support
materials; unusual geometry or curvature)
1.10 Other
(2) DESIGN COSTS: Apply the following factors to TS&L (preliminary) design cost estimates to
approximate the additional cost of seismic design criteria (excluding liquefaction):
• Single Spans: 1.00
• Multiple Spans: 1.20 Trestles
1.50 Irregular (widely varying columns lengths or support
materials; unusual geometry or curvature)
1.35 Other
1.17.6 Instrumentation
Consider placement of accelerometers on the ground and on structure portions for large or
unusual structures. Consult with the State Bridge Engineer to determine if this is appropriate
and fits with the ODOT Strong Motion Program.
1.17.7 Dynamic Isolators

Isolators may be useful for either new construction or retrofit work. Isolators change structure
response by lengthening the periods of primary vibration. This tunes the structure response
away from the typical earthquake's maximum response frequencies. This effect, along with
added damping, works to reduce the system response. The result is reduced substructure
forces.
Typical steps to model an isolated structure include:
1. Compute service loads (D, L, LF, CF, W, WL, R, S and T) for the worst single girder.
2. Use these loads, and the applicable seismic loading, in the Dynamic Isolation System,
Inc. (DIS) program PC-LEADER to get a preliminary isolator size and its properties. DIS
has given us permission to use the program even though we will not specify only their
bearing.
3. Develop a full structural model (superstructure, substructure, and bearings/isolators).
Normally this will be done on a per girder basis so the substructure should be
proportioned to fit this basis. The model can often be a two dimensional model.
April 2024 1-520

4. In the structural model use the equivalent isolator stiffness (Keff). This stiffness should
be further modified to fit modeling assumptions of a bearing cantilevered from the
substructure at interior supports.
5. Load the structural model with dynamic loading through a modified response spectrum.
The response spectrum can be taken from the PC-LEADER output or developed from
the Guide Specification for Seismic Isolation Design.
6. Develop another full structural model to represent the "as-is" structure. Dynamically
load this model with a normal response spectrum. This gives a basis to evaluate the
isolation effectiveness.
7. It may be necessary or desirable to adjust the relative isolator stiffness to better
distribute the dynamic forces. It is important the final isolator properties function
adequately for service loads. The isolator characteristics must also be realistic and
achievable.
An example isolator modeling is given in the Bridge Example Design notebook.
Other computer programs are acceptable, provided the programs satisfy the analysis
requirements and have been previously verified.
1.17.8 Seismic Restrainer Design (New Designs and

Retrofits)
1.17.8.1 Seismic Restrainer Design, General
The intent is to prevent superstructure pull-off and bearing failure. Work restrainers only in the
elastic range. Design the restrainer connection for 125 percent of the restrainer design force.
Note that LRFD 3.10.9.5 requires “sufficient slack” so that the restrainer does not start to act
until the design displacement is exceeded.
Restrainers may be omitted where the available seat width meets or exceeds “N” of the Design
Specifications and 4 times the calculated design earthquake elastic deflection. Seat widths
meeting these criteria are presumed to accommodate the large elasto-plastic movements of a
real structure under seismic loading.
Design restrainers for a minimum force equal to the peak site bedrock acceleration coefficient
“A” times the weight of the lighter portion being connected.
In all instances it is necessary to design or check the transfer mechanism for force transfer from
superstructure to substructure (bearings, diaphragms).
April 2024 1-521

1.17.8.2 Information for Restrainer Design

(1) CONCRETE:
Concrete bearing strength based on 0.85f’’c (Φ = 1.0).
Maximum increase for supporting surface wider than loaded area = 2.0.
Multiply by 0.75 when loaded area is subject to high edge stresses.
For concrete shear lugs, use LRFD equation 5.8.4.1-1 for shear friction as outlined in LRFD 5.8.4.
(2) STRUCTURAL STEEL:
Design structural steel members using the AASHTO LRFD Bridge Design Specifications.
(3) FASTENERS:
Table 1.17.8.2-1 Steel to Steel Restrainer Design Parameters
A 307 A 325
Diameter Nominal Tension Shear Tension Shear

(inch) Area (in2) (0.76 x 60 ksi) (0.38 x 60 ksi) (0.76 x 120 ksi) (0.38 x 120 ksi)
0.75 0.4418 20.1 k 10.1 k 40.3 k 20.1 k
0.875 0.6013 27.4 k 13.7 k 54.8 k 27.4 k
1.0 0.7854 35.8 k 17.9 k 71.6 k 35.8 k
Notes:
Tension loads are based on LRFD equation 6.13.2.10.2-1.
Shear loads are based on LRFD equation 6.13.2.7-2 assuming one shear plane per bolt and with threads
included in the shear plane.
Shear loads may be increased 25 percent if the threads are excluded from the shear plane.
April 2024 1-522

(4) STEEL RODS:
Table 1.17.8.2-2 Steel Rods Restrainer Design Parameters
A307 A449
Fu = 58 ksi Fu varies
Diameter Stress Area Tension (kips) Tension (kips) Fy

(Inch) (in2) Ft=Fy=36 ksi Ft = Fy (ksi)
0.750 0.334 12.0 30.7
0.875 0.462 16.6 42.5 92
1.00 0.606 21.8 55.8
1.125 0.763 27.5 61.8
1.250 0.969 34.9 78.5 81
1.375 1.155 41.6 93.9
1.500 1.405 50.6 114.0
1.750 1.900 68.4 110.0 58
2.250 2.500 90.0 145.0
Notes:
Tensioning of A 449 steel rods must be specified, if required by the design.
Tensioning requirements are not part of the specification as they are with A 325.
Use nominal area for elongation calculations.
(5) WIRE ROPE:

See BDM 1.17.8.6 for a complete discussion of Structural Wire Rope, Wire Rope Connections &
Turnbuckles.
Ft = (0.95)(176.1 ksi)(area) = 0.95(minimum breaking strength).
Note: Yield strength is approximately equal to minimum breaking strength.
Table 1.17.8.2-3 Wire Rope Restrainer Design Parameters
Diameter (in) Area (in2) Minimum Breaking Strength Design Load (kips)
(kips)
1/2 0.119 23.9 22.7
3/4 0.268 52.9 50.2
7/8 0.361 71.6 68.0
1 0.471 93.0 88.3
1 3/8 0.906 173.0 164.0
April 2024 1-523

The area values in Table 1.17.8.2-3 are based on ASTM A603. The minimum breaking strength
above is based on ASTM A1023. The design load in Table 1.17.8.2-3 is based on 0.95 x the
minimum breaking strength. For sizes other than 7/8 inch diameter, ASTM A1023 is likely to be
used.
E for wire rope = 10,000 ksi
fy for wire rope = 176.1 ksi
ASTM A603 lists the E for structural wire rope as 20,000 ksi for "prestretched" wire rope. Wire
rope used for seismic applications will not be prestretched, however, so an E of 10,000 ksi
should be used.
(6) RESIN BONDED ANCHORS:
See BDM 1.5.11.2, "Post-Installed Anchors".
(7) CONCRETE INSERTS:
Use hot-dip galvanized expanded coil concrete inserts with closed-back ferrule threaded to
receive UNC threaded bolts.
Inserts are readily available in ¼ inch sizes. Other sizes are only available in very large
quantities. Therefore, only the standard sizes listed in Table 1.17.8.2-4 are recommended.
Table 1.17.8.2-4 Concrete Inserts Restrainer Design Parameters
Diameter Tension ( kips ) Shear ( kips )

( in ) A307 or A325 A307 A325
3/4 12.6 7.4 12.6
1 19.3 13.4 19.3
1-1/4 34.4 21.4 34.4
1-1/2 54.3 31.0 54.3
Tension and shear capacity for concrete failure is based on equation 6.5.2 from the PCI Design
Handbook (3rd Edition) with Φ = 1.0 and with a factor of safety of 1.5. Equation 6.5.2 controls both
shear and tension for shallow embedment depths. See the PCI Design Handbook for group
effects, edge distance effects and combined tension and shear.
Tension capacity of the insert cannot exceed the tension capacity of the bolt. Shear capacity of
the insert cannot exceed the shear capacity of the bolt or the insert tension capacity.
Tension capacity of the bolt = 0.76Abfub, where Ab = bolt stress area (LRFD equation 6.13.2.10.2-1).
Shear capacity of the bolt = 0.38Abfub (LRFD equation 6.13.2.7-2).
April 2024 1-524

1.17.8.3 Longitudinal Restrainer Design

(1) IN-SPAN HINGES: Use the following general procedure (a modified CALTRANS method):
• Estimate restrainers to use (with elongation) and gapping desired/allowed.
• Determine joint openings (including approximate temperature movement (fall) and
creep and shrinkage if appropriate).
• Determine frame stiffness and capacity.
• Determine adjacent frame stiffness and capacity.
• Plot force/deflection relationship considering component stiffnesses, joint openings
(including temperature, creep, and shrinkage openings), and restrainer gapping.
• Assume a final force and deflection under single-mode response to get equivalent
stiffness.
• Calculate period and resulting response coefficient.
• Calculate dynamic force and locate on the force/deflection curve.
• Review that the force capacity of the system is not exceeded, the assumed/acceptable
deflection is not exceeded, and the equivalent stiffness and period are approximately as
before.
• If checks are not okay modify system and recycle through as needed.
(2) BENTS WITH SUPERSTRUCTURE CONTINUOUS OVER THE BENT:

• Connect superstructure to substructure with capacity to form plastic hinging in the
column(s).
(3) BENTS WITH ONLY THE DECK CONTINUOUS OVER THE BENT:
• Connect each span to substructure to form plastic hinging in the column(s).
(4) BENTS WITH NO SUPERSTRUCTURE CONTINUITY OVER THE BENT:
• With frames each side of bent:
Connect each span to substructure to form plastic hinging in the column(s). Also
connect adjacent superstructure portions by the same techniques as “in-span hinges.”
The adjacent super-structure portions may be connected by span to substructure
connections of adequate capacity to function for both portions.
• With simple spans each side of bent:
Connect each span to the substructure to form plastic hinging in the column(s).
Note: The plastic hinging capacity should be determined from column interaction curves with
axial and moment Φ values of 1.0. Enter the curve with the unfactored dead load axial force
(plus any redundancy induced axial force due to lateral seismic loading), determine the
accompanying moment capacity and multiply this value by 1.3. This is the plastic moment
capacity.
April 2024 1-525

1.17.8.4 Transverse Restrainer Design

(1) IN-SPAN HINGES:
• Design for force transfer of 2.5(A)(supported dead load).
(2) BENTS WITH SUPERSTRUCTURE CONTINUOUS OVER THE BENT:
• Connect supported spans with force to form a failure mechanism (plastic hinging at the
top of frame (column or crossbeam) and plastic hinging at bottom of column.
(3) BENTS WITH ONLY THE DECK CONTINUOUS OVER THE BENT:
• Connect supported spans with force to form a failure mechanism (plastic hinging at the
top of frame (column or crossbeam) and plastic hinging at bottom of column.
• Prorate design force to ahead and back side of bent by dead load ratio.
(4) BENTS WITH NO SUPERSTRUCTURE CONTINUITY OVER THE BENT:
• Connect supported spans with a force equal to 2.5(A)(supported dead load).
Note: The plastic hinging capacity should be determined from column interaction curves with
axial and moment Φ values of 1.0. Enter the curve with the unfactored dead load axial force
(plus any redundancy induced axial force due to lateral seismic loading), determine the
accompanying moment capacity and multiply this value by 1.3. This is the plastic moment
capacity.
1.17.8.5 Hold-downs
Hold-downs or bearing replacement may be needed at vulnerable bearings such as fixed or
rocker type steel bearings.
1.17.8.6 Structural Wire Rope (Cables) and Turnbuckles

Structural wire rope (cable) may be used in seismic retrofit and safety cable applications. For
these applications, structural wire rope must have zinc coating for corrosion protection. ASTM
A603 structural wire rope with a Class C coating is the preferred wire rope specification. This
wire rope has large wires and significant zinc coating. However, A603 wire rope is only
available by special order at a minimum of 10,000 feet.
Use A603 wire rope for all coastal area seismic retrofit applications. When there is not sufficient
quantity of wire rope available in the stockpile, a new order of 10,000 feet should be purchased
using project funds. Such a purchase will require preapproval from FHWA since the excess
wire rope will be stockpiled for use on future projects.
For non-coastal applications, A603 wire rope is still preferred. However, ASTM A1023 wire rope
can be used where less corrosion protection is considered acceptable. A1023 wire rope uses
smaller wires and has approximately one-third the zinc coating compared to A603. However,
April 2024 1-526

A1023 wire rope is readily available on the market and so does not need to be stockpiled.
Optional sizes of A1023 wire rope are also readily available. Those sizes are listed in BDM
1.17.8.6.
A603 and A1023 are the only wire rope specifications recommended for seismic retrofit
applications. Other types of wire rope investigated are ASTM A586 and ASTM A741. A586 wire
rope is used for high-strength structural tension members, but is not readily available on the
market. A741 wire rope is used for safety barrier applications (such as I-5 median between
Portland and Salem). A741 has less strength compared to A603 and A1023, is difficult to make
swaged connections, and is also not readily available.
7/8 inch diameter wire rope is recommended for most seismic retrofit applications. 1/2 inch
diameter wire rope is recommended for safety cable applications and seismic retrofit
applications where the wire rope must be wrapped around tight corners. Bending radius for
A603 and A1023 wire rope are shown in Table 1.21.1-1 and Table 1.21.1-2.
Table 1.17.8.6-1 A603 Wire Rope Bending Radius
Wire Rope Diameter (inch) Suggested (inch) Minimum (inch)

1/2 18 11
7/8 32 18
Table 1.17.8.6-2 ASTM A1023 Wire Rope Bending Radius
Wire Rope Diameter (inch) Suggested (inch) Minimum (inch)

1/2 13 9
3/4 19 13
7/8 23 15
1 26 17
1-3/8 35 24
The bending radius values above are based on a 1997 Bethlehem Wire Rope product catalog from
Williamsport Wirerope Works, Inc.
April 2024 1-527

1.17.8.6.1 General Notes for Structural Wire Rope, Turnbuckles and Connections
Use the following general notes on the plans for structural wire rope in seismic retrofit
applications using the 7/8 inch diameter wire rope from the ODOT stockpile:
Zinc-coated 7/8 inch diameter structural wire rope for seismic restraint devices will be
provided by the Agency.
Use the following general notes on the plans for structural wire rope in seismic retrofit and safety
cable applications using ASTM A1023 wire rope:
Provide zinc-coated X” (1/2”, 3/4”, 7/8”, 1” or 1 3/8”) structural wire rope for seismic restraint
devices (and safety cables) according to ASTM A1023.
Use the following general notes on the plans for turnbuckles and wire rope connections in seismic
retrofit and safety cable applications:
Provide hot-dip galvanized turnbuckles according to ASTM F1145.
Provide hot-dip galvanized socket connections. Ensure socket connections can develop the
minimum breaking strength of the connecting wire rope.
1.17.8.6.2 Special Provisions for Wire Rope

Under the heading Structural Wire Rope for Seismic Restraints & Safety Cables use the
following:
[When using 7/8 inch wire rope from the ODOT stockpile for seismic retrofit:]
Zinc-coated 7/8” diameter structural wire rope for seismic restraint devices will be provided
by the Agency. Agency provided wire rope was manufactured according to ASTM A603
with Class C coating. Wire rope construction is 6 x 7 with a Wire Strand Core (WSC).
Agency provided wire rope has been previously certified to meet a minimum breaking
strength of 71,600 pounds. Wire rope is stored on spools with up to 2500 feet on each spool.
Agency provided wire rope is stored at the following location:
c/o District 2B Manager
Oregon Department of Transportation
9200 SE Lawnfield Rd
Clackamas, OR 97015
Phone: 971-673-6200
Notify Bridge Engineering Headquarters of the quantity of wire rope removed within 24
hours. Follow up this notification with a written memo documenting the time of removal,
quantity removed (to the nearest foot), and the project for which it will be used. Send the
memo to:
State Bridge Operations Engineer
April 2024 1-528

Bridge Engineering Headquarters
4040 Fairview Industrial Drive SE, MS #4
Salem, OR 97302-1142
Phone: 503-986-3323
FAX: 503-986-3407
The quantity of wire rope included for use in this project, including both testing and
installation, is (____) linear feet. This quantity of wire rope will be provided at no cost to the
contractor. Additional wire rope required by the contractor due to fabrication errors or
waste must be purchased from the Department at the Department’s cost as established by
the Engineer.
[When using ASTM A1023 wire rope for seismic retrofit:]
Provide zinc-coated X” (1/2”, 3/4”, 7/8”, 1” or 1 3/8”) diameter wire rope for seismic restraint
devices according to ASTM A1023. Provide 6 x 19 wire rope construction with a steel core.
Manufacture wire rope from extra improved plow steel. Ensure a minimum breaking
strength of XX,XXX pounds (insert appropriate strength from design properties in BDM
1.17.8.6).
[When using 1/2 inch wire rope for safety cable:]
Provide zinc-coated 1/2” diameter structural wire rope for safety cable according to ASTM
A1023. Provide 6 x 19 wire rope construction with a steel core. Manufacture wire rope from
extra improved plow steel. Ensure a minimum breaking strength of 23,900 pounds.
1.17.8.6.3 Special Provisions for Turnbuckles and Socket Connections

Use the following special provisions for turnbuckles and socket connections in seismic retrofit
and safety cable applications:
Provide Type 1 hot-dip galvanized turnbuckles according to ASTM F1145.
• Ensure turnbuckles develop the minimum breaking strength of the connecting wire
rope.
• Provide turnbuckles with a 24 inch take-up unless shown otherwise.
• Test turnbuckles according to the requirements outlined in ASTM A1023.
• For seismic restraint devices, provide either a jam nut or lock wire at each end of each
turnbuckle. For safety cables, provide lock wire at each end of each turnbuckle. Provide
14 gage or heavier lock wire that is either hot-dip galvanized or plastic coated.
Testing for Socket Connections – Select an independent laboratory to test three sets of wire rope
assemblies. Provide approximately 3 foot segments of wire rope with galvanized stud
attachments at each end. Provide stud attachments of similar size and material as to be used on
the project. Test each wire rope assembly to failure in tension. Ensure the tested wire rope
April 2024 1-529

assembly develops the minimum breaking strength of the wire rope and ensure that failure
does not occur in the connecting parts. Ensure all three wire rope segments meet the minimum
breaking strength requirement. However, when the wire rope breaks at a load less than the
minimum breaking strength of the wire rope and at a location at least 6 inches from a
connection, that test will be disregarded. When any wire rope assembly fails to meet these
requirements, except as noted above, revise the connection details and prepare and test three
new wire rope assemblies.
1.17.8.6.4 Design Properties

Modulus of elasticity for wire rope (non-prestretched) = 10,000 ksi.
Table 1.17.8.6.4-1 Approximate Gross Metallic Area and Minimum Breaking Strength for Wire
Rope
Wire Rope Diameter (inch) Area (in2) Strength (lb) Weight (lb/ft)
1/2 0.119 23,900 0.46
3/4 0.268 52,900 1.04
7/8 0.361 71,600 1.41
1 0.471 93,000 1.85
1-3/8 0.906 173,000 3.49
Area values above are approximate and are based on ASTM A603. Minimum breaking strength
and weight values above are based on ASTM A1023. Note that A1023 does not provide area
values. Weight values for A603 are slightly smaller.
The sizes of ASTM A1023 zinc-coated wire rope shown above are readily available from
northwest suppliers.
The Agency is no longer stockpiling wire rope.
1.17.9 Tsunami Design

Design bridges within the tsunami inundation zone for tsunami loads according to the
AASHTO Guide Specifications for Bridges Subject to Tsunami Effects. The Statewide Geohazards
Viewer can be used for the initial evaluation of the bridge being located within the tsunami
inundation zone.
Wave parameters for estimating tsunami loads may be obtained from the Tsunami Inundation
Portal by entering the latitude and longitude of the bridge site.
The AASHTO Guide Specifications for Bridges Subject to Tsunami Effects are intended for the design
and construction of new conventional bridges to resist the effects of tsunami waves. For
tsunami design of non-conventional bridges, develop a Project Specific Tsunami Design Criteria
April 2024 1-530

(PSDC). Obtain approval by the State Bridge Engineer for PSDC no later than Design
Verification Package submittals.
Tsunami loads need not be combined with seismic loads.
Obtain approval by the State Bridge Engineer for incorporating provisions outlined in Section 7
of the AASHTO Guide Specifications for Bridges Subject to Tsunami Effects for reduction of tsunami
loading, such as venting and sacrificial elements.
April 2024 1-531

APPENDIX – SECTION 1 – Glossary

A
Abutment - Supports at the end of the bridge used to retain the approach embankment and carry the
vertical and horizontal loads from the superstructure. Current terminology is bent or end bent.
Access Control - The condition where the legal right of owners or occupants of abutting land to access a
highway is fully or partially controlled by the Department of Transportation.
Advance Plans – 95-100% complete plans including special provisions, normally sent at 15 weeks.
Advertisement - The period of time between the written public announcement inviting proposals for
projects and the opening of the proposals (bid or letting date).
Aggregate - Inert material such as sand, gravel, broken stone, or combinations thereof.
Aggregate, Coarse - Aggregates predominantly retained on the No. 4 sieve for portland cement concrete
and those predominantly retained on the 1/4” for asphalt concrete.
Aggregate, Fine - Those aggregates which entirely pass the 3/8” sieve.
Aggregate, Dense Graded - A well-graded aggregate so proportioned as to contain a relatively small

percentage of voids.
Aggregate, Open Graded - A well-graded aggregate containing little or no fines, with a relatively large
percentage of voids.
Aggregate, Well-Graded - An aggregate possessing proportionate distribution of successive particle

sizes.
Air-Entraining Agent - A substance used in concrete to increase the amount of entrained air in the
mixture. Entrained air is present in the form of minute bubbles and improves the workability and frost
resistance.
Allowable Headwater - The maximum elevation to which water may be ponded upstream of a culvert or
structure as specified by law or design.
Allowable Span – The greatest horizontal distance permitted between supports.
Anchor Bolts - Bolts that are embedded in concrete which are used to attach an object to the concrete
such as rail posts, bearings, steel girder-to-crossbeam connections, etc.
Annual Average Daily Traffic (AADT) – The average 24-hour traffic volume at a given location over a full
365 day year.
Anode - The positively charged pole of a corrosion cell at which oxidations occur.
Apron - The paved area between wingwalls at the end of a culvert.
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Arch - A curved structure element primarily in compression, producing at its support reactions having both
vertical and horizontal components.
Arch Pipe - A conduit in the form of a broad arch without a bottom.
Average Daily Traffic (ADT) - The average 24-hour traffic volume at a given location for some period of time,
being the total volume during a stated period divided by the number of days in that period. Unless otherwise
stated, the period is a year.
Axle Load - The load borne by one axle of a traffic vehicle.
Award - Written notification to the bidder that the bidder has been awarded a contract.
Backfill - Material used to replace or the act of replacing material removed during construction; also may
denote material placed or the act of placing material adjacent to structures.
Backwater - The water upstream from an obstruction in which the free surface is elevation above the normal
water surface profile.
Bar Chair - A device used to support horizontal reinforcing bars above the base of the form before the
concrete is poured.
Bar Cutting Diagram - A diagram used in the detailing of bar steel reinforcement where the bar lengths vary
as a straight line.
Base Course - The layer of specified material of designed thickness placed on a subbase or a subgrade to
support a surface course.
Bascule Bridge - A bridge over a waterway with one or two leaves which rotate from a horizontal to a near-
vertical position, providing unlimited clear headway.
Base Flood - Flood having 1% chance of being exceeded in any given year.
Battered Pile - A pile driven in an inclined position to resist horizontal forces as well as vertical forces.
Beam - Main longitudinal load carrying member in a structure, designed to span from one support to another
(girder).
Bearings - Device to transfer girder reactions without overstressing the supports.
Bearing Capacity - The load per unit area which a structural material, rock, or soil can safely carry.
Bearing Failure - A crushing of material under extreme compressive load.
Bearing Seat - A prepared horizontal surface at or near the top of a substructure unit upon which the
bearings are placed.
Bearing Stiffener - A stiffener used at points of support on a steel beam to transmit the load from the top of
the beam to the support point.
April 2024 1-533

Bedrock - The solid rock underlying soils or other superficial formation.
Bench Mark - A relatively permanent material object bearing a marked point whose elevation above or
below an adopted datum is known.
Bent - Supports at the ends or intermediate points of a bridge used to retain approach embankments and
vertical and horizontal loads from the superstructure.
Bicycle Lane - A lane in the traveled way designated for use by bicyclists.
Bicycle Path - A public way physically separated from the roadway, that is designated for use by bicyclists.
Bid Schedule - The list of bid items, their units of measurement, and estimated quantities, bound in the
proposal booklet. (When a contract is awarded, the Bid Schedule becomes the Schedule of Contract
Prices.)
Bidder - Any qualified individual or legal entity submitting a proposal in response to an advertisement.
Biennium - For the State of Oregon, a two-year period, always odd numbered years, starting July 1 and
ending two years later on June 30.
Bleeding (Concrete) - The movement of mixing water to the surface of freshly placed concrete.
Bowstring Truss - A general term applied to a truss of any type having a polygonal arrangement of its top
chord members conforming to or nearly conforming to the arrangement required for a parabolic truss.
Box Beam - A hollow structural beam with a square, rectangular, or trapezoidal cross-section.
Box Culvert - A culvert of rectangular or square cross-section.
Breakaway - A design feature that allows a device such as a sign, luminaire, or traffic signal support to yield
or separate upon impact. The release mechanism may be a slip plane, plastic hinges, fracture elements, or
a combination of these.
Bridge - A structure spanning and providing passage over a river, chasm, road, or the like, having a length
of 20 feet or more from face to face of abutments or end bents, measured along the roadway centerline.
Bridge Approach - Includes the embankment materials and surface pavements that provide the transition
between bridges and roadways.
Bridge Approach Slab - A reinforced concrete slab placed on the approach embankment adjacent to and
usually resting upon the abutment back wall; the function of the approach slab is to carry wheel loads on the
approaches directly to the abutment, thereby eliminating any approach roadway misalignment due to
approach embankment settlement.
Bridging - A carpentry term applied to the cross-bracing fastened between timber beams to increase the
rigidity of the floor construction, distribute more uniformly the live load and minimize the effects of impact
and vibration.
Bridge Railing - A longitudinal barrier whose primary function is to prevent an errant vehicle from going
over the side of the bridge structure.
Brush Curb - A curb 10” or less in width, which prevents a vehicle from brushing against the railing or
parapet.
April 2024 1-534

Buckle - To fail by an inelastic change in alignment as a result of compression.
Built-Up Member - A column or beam composed of plates and angles or other structural shapes united by
bolting, riveting or welding.
Bulkhead – A partition built into wall forms to terminate each placement of concrete.
Buoyancy - Upward force exerted by the fluid in which an object is immersed.
Bushings - A lining used to reduce friction and insulate mating surfaces usually on steel hanger plate
bearings.
Butt Splice - A splice where the ends of two adjoining pieces of metal in the same plane are fastened
together by welding.
Butt Weld - A weld joining two abutting surfaces by combining weld metal and base metal within an
intervening space.
Cable-Stayed Bridge - A bridge in which the superstructure is directly supported by cables, or stays, passing
over or attached to towers located at the main piers.
Caisson - A watertight box of wood or steel sheeting; or a cylinder of steel and concrete, used for the
purpose of making an excavation. Caissons may be either open (open to free air) or pneumatic (under
compressed air).
Camber - A predetermined vertical curvature built into a structural member, to allow for deflection and
vertical grade.
Cast-in-Place - The act of placing and curing concrete within formwork to construct a concrete element in its
final position.
Catch Basin - A receptacle, commonly box shaped and fitted with a grilled inlet and a pipe outlet drain,
designed to collect the rain water and floating debris from the roadway surface and retain the solid material
so that it may be periodically removed.
Catenary - The curve obtained by suspending a uniform rope or cable between two points.
Cathode - The negatively charged pole of a corrosion cell that accepts electrons and does not corrode.
Cathodic Protection - A means of preventing metal from corroding; this is done by making the metal a
cathode through the use of impressed direct current and by attaching a sacrificial anode.
Catwalk - A narrow walkway to provide access to some part of a structure.
Chain Drag - A series of short medium weight chains attached to a T-shaped handle; used as a preliminary
technique for inspecting a large deck area for delamination.
Chamfer – A beveled edge formed in concrete by a triangular strip of wood (chamfer strip) placed in a form
corner.
April 2024 1-535

Change Order - A written order issued by the Engineer to the contractor modifying work required by the
contract and establishing the basis of payment for the modified work.
Chord - A generally horizontal member of a truss.
Clay - Soil passing a No. 200 sieve that can be made to exhibit plasticity (putty-like properties) within a
range of water contents.
Clear Zone - Roadside border area, starting at the edge of the traveled way, that is available for safe use by
errant vehicles. Establishing a minimum width clear zone implies that rigid objects and certain other
hazards with clearances less than the minimum width should be removed and relocated outside the
minimum clear zone, or remodeled to make breakaway, shielded, or safely traversable.
Closed Spandrel Arch - A stone or reinforced concrete arch span having spandrel walls to retain the
spandrel fill or to support either entirely or in part the floor system of the structure when the spandrel is not
filled.
Cobbles - Particles of rock, rounded or not, that will pass a 12” square opening and be retained on a 3”
sieve.
Cofferdam - A barrier built in the water so as to form an enclosure from which the water is pumped to permit
free access to the area within.
Cohesionless Soil - A soil that when unconfined has little or no strength when air-dried and that has little or
no cohesion when submerged.
Cohesive Soil - A soil that when unconfined has considerable strength when air-dried and that has
significant cohesion when submerged. Clay is a cohesive soil.
Commission - The Oregon Transportation Commission.
Composite Section - Two sections made of the same or different materials together to act as one integral
section; such as a concrete slab on a steel or prestressed girder.
Compression Seals - A preformed, compartmented, elastomeric (neoprene) device, which is capable of

constantly maintaining a compressive force against the joint interfaces in which it is inserted.
Concept Plans – plans to determine the basic features of a project including alignments, typical sections,
slopes, preliminary drainage and TS&L bridge plans.
Concrete Overlay – 1.5” to 2” of concrete placed on top of the deck, used to extend the life of the deck and
provide a good riding surface.
Contract - The written agreement between the Division and the contractor describing the work to be done
and defining the obligations of the Division and the contractor.
Contract Plans - Detailed drawings and diagrams usually made to scale showing the structure or
arrangement, worked out beforehand, to accomplish the construction of a project and object(s).
Contract Time - The number of calendar days shown in the proposal which is allowed for completion of the
work.
Contraction Joint - A joint in concrete that does not provide for expansion but allows for contraction or
April 2024 1-536

shrinkage by the opening up of a crack or joint.
Contractor - The individual or legal entity that has entered into a contract with the Division.
Coordinates - Linear or angular dimensions designating the position of a point in relation to a given
reference frame. It normally refers to the State Plane Coordinate System.
Core - A cylindrical sample of concrete removed from a bridge component for the purpose of destructive
testing.
Counterfort Wall - A reinforced concrete retaining wall whose vertical stem has triangular-shaped ribs
projecting into the soil and spaced at regular intervals to provide strength and stability.
Crash Cushion - An impact attenuator device that prevents an errant vehicle from impacting fixed object
hazards by gradually decelerating the vehicle to a safe stop or by redirecting the vehicle away from the
hazard.
Crash Tests - Vehicular impact tests by which the structural and safety performance of roadside barriers
and other highway appurtenances may be determined. Three evaluation criteria are considered, namely (1)
structural adequacy, (2) impact severity, and (3) vehicular post-impact trajectory.
Creep - Time dependent inelastic deformation under elastic loading of concrete or steel resulting solely from
the presence of stress.
Cross-bracing - Bracing used between stringers and girders to hold them in place and stiffen the structure.
Cross-section - The exact image formed by a plane cutting through an object usually at right angles to a
central axis.
Crown Section - Roadway section with the height of the center of the roadway surface above its gutters.
Culvert - Federal Highway Administration definition: “A structure not classified as a bridge having a span of
20 feet or less spanning a watercourse or other opening on a public highway”; a conduit to convey water
through an embankment.
Curb - A vertical or sloping member along the edge of a pavement or shoulder forming part of a gutter,
strengthening or protecting the edge, and clearly defining the edge of vehicle operators. A curb is a
horizontal offset varying from 10” to less than 18”. The surface of the curb facing the general direction of the
pavement is called the “face”.
Curing - The preparation of a material by chemical or physical processing for keeping or use; treating
concrete by covering its surface with some material to prevent the rapid evaporation of water.
Cut-Off-Wall - A wall built at the end of a culvert apron to prevent the undermining of the apron.
Dead End - End of post-tensioned bridge where tendons are anchored but no jacking takes place (opposite
of jacking end).
Dead Load - Structure weight including future wearing surface on deck and attachments.
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Deadman - A concrete mass, buried in the earth behind a structure, that is used as an anchor for a rod or
cable to resist horizontal forces that act on the structure.
Deck – Structural element of the bridge superstructure that directly supports vehicular and pedestrian
traffic, distributing load to supporting elements.
Deformed Bars - Concrete reinforcement consisting of steel bars with projections or indentations to increase
the mechanical bond between the steel and concrete.
Delamination - Subsurface separation of concrete into layers.
Department - The Department of Transportation of the State of Oregon.
Design Volume or Design Hourly Volume - A volume determined for use in design representing traffic
expected to use the highway. Unless otherwise stated, it is an hourly volume.
Diaphragm - Structural: A structural member used to tie adjoining girders together and stiffen them in a
lateral direction as well as to distribute loads.
Diamond Grinding - Process to abrade or remove a surface, such as concrete, by the cutting action of
rotating circular blade with diamond-tipped teeth.
Direct Tension Indicator - Load-indicating washer for bolts.
Doby - A precast block of concrete of various sizes used to support or provide clearances between
reinforcing bars and formwork.
Dolphins - A group of piles or sheet piling driven adjacent to a pier. Their purpose is to prevent extensive
damage or possible collapse of a pier from a collision with a ship or barge.
Draped Strands - Strand pattern for prestressing strands, where strands are draped to decrease the
prestressing stress at the ends of the girder where the applied moments are small.
Drift Pin - A metal pin, tapered at both ends, used to draw members of a steel structure together by being
driven through the corresponding bolt holes.
Drip Groove - A groove formed into the underside of a projecting concrete sill or coping to prevent water
from following around the projection.
E - modulus of elasticity of a material; the stiffness of a material.
E&C – Engineering & Contingencies. Engineering costs are ODOT’s costs to administer the construction
contract. Contingencies are unforeseen costs due to construction extra work price agreements or types of
problems caused by weather, accidents, etc. by the contract pay item.
Elastomeric Bearing Pads - Pads ½” and less in thickness made of all rubber-like material that supports
girders and concrete slabs; pads over ½” in thickness consist of alternate laminations of elastomer and
metal.
End-Bearing Pile - A pile which provides support primarily due to reaction at its tip.
April 2024 1-538

Environmental Classes – Classes (1, 2 or 3)
Environmental Class I Environmental Impact Statement: Projects that normally involve significant changes
in traffic capacities and patterns. These projects generally involve major right-of-way acquisitions. Both
draft and final Environmental Impact Statements are required.
Environmental Class II Categorical Exclusions: Projects that normally involve the improvement of pavement
conditions on traffic safety, but little, if any, change in traffic capacities or patterns. Right-of-way
requirements must be minor. These projects are categorically excluded from further environmental
documentation, unless permit requirements indicate otherwise.
Environmental Class III Environmental Assessment: Projects that do not clearly fall within Class I or Class
II. These projects require assessments to determine their environmental significance.
Epoxy - A synthetic resin which cures or hardens by chemical reaction between components which are
mixed together shortly before use.
Epoxy Coated Rebar - Steel reinforcement coated with a powdered epoxy resin, to prevent corrosion of the
bar steel.
Expansion Bearings - Bearings that allow longitudinal movement of the superstructure relative to the
substructure and rotation of the superstructure relative to the substructure.
Expansion Device - A device placed at expansion points in bridge superstructures to carry the vertical
bridge loads without preventing longitudinal movement.
Expansion Joint - A joint in concrete that allows expansion due to temperature changes, thereby preventing
damage to the structure.
Extra Work - Work not included in any of the contract items as awarded but determined by the Engineer
necessary to complete the project according to the intent of the contract. This may be paid on a negotiated
price, force account, or established price basis.
Extrados - The curved edge of an arch rib or barrel formed by the intersection of the top and side arch
surfaces.
Falsework - A temporary construction work on which a main or permanent work is wholly or partially
supported until it becomes self-supporting. For cast-in-place concrete or steel construction, it is a structural
system to support the vertical and horizontal loads from forms, reinforcing steel, plastic concrete, structural
steel, and placement operations.
Fatigue - The tendency of a member to fail at a lower stress when subjected to cyclical loading that when
subjected to static loading.
Fatigue Crack - Any crack caused by repeated cyclic loading.
Federal-Aid System of Highways - The national system of interstate highways, Federal-aid highway system,
system of secondary and feeder roads, Federal-aid grade crossing projects, federal forest highway systems
and projects and other highway and related projects, all within the meaning of the Federal-Aid Road Act
April 2024 1-539

(1916), and all acts amendatory thereof and supplementary thereto, and the federal regulations issued
under such acts.
Fender - A structure that acts as a buffer to protect the portions of a bridge exposed to floating debris and
water-borne traffic from collision damage.
Fiscal Year - For the State of Oregon, July 1 through June 30 of the next year; for the Federal government,
October 1 through September 30 of the next year. The Federal fiscal year (FY) is broken into quarters:
F1Q (October, November, December)
F2Q (January, February, March)
F3Q (April, May, June)
F4Q (July, August, September)
Felloe Guard - Timber curb, usually 10” x 12”, bolted to timber deck and timber rail post. Sometimes called
wheel guard.
Filler Plate - A steel plate or shim used for filling in space between compression members.
Fit Condition – Deflected girder geometry associated with a targeted dead load condition for which the
cross-frames are detailed to connect to the girders.
Fixed Bearings - Bearings that do not provide for any longitudinal movement of the superstructure relative to
the substructure, but allows for rotation of the superstructure relative to the substructure.
Flat Slab - A reinforced concrete superstructure that has a uniform depth throughout.
Flood Plain - An area that would be inundated by a flood.
Floodway - A stream channel plus any adjacent flood plain areas that must be kept free of encroachment so
that the 100-year flood can be conveyed without substantial increases in flood heights.
Floor Beam - A transverse structural member that extends from truss to truss or from girder to girder across
the bridge.
Flux - A material that protects the weld from oxidation during the fusion process.
Force Account Work - Items of extra work ordered by the Engineer that are to be paid for by material,
equipment, and labor.
Forms - A structural system constructed of wood or metal used to contain the horizontal pressures exerted
by plastic concrete and retain it in its desired shape until it has hardened.
Fracture Critical – See Nonredundant Steel Tension Members
Fracture Mechanics - Study of crack growth in materials.
Free-Standing Retaining Wall – A retaining wall that is not part of the bridge abutment walls.
Friction Pile - A pile that provides support through friction resistance along the surface area of the pile.
Functionally Obsolete Bridges - Those bridges which have deck geometry, load carrying capacity
(comparison of the original design load to the current state legal load), clearance, or approach roadway
alignment which no longer meet the usual criteria for the system of which they are a part as defined by the
Federal Highway Administration.
April 2024 1-540

Gabions - Rock-filled wire baskets used to retain earth and provide erosion control.
Galvanic Action - Electrical current between two unlike metals.
Galvanize - To coat with zinc.
Geotextiles - Sheets of woven or non-woven synthetic polymers or nylon used for drainage and soil
stabilization.
Girder - Main longitudinal load carrying member in a structure (beam).
Glare Screen - A device used to shield a driver’s eye from the headlights of an oncoming vehicle.
Grade Separation - A crossing of two highways or a highway and a railroad at different levels.
Gravity Wall - A retaining wall that is prevented from overturning by its weight alone.
Green Concrete - Concrete that has set but not appreciably hardened.
Grid Flooring - A steel floor system comprising a lattice pattern which may or may not be filled with concrete.
Grout - A mixture of cementitious material and water having a sufficient water content to render it a free-
flowing mass, used for filling (grouting) the joints in masonry, for fixing anchor bolts and for filling post-
tensioning ducts.
Hammerhead Pier - A pier that has only one column with a cantilever cap and is somewhat similar to the
shape of a hammer.
Hanger Plate - A steel plate that connects the pins at hinge points thus transmitting the load through the
hinge.
Haunch - An increase in depth of a structural member usually at points of intermediate support.
Haunched Slab - A reinforced concrete superstructure that is haunched (has an increased depth) at the
intermediate supports.
Headwall - A concrete structure at the ends of a culvert to retain and protect the embankment slopes,
anchor the culvert, and prevent undercutting.
High Performance Concrete (HPC) – Concrete with enhanced properties including higher strength, greater
durability and decreased permeability.
High Performance Steel (HPS) - Steel with enhanced properties including increased durability and
weldability.
April 2024 1-541

Hinge - A device used to hold the ends of two adjoining girders together, but does not allow for longitudinal
movement of the superstructure. A point in a structure where a member is free to rotate.
Holddown Device - A device used on bridge abutments to prevent girders from lifting off their bearings as a
result of the passage of live load over the bridge.
Honeycomb - A surface or interior defect in a concrete mass characterized by the lack of mortar between
the coarse aggregate particles.
Howe truss - A truss of the parallel chord type with a web system composed of vertical (tension) rods at the
panel points with an X pattern of diagonals.
Hydration - The process by which cement combines with water to form a hard binding substance.
Hybrid Girder - A steel plate girder with the web steel having a lower yield strength than the steel in one or
both flanges.
Hydrodemolition - Process to abrade or remove a surface, such as concrete, by streams of water ejected
from a nozzle at high velocity.
Incidental Work - Work necessary for fulfillment of the contract but which is not listed as a pay item in the
contract and for which no separate or additional payment will be made.
Initial Set (Concrete) - Initial stiffening of concrete, with time based upon penetration of a weighted test
needle. In the field, it is commonly assumed to be the time when the dead weight of vibrator does not
penetrate into the concrete.
Inlet Control - The case where the discharge capacity of a culvert is controlled at the culvert entrance by the
depth of headwater and the entrance geometry, including barrel shape, cross-sectional area, and inlet edge.
Intermediate Stiffener - A vertical transverse steel member used to stiffen the webs of plate girders between
points of support.
Internal File Number - Number assigned by the Bridge Front Office as part of office automation
(computerized files) and used to track all files.
Invert - The bottom or lowest point of the internal surface of the transverse cross-section of a pipe.
Inventory Rating (Design Load) - Load level that produces normal design stresses in the structures. The
inventory rated load is the load that can safely utilize an existing structure for an indefinite period of time.
International System of Units (SI) - The modernized metric system.
Intrados - The curved edge of an arch rib or barrel formed by the intersection of the bottom and side arch
surfaces.
Isotropic - Have the same material properties in all directions, e.g., steel.
April 2024 1-542

J
Jacking End - End of post-tensioned bridge where jacking takes place (opposite of dead end).
Jetting - Forcing water into holes in an embankment to settle or to compact the earth. Forcing water
through holes in piles to install the piles to a specified depth before driving.
Key Number - Number assigned to a project by Program Section to identify it in the Project Control System
(PCS). All structures in a project have the same key number.
Kilogram (kg) - The base unit for mass in the International System of Units (metric).
King Post Truss - Two triangular panels with a common center vertical; the simplest of triangular trusses.
Lacing - Small flat plates used to connect individual sections of built up members.
Laitance - A weak mortar that collects at the surface of freshly placed concrete, usually caused by an
excess of mixing water or by excessive finishing.
Lamellar Tear - Incipient cracking between the layers of the base material (steel).
Lateral Bracing - Bracing placed in a horizontal plane between steel girders near the bottom or top flanges
or both.
Latex Modified Concrete (LMC) - Emulsion of synthetic rubber or plastic obtained by polymerization used as
a concrete additive to decrease permeability.
Leaf - The movable portion of a bascule bridge which forms the span of the structure.
Lenticular Truss - A truss having parabolic top and bottom chords curved in opposite directions with their
ends meeting at a common joint; also known as a fish belly truss.
Level of Performance - The degree to which a longitudinal barrier, including bridge railing, is designed for
containment and redirection of different types of vehicles.
Liquid Penetrant Inspection - Nondestructive inspection process for testing for continuities that are open to
the surface, by using a liquid dye.
Live Load - Force of the applied moving load of vehicles and pedestrians.
Load Rating - Evaluation of the safe live load capacity of the weakest member of a bridge.
LRFD - Load Resistance Factor Design.
Longitudinal Stiffener - A longitudinal steel plate (parallel to girder flanges) used to stiffen the webs of
welded plate girders. Normally thicker webs are used to eliminate longitudinal stiffeners.
April 2024 1-543

Low Relaxation Strands - Prestressing tendons that are manufactured by subjecting the strands to heat
treatment and tensioning causing a permanent elongation. This increases the strand yield strength and
reduces strand relaxation under constant tensile stress.
Magnetic Particle Inspection (MT) - Nondestructive inspection process for testing for the location of surface
cracks or surface discontinuities, by applying dry magnetic particles to a weld area or surface area that has
been suitably magnetized.
Microsilica (Silica Fume) (MC) (SFC) - Very fine non-crystalline silica used as an admixture in concrete to
improve the strength, permeability and abrasion resistance.
Minor Structure Concrete (MSC) - Nonstructural concrete furnished according to contractor proportioning,
placed in minor structures and finished as specified. Previously called commercial concrete.
Modular Expansion Joints - Multiple, watertight joint assemblies for bridges requiring expansion movements
greater than 4 inches.
Mud Sill - A timber platform laid on earth as a support for vertical members or bridge falsework.
Mylars - Full-size drawings on mylar. The final “legal” drawing used for signatures and printing contract
plans.
NDT - Nondestructive testing, a method of checking the structural quality of materials that does not damage
them.
Negative Moment - The moment causing tension in the top fibers and compression in the bottom fibers of a
structural member.
Negative Reinforcement - Reinforcement placed in concrete to resist negative bending moments.
Newton (N) - The derived unit for force (mass times acceleration or kg times m/s2) in the International
System of Units (metric).
Nominal - Used to designate a theoretical dimension, size, or slope that may vary from the actual by a very
small or negligible amount. Example: a 1” nominal diameter steel pipe has an actual 0.957” inside
diameter.
Nominal Pile Resistance – LRFD term for the maximum axial pile bearing resistance. Equivalent to the
ultimate pile capacity term used in allowable stress design.
Non-Redundant Structure - Type of structure with single load path, where a single fracture in a member can
lead to the collapse of the structure.
Nonredundant Steel Tension Members (Previously Fracture Critical) - Members of a bridge where a single
April 2024 1-544

fracture in a member can lead to collapse.
Nosing – A bulkhead at the ends of bridges or at expansion joints made of a durable material to protect and
reinforce the slab edge. It also provides a smooth edge or surface at expansion joints to facilitate
installation and provide a better seal.
Operating Rating (Permit Loads) - The absolute maximum permissible stress level to which a structure may
be subjected. It is that stress level that may not be exceeded by the heaviest loads allowed on the
structure. Issue special permits for heavier than normal vehicles only if such loads are distributed so as not
to produce stress in excess of the operating stress.
Outlet Control - The case where the discharge capacity of a culvert is controlled by the elevation of the tail
water in the outlet channel and the slope, roughness, and length of the culvert barrel, in addition to the
cross-sectional area and inlet geometry.
Orthotropic - A description of the physical properties of a material that has pronounced differences in two or
more directions at right angles to each other.
Parapet - A low concrete rail designed and placed to prevent traffic from passing over the edge of a bridge
deck or end of box culvert.
Pascal (Pa) - The derived unit for pressure or stress (Pa=N/m2) in the International System of Units (metric).
Paving Dam – (see Nosing) - – A bulkhead at the ends of bridges or at expansion joints made of a
durable material to protect and reinforce the slab edge and provide a stopping place for the wearing
surface.
Paving Ledge – A ledge or corbel attached to the end beam of a bridge, to provide support for a current or
future approach slab.
Performance Level - See Level of Performance.
Pier - Intermediate substructure unit of a bridge. Current terminology is bent.
Pile - A long, slender piece of wood, concrete, or metal to be driven, jetted, or cast-in-place into the earth or
river bed to serve as a support or protection.
Pile Bent - A pier where the piles are extended to the pier cap to support the structure.
Pile Cap - A member, usually of reinforced concrete, covering the tops of a group of piles for the purpose of
tying them together and transmitting to them as a group the load of the structure that they support.
Pipe Arch - A conduit in the form of a broad arch with a slightly curved integral bottom.
Plastic Deformation - Deformation of material beyond the elastic range.
April 2024 1-545

Positive Moment - In a girder the moment causing compression in the top flange and tension in the bottom
flange.
Post-Tensioning - Method of prestressing in which the tendon is tensioned after the concrete has cured.
Pot Bearing - A bearing type that allows for multi-directional rotation by using a neoprene or spherical
bearing element.
Prestress Camber - The deflection in prestressed girders (usually upward) due to the application of the
prestressing force.
Pratt Truss - A truss with parallel chords and a web system composed of vertical posts with diagonal ties
inclined outward and upward from the bottom chord panel points toward the ends of the truss; also known
as N-truss.
Preliminary Plans – 85-90% complete plans, normally sent at 20 weeks.
Prestressed Concrete - Concrete in which there have been introduced internal stresses (normally
pretensioned steel) of such magnitude and distribution that the stresses resulting from given external
loadings are counteracted to a desired degree
Pretensioned - Any method of prestressing in which the strands are tensioned before the concrete is placed.
Project Manager - The Engineer’s representative who directly supervises the engineering and administration
of a contract.
Proposal - A written offer by a bidder on forms furnished by the Division to do stated work at the prices
quoted.
PS&E - Literally, Plans, Specifications, and Estimates. Usually it refers to the time when the plans,
specifications, and estimates on a project have been completed and referred to FHWA for approval. When
the PS&E has been approved, the project goes from the preliminary engineering phase to the construction
phase.
Pumping - The ejection of mixtures of water, clay and silt along or through transverse or longitudinal joints,
crack or payment edges, due to vertical movements of the roadway slab under traffic.
Queen-post Truss - A parallel chord type of truss having three panels with the top chord occupying only the
length of the center panel; unless center panel diagonals are provided, it is a trussed beam.
Radiographic Inspection - Nondestructive inspection process where gamma rays or X rays pass through the
object and cast an image of the internal structure onto a sheet of film as the result of density changes.
Redundant Structure - Type of structure with multiple-load paths where a fracture in a single member cannot
lead to the collapse of the structure.
Reflection Crack - A crack appearing in a resurfacing or overlay caused by movement at joints or cracks in
April 2024 1-546

the underlying base or surface.
Rehabilitation – Work required to restore the structural integrity of a bridge, or bridge element, as well as
work necessary to correct major safety defects. Rehabilitation activities are considered bridge preservation.
Reinforced Pile Tip - Metal reinforcement fastened to the pile tip to protect it during driving.
Replacement – Total reconstruction of a structurally deficient or functionally obsolete bridge, or bridge

element, with a new one constructed in the same vicinity. The replacement structure, or element, must
comply with current design codes, policies and practices.
Residual Camber - Camber due to the prestressing force minus the dead load deflection of the girder.
Retrofit – Work required to upgrade a bridge, or bridge element, beyond its original intended purpose and
design capacity. This work often includes strengthening to add structural capacity.
Right of Way - Land, property, or property interest, usually in a strip, acquired for or devoted to
transportation purposes.
Riprap - A facing of stone used to prevent erosion. It is usually dumped into place, but is occasionally
placed by hand.
Roadside Barrier - A longitudinal barrier used to shield roadside obstacles or non-traversable terrain
features. It may occasionally be used to protect pedestrians from vehicle traffic.
Roadway - The portion of a highway, including shoulders, for vehicular use.
Rubble - Irregularly shaped pieces of varying size stone in the undressed condition obtained from a quarry.
Sacrificial Anode - The anode in a cathodic protection system.
Sand - Particles of rock that will pass a No. 4 sieve and be retained on a No. 200 sieve.
Scaffolding - Temporary elevated walkway or platform to support workmen, materials and tools.
Scarify - To loosen, break up, tear up, and partially pulverize the surface of soil, or of a road.
Scour - Erosion of a river bed area caused by water flow.
Scour Protection - Protection of submerged material by steel sheet piling, riprap, mattress, or combination of
such methods.
Screeding - The process of striking off excess material to bring the top surface to proper contour and
elevation.
Seal - A concrete mass (usually not reinforced) poured under water in a cofferdam that is designed to resist
hydrostatic uplift. The seal facilitates construction of the footing in dry conditions.
Shear Connector - A connector used to joint cast-in-place concrete to a steel section and to resist the shear
at the connection.
April 2024 1-547

Shear Lag - Nonuniform stress pattern due to ineffective transmission of shear.
Shed Roof - Roadway section with the height of one gutter greater than the centerline and other gutter.
Sheet Pile - A pile made of flat or arch cross-section to be driven into the ground or stream bed and meshed
or interlocked with like members to form a wall, or bulkhead.
Sheet Pile Cofferdam - A wall-like barrier composed of driven piling constructed to surround the area to be
occupied by a structure and permit dewatering of the enclosure so that the excavation may be produced in
the open air.
Shoofly - Detour alignment of temporary railroad track and bridge around the site of a permanent railroad
bridge replacement.
Shotcrete - Mortar or concrete pneumatically projected at high velocity onto a surface.
Shoulders - The portions of the roadway between the traveled way and the inside edges of slopes of ditches
or fills, exclusive of auxiliary lanes, curbs, and gutters.
Shy Distance (E-Distance) - The distance from the edge of the traveled way beyond which a roadside object
will not be perceived as an immediate hazard by the typical driver, to the extent that the vehicle’s placement
or speed will be changed.
Shrinkage - Contraction of concrete due to drying and chemical changes, dependent on time.
Silt - Soil passing a No. 200 sieve that is non-plastic or exhibits very low plasticity.
Simple Spans - Spans with the main stress carrying members non-continuous, or broken, at the
intermediate supports.
Skew or Skew Angle - The acute angle formed by the intersection of a line normal to the centerline of the
roadway with a line parallel to the face of the abutments or piers, or in the case of culverts with the
centerline of the culverts. Left hand forward skew indicates that, look up station, the left side of the structure
is further up station that the right hand side. Right hand skew indicates that the right side of structure is
further up station that the left side.
Slab - A structural concrete element that provides a flat horizontal surface to distribute loads into a pressure
that can be supported by the bearing capacity of the underlying soil substrate.
Sleeper slab - Used at the roadway end of the approach slab to support the reinforced approach slab and
provide a smooth connection to the pavement.
Slip Base - A structural element at or near the bottom of a post or pole that will allow release of the post
from its base upon impact while resisting wind loads.
Slope - The degree of inclination to the horizontal. It is sometimes described by such adjectives as steep,
moderate, gentle, mild or flat.
Slope Paving - Pavement placed on the slope in front of abutment to prevent soil erosion.
Soffit - The bottom surface of a beam or an arch rib or barrel.
Spandrel - The area between the roadway and the arch in the side view of an arch bridge.
April 2024 1-548

Special Provisions - The special directions, provisions, and requirements peculiar to the project that
augment the standard specifications. They are commonly referred to as “specials”.
Specifications - The body of directions, provisions, and requirements, together with written agreements and
all documents of any description, made or to be made, pertaining to the method or manner of performing the
work, the quantities, and the quality of materials to be furnished under the contract.
Spread Footing - A footing that is supported directly by soil or rock.
Spur Dike - A wall or mound built or extended out from the upstream side of an abutment used for training
the stream flow to prevent erosion of stream bank. May also be used where there is no bridge, but the
stream flows along the side of highway embankment.
Stainless Steel Teflon Bearings - Incorporated stainless steel and teflon with steel to provide the necessary
expansion movement.
St. Venant Torsion - Uniform torsion resulting in no deformation of the cross-section.
State Plane Coordinates - The plane-rectangular coordinate system established by the United States Coast
and Geodetic Survey. Plane coordinates are used to locate geographic position.
Station - A distance of 100 feet measured horizontally.
Stirrup - Vertical U-shaped or rectangular shaped bars placed in concrete beams to resist the shearing
stresses in the beam.
Strengthening – Work to add structural capacity to a bridge element or structure.
Stress Relieved Strands - Any prestressing tendons that are manufactured by relieving the high residual
stresses that were introduced into the steel during the wire drawing and stranding operations. Stress
relieving is not a heat treatment and does not change the strand yield strength.
Strip Seal Joint - Molded neoprene glands inserted and mechanically locked between armored interfaces of
extruded steel sections.
Structurally Deficient Bridges - Those bridges which have been (1) restricted to light vehicles only, (2)
closed, or (3) require immediate rehabilitation to remain open, as defined by the Federal Highway
Administration.
Subgrade - The top surface of completed earthwork on which subbase, base, surfacing, pavement, or a
course of other material is to be placed.
Substructure - Those parts of a structure which support the superstructure, including bents, piers,
abutments, and integrally built wingwalls, up to the surfaces on which bearing devices rest. Substructure
also includes portions above bearing surfaces when those portions are built integrally with a substructure
unit (e.g. backwalls of abutments). When substructure and superstructure elements are built integrally, the
division between substructure and superstructure is considered to be at the bottom soffit of the longitudinal
or transverse beam, whichever is lower. Culverts and rigid frames are considered to be entirely
substructure.
Sufficiency Rating (SR) - A method of evaluating data by calculating four separate factors to obtain a
numeric value which is indicative of bridge sufficiency to remain in service. The result of this method is a
percentage in which 100 percent would represent an entirely sufficient bridge and zero percent would
April 2024 1-549

represent an entirely insufficient or deficient bridge.
Superelevation - The difference in elevation between the inside and outside edges of a roadway in a
horizontal curve; required to counteract the effects of
centrifugal force.
Superplasticizer - A high range water-reducing admixture that increases the slump of freshly mixed concrete
without increasing the water content.
Superstructure - Those parts of a structure above the substructure, including bearing devices.
Surcharge - Any load that causes thrust on a retaining wall, other than backfill to the level of the top of the
wall. Also preloading of an embankment to minimize the time for initial consolidation of the subsurface soils.
Suspension Bridge - A bridge in which the floor system is supported by catenary cables which are supported
upon towers and are anchored at their extreme ends.
Suspender - A wire cable, metal rod or bar connected to a catenary cable of a suspension bridge at one end
and the bridge floor system at the other, thus transferring loads from the roadway to the main suspension
members.
Tack Welds - Small welds used for temporary connections.
Telltale (Tattletale) - Any device designed to indicate movement of formwork or falsework.
Tendon - A name for prestressed reinforcing element whether wires, bars, or strands.
Tenon - A constant diameter extension welded to the tip of the tapered metal arm of a luminaire support
pole to receive the luminaire.
Thixotropy - Property of a material that enables it to stiffen in a short period on standing, but to acquire a
lower viscosity again on mechanical agitation. A property desirable for post-tensioning duct grout.
Three-Dimensional Finite Element Analysis - Analysis in which a three-dimensional continuum is modeled

as an assemblage of discrete elements in three-dimensional space.
Three-Hinged Arch - An arch which is hinged at each support and at the crown.
Through Structure - A structure that has its floor connected to the lower portion of the main stress-carrying
members, so that the bracing goes over the traffic. A structure whose main supporting members project
above the deck or surface.
Tining - Is used on finished concrete deck or slab surfaces to provide friction and reduce hydroplaning.
Grooves are placed in the plastic concrete or cut into the hardened concrete.
Torsional Stress - Shear stress on a transverse cross-section resulting from a twisting action.
Transformed Section - A hypothetical section of one material so as to have the same elastic properties as a
section of two materials.
April 2024 1-550

Transition - A section of barrier between two different barriers or, more commonly, where a roadside barrier
is connected to a bridge railing or to a rigid object such as a bridge pier. The transition should produce a
gradual stiffening of the approach rail so vehicular pocketing, snagging, or penetration at the connection can
be avoided.
Traveled Way - The portion of the roadway for the movement of vehicles, exclusive of shoulders and
auxiliary lanes.
Tremie - A pipe or tube through which concrete is deposited underwater.
Trial Batch - A batch of concrete prepared to establish or check proportions of the constituents.
Turnbuckle - A long, cylindrical, internally threaded nut used to connect the elements of adjustable rod and
bar members.
Turn-of-the-Nut - A bolt-tightening method.
Two-hinged Arch - A rigid frame which may be arch-shaped or rectangular but is hinged at both supports.
Ultrasonic Inspection - A non-destructive inspection process where by an ultra-high frequency sound wave
induced into a material is picked up in reflection from any interface or boundary.
Unbonded Strands - Strands so coated as to prevent their forming a bond with surrounding concrete. Used
to reduce stress at the ends of a member.
Underpinning - The addition of new permanent support to existing foundations to provide additional
capacity.
Uplift - A force tending to raise a structure or part of a structure and usually caused by wind and eccentric
loads, or the passage of live-load over the structure.
Utility - A line, facility, or system for producing, transmitting, or distributing communications, power,
electricity, heat, gas, oil, water, steam, waste, storm water not connected with highway drainage, or any
other similar commodity which directly or indirectly serves the public. The term utility shall also mean the
utility company, district, or cooperative, including any wholly owned or controlled subsidiary.
Vierendeel Truss - A Pratt truss without diagonal members and with rigid joints between top and bottom
chords and the verticals.
Vibrator - An oscillating device inserted at selected locations to consolidate fresh concrete.
Wales - Horizontal support members in close contact with a row of sheet piles in a cofferdam or shoring
April 2024 1-551

wall. Sometimes called whalers.
Warrants - The criteria by which the need for a safety treatment or improvement can be determined.
Warren Truss - A triangular truss consisting of sloping members between the top and bottom chords and no
verticals; members form the letter W.
Water/Cement Ratio - The weight of water divided by the weight of cement in a concrete; ratio controls the
strength of the concrete.
Waterproofing Membranes - Impervious material overlaid with bituminous concrete to protect decks from the
infiltration of chlorides and resulting deterioration.
Wearing Surface - The top layer of a pavement designed to provide structural values and a surface resistant
to traffic abrasion.
Weep Hole - A drain hole through a wall to prevent the building up of hydraulic pressure behind the wall.
Weld Inspection - Covers the process, written procedure, and welding in process. Post weld heat
maintenance if required, post weld visual inspection and non-destructive testing as specified in contract and
Standard Specifications.
Welded Wire Reinforcing - A two-way reinforcing mat, fabricated from cold-drawn steel wire, having parallel
longitudinal wires welded at regular intervals to parallel transverse wires.
Well-Graded - An aggregate possessing a proportionate distribution of successive particle sizes.
Wetlands - Areas that are inundated or saturated by surface or ground water at a frequency and duration
sufficient to support, and that under normal circumstances do support, vegetation typically adapted for life in
saturated soil conditions. Wetlands generally include swamps, marshes, bogs, and similar areas.
Wheel Load – Half of an axle load.
Wingwall - A wall attached to the abutments of bridges or box culverts retaining the roadway fill. The
sloping retaining walls on each side of the center part of a bridge abutment.
Yield - Permanent deformation (permanent set) which a metal piece takes when it is stressed beyond the
elastic limit.
Young’s Modulus - modulus of elasticity of a material (E); or the stiffness of a material.
April 2024 1-552

April 2024 1-553

APPENDIX – SECTION 1 – Abbreviations

(Initialisms and Acronyms)
A
A&E Architectural and Engineering
AADT Annual Average Daily Traffic
AASHTO American Association of State Highway and Transportation Officials (since 1973)
ABC Accelerated Bridge Construction
AC Asphalt Concrete
ACI American Concrete Institute
ACP Asphalt Concrete Pavement
ACT Area Commission on Transportation
ACWS Asphalt concrete wearing surface
ADA Americans with Disabilities Act
ADT Average daily traffic (see Definitions)
ADTT Average Daily Truck Traffic
AEE Association of Engineering Employees
AHP Analytic Hierarchy Process
AISC American Institute of Steel Construction
a.k.a. Also known as
ANSI American National Standards Institute
API Area of Potential Impact
APJ Asphaltic Plug Joint
APM Area Project Manager
Agency Project Manager
APWA American Public Works Association
AREA American Railway Engineering Association
AREMA Manual for Railway Engineering of the American Railway Engineering and
Maintenance-of-way Association
ARS Accident Records System (Accident Data Unit, Transportation Research Section)
ASCE American Society of Civil Engineers
ASTM American Society for Testing and Materials
AWS American Welding Society
April 2024 1-554

B
B-Team Team of Bridge Engineering Section Supervisors & Engineers
BART Biological Activity Reaction Test
BCM Bridge CAD Manual
BDC Bridge Design Coordinator
BDM Bridge Design Manual
BDS Bridge Design System (AASHTO software)
BDS Bridge Data System (ODOT software)
BDWO Bridge Design Work Order
BLT Bridge Leadership Team
BMDM Bridge Maintenance Design Manual
BMP Best Management Practice
BNSF Burlington Northern Sante Fe Railroad
BPR Bureau of Public Roads (now FHWA)
BR Bridge
BRASS Bridge Rating and Analysis of Structural Systems (software)
Brg. Bearing
BRSFUP Bridge Rail Safety Features Upgrade Program
Bt. Bent
C
C Degrees Celsius
Compression
CAD Computer-aided drafting
CAFL Constant Amplitude Fatigue Limit
CalTrans California Department of Transportation
CBC Conventional Bridge Construction
CBR Major Steel Bridges
CF Cubic feet
CFRP Carbon Fiber Reinforced Polymer
CFS Cubic Feet per Second
CG Center of Gravity
CICS Customer Information and Control System (Transportation inventory and Mapping
Unit software on the mainframe)
CIP Cast-in-place
April 2024 1-555

CL Centerline
Clear
CMP Construction Mitigation Plan
Construction Management Plan
Corrugated metal pipe
CMR Change Management Request
CPM Critical Path Method (method of scheduling)
Consultant Project Manager
CQCR Comments, Questions, Concerns and Requests
CQP Consultant Quality Plan
CSL Crosshole Sonic Log
CSZE Cascadia Subduction Zone Earthquake
CTP Continuous Trip Permit
Ctr. Center
CUP Conditional Use Permit
CWI Certified Welding Inspector
CY Cubic yard
D
D Depth
DAP Design Acceptance Plans
DAW Design Acceptance Workshop
DBE Disadvantaged Business Enterprises
DCSA Bridge Design Criteria and Standards Assessment
DD Bridge Design Deviation
DE Design Exception
Dia. Diameter
DIS Dynamic Isolation System, Inc.
DL Dead load
DOS Disk Operating System for personal computers
DOT Department of Transportation
DQP Design Quality Plan
E
E&C Engineering and Contingencies (used in cost estimates)
April 2024 1-556

EAC Emulsified Asphalt Concrete
EB Eastbound
El. Elevation
Elev. Elevation
EOR Engineer of Record
ESR Evaluation Service Report
Extg. Existing
F
F Degrees Fahrenheit
FEMA Federal Emergency Management Agency
FF Far face (don't use for "fill face")
FFO Full Federal Oversight
FHWA Federal Highway Administration (formerly BPR)
FRP Fiber Reinforced Polymer
ft-k foot-kips
ft-lbs foot-pounds
FWS Future Wearing Surface
G
Galv. Galvanized
GDM Geotechnical Design Manual
GFRP Glass Fiber Reinforced Polymer
GIS Geographic Information System
GPR Ground Penetrating Radar
GR Grade
GSD AASHTO Guide Specifications for Seismic Design
H
HDM Highway Design Manual
Hydraulics Design Manual
HPC High Performance Concrete
HPS High Performance Steel
HQ Headquarters
April 2024 1-557

I
IBC International Building Code
IC Internal Curing
ID Inside diameter
Identification
IGA Inter-Governmental Agreement
ISA Internal Shear Anchor
ITS Intelligent Transportation Systems
J
Jt. Joint
K
k Kilo, one thousand
K Kip (kilopound, 1000 pounds)
kg Kilogram, metric mass unit
km Kilometer (1000 meters)
kN KiloNewton, metric force unit
KSF Kips per Square Foot
KSI Kips per Square Inch
L
LAG Local Agency Guidelines
Lbs Pounds
LF Linear feet
LL Live load
LMC Latex Modified Concrete
LPA Local Public Agency
LRFD Load Resistance Factor Design
LRFD AASHTO LRFD Bridge Design Specifications
L.S. Lump Sum
M
m Meter, metric length unit
April 2024 1-558

Milli, one thousandth
M Mega, one million
MASH Manual for Assessing Safety Hardware
Max. Maximum
MBJS Modular Bridge Joint System
MBM Major Bridge Maintenance
MC Microsilica concrete
Miscellaneous Channels
MCTD Motor Carrier Transportation Division
Min. Minimum
MP Milepoint, milepost (even milepoint)
MPCO Multi-Layer Polymer Concrete Overlay
MOT Maintenance of Traffic
MSC Minor structure concrete
MSCS Management Scheduling Control System (to replace PCS)
MSE Mechanically Stabilized Earth (retaining walls)
MT Magnetic Particle
N
N Newton, metric force unit
NACE National Association of Corrosion Engineers
NBI National Bridge Inventory
NBIS National Bridge Inspection Standards
NCHRP National Cooperative Highway Research Program (from the Transportation
Research Board)
NDE Non-destructive Evaluation
NDT Non-destructive Testing
NEPA National Environmental Protection Act of 1969
NHI National Highway Institute
NHS National Highway System
NLF No Load Fit
NRST Nonredundant Steel Members
NSBA National Steel Bridge Alliance
NSM Near Surface Mount
NTS Not to Scale
April 2024 1-559

O
OC On Center (center-to-center)
OD Outside Diameter
ODOT Oregon Department of Transportation
ODLAP ODOT Delivery of Local Agency Projects
OHWM Ordinary High Water Mark
ORS Oregon Revised Statutes
OSHA Occupational Safety and Health Administration (U.S.)
P
Pa Pascal, metric stress or pressure unit
PA Price Agreement
PCC Portland Cement Concrete
Point on compound curve
PCF Pounds per Cubic Foot
PCI Prestressed Concrete Institute
PCS Project Control System (to be replaced by MSCS)
PD Project Delivery
PDG Project Delivery Guide
PDLT Project Delivery Leadership Team
PE Professional Engineer (registered)
PFSJ Precompressed Foam Silicone Joint
PL Project Leader
Plate
PM Project Manager
POR Professional of Record
PPC Premixed Polymer Concrete
Precast Prestressed Concrete
PQR Pre-Qualification Request
Public Relations
P/S Prestressed Concrete
PS&E Plans, Specifications & Estimate
PSBS Project Specifications Bid System
PSDC Project Specific Design Criteria
PSF Pounds per Square Foot
April 2024 1-560

Precast Spread Footing
PSI Pounds per Square Inch
P/T Post-tensioned concrete
PVC Polyvinyl chloride
PWS Present Wearing Surface
Q
QA Quality Assurance
QC Quality Control
QPL Qualified Products Listing
R
R Radius
R, 1R Resurfacing
R/W Right of Way
RBI Region Bridge Inspector
RBLE Regional Bridge Lead Engineer
RCBC Reinforced Concrete Box Culvert
RCDG Reinforced Concrete Deck Girder
Rdwy. Roadway
RE-CP Resident Engineer – Consultant Projects
RFI Request for Information
RFP Request for Proposals
RR Railroad
RRR, 3R Resurfacing, Restoration and Rehabilitation
RRRR, 4R Resurfacing, Restoration, Rehabilitation and Reconstruction
RT Radiographic
S
SAFETEA-LU Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy of Users of
2005
SDC Seismic Design Category
SDCL Simple for Dead and Continuous for Live Load
SDLF Steel Dead Load Fit
SF Square feet
April 2024 1-561

SFC Silica Fume Concrete
SFLMC Silica Fume Latex-Modified Concrete
SHPO State Historic Preservation Office
SIDL Superimposed Dead Load
Sl. Slope
SOW Statement of Work
SP ODOT Construction Specifications
Spcg. Spacing
Spcs. Spaces
SPMT Self-Propelled Modular Transporters
SPT Standard Penetration Test for soils
SR Sufficiency Rating
Std. Standard
STIP State Transportation Improvement Program
STP Single Trip Permit
STRUDL Structural Design Language
SY Square Yard
T
T&E Threatened and Endangered
TCP Traffic Control Plan
TcP Time cost per person
TDLF Total Dead Load Fit
TiAB Titanium Alloy Bars
TIP Thermal Integrity Profile
TL Test Level
TP&DT Temporary Protection and Direction of Traffic
TPAR Temporary Pedestrian Accessible Routes
TPM Transportation Project Manager
TS&L Type, Size and Location (formerly called preliminary)
TSF Tons per Square Foot (don't use)
Typ. Typical
U
UBIT Under Bridge Inspection Truck
April 2024 1-562

UHPC Ultra High Performance Concrete
UPRR Union Pacific Railroad
USCG United States Coast Guard
USGS United States Geological Survey
UST Underground Storage Tank
UT Ultrasonic
V
Var. Varies
VE Value Engineering
W
WOC Work Order Contract
WPS Welding Procedure Specifications
WS Wearing surface
WSDOT Washington State Department of Transportation
WSC Wire Strand Core (cables)
Wt. Weight
April 2024 1-563

APPENDIX – Section 1.2 – AASHTO/BDM Cross-

Reference
Table A1.2-1 AASHTO/BDM Cross Reference
AASHTO LRFD Cross-

Bridge Design Manual
References
BDM LRFD
Section Title Section Title Comments
BDM adds specific design floods
2.14.7.2 Bridge
Bridge Length 2.6.4.3 and minimum freeboard to
2.18.3 Waterway
AASHTO specs.
BDM gives span-to-depth ratios
Structure Span to Depth for concrete bridges but leaves
2.18.2(2) 2.5.2.6.3-1
Depth Ratios span-to-depth ratios for steel
bridges to AASHTO.
BDM states that AASHTO optional
live load deflection criteria is not
Structure Criteria For
2.18.2(2) 2.5.2.6.2 required for bridges that satisfy the
Depth Deflection
span-to-depth ratios in BDM
2.5.2.6.3-1 2.18.2(4)
BDM Yields to AASHTO
Bridge 4.6.2.1.4, Slab Edge Requirements. AASHTO
2.17.1(1) Types and 5.14.4.1, Beam requirements also apply to CIP
Economics 9.7.1.4 Requirements voided slabs if design deviation is
approved.
BDM states that bottom of spread
footings should be 6 feet below
Hydraulics,
2.14.7.1 2.6.4.4.2 Bridge Scour normal streambed. AASHTO states
General
that the bottom of footing should
be below the scour depth.
BDM states that spread footings
should be at least 6 feet below
Spread streambed and also below the
Footing scour depth for the 500-year flood
1.10.5.3 10.6.1.2 Bearing Depth
Foundation event. AASHTO states that the
Design footings should be located to bear
below the maximum anticipated
depth of scour.
April 2024 1-564

AASHTO LRFD Cross-

References
BDM LRFD
BDM resistance factors for bearing
Nominal and of spread footings are higher than
Factored Spread those shown in Table 10.5.5.2.2 in
1.10.5.3(2) 10.5.5.2.2
Bearing Footings the AASHTO Specs for extreme
Resistances event conditions of scour and
earthquake loading.
BDM specifies a factor of safety 1.5
Spread for overall stability. AASHTO
Overall
1.10.5.3(4) Footing 11.6.2.3 specifies phi factors for stability =
Stability
Stability 0.75 or 0.65 depending on
geotechnical information.
BDM refers specifically to AASHTO
Nominal Axial
1.10.5.4.1(1) Pile Resistance 10.7.3.8 specs for determining axial pile
Pile Resistance
capacity.
BDM states that smallest shaft
Drilled Shaft diameter is 12 inches. AASHTO
Shaft
1.10.5.5.1(1) Diameters and 10.8.1.3 adds that if the shaft is to be
Diameter
Requirements manually inspected, the diameter
should not be less than 30 inches.
AASHTO states that columns on
top of drilled shafts can be the
Column Maximum same size as the drilled shaft, but
1.10.5.5.1(1) 10.8.1.3
Diameter Column Size BDM requires that columns be
smaller than shafts by 6 inch or 1
foot depending on shaft diameter.
BDM refers to AASHTO for the
Shaft Shaft
1.10.5.5.1(6) 10.8.2.2 determination of drilled shaft
Settlement Settlement
settlement.
Volumetric
BDM overrides LRFD 5.13.4.6.3
Reinforcement
1.10.5.5.1(11 Shaft because the shaft diameter is
5.13.4.6.3 Ratio and
) Reinforcement always larger than the column
transverse
diameter.
rebar spacing
Volumetric
BDM adds a formula for
Reinforcement
1.10.5.5.1(11 Shaft computing transverse
5.13.4.6.3 Ratio and
) Reinforcement reinforcement required in non-
transverse
contact splice region.
rebar spacing
April 2024 1-565

AASHTO LRFD Cross-

References
BDM LRFD
Shaft Cover for Main BDM provides specific
1.10.5.5.1(1) Reinforcement 5.12.3-1 Reinforcing reinforcement cover requirements
Cover Steel for drilled shafts.
BDM assumes 150 pcf for ACP, but
1.3.2 Dead Loads 3.5.1-1 Unit Weights
AASHTO assumes 140 pcf.
Construction
and BDM modified permanent load
1.3.4 3.4.3.1 Jacking Forces
Temporary factor to 1.5 from AASHTO’s 1.3.
Loads
Temperature ranges vary slightly
Thermal Temperature
1.3.8 3.12.2.1-1 between BDM and AASHTO for
Forces Ranges
Climates (Sections)
BDM requires State Bridge
Ductility, Ductility, Engineer approval for Redundancy
Redundancy, Redundancy, Factor less than 1.0, and it states
1.3.3, 1.3.4,
1.3.1 and and that for the Operational
1.3.5
Operational Operational Importance Factor, use a value of
Importance Importance 1.0 for all bridges, assuming all
bridges to be "typical".
BDM adds specific details for
Sidewalk Pedestrian
1.3.5 3.6.1.6 applying vehicular live load to curb
Loading Loads
mountable sidewalks.
BDM adds bar extension
requirements for abutments on
Wingwall
stiff footings to distribute flexure.
1.11.2.3 Design and 11.6.1.5.2 Wingwalls
AASHTO does state that bar
Construction
lengths should vary to avoid
"planes of weakness"
BDM specifies the use of AASHTO
Guide Specifications for LRFD
Seismic Bridge Design for projects
3.10, 5.10.11,
initiated after May 1st 2009. For
Seismic 5.13.4.6, Earthquake
1.17 projects initiated before May 1st
Design 11.6.5, 11.8.6, Effects
2010, BDM specifies the use of
11.10.7
AASHTO LRFD Bridge Design
Specifications. Additional
requirements and guidelines for
April 2024 1-566

AASHTO LRFD Cross-

References
BDM LRFD
both AASHTO documents are
included in the BDM.
Concrete, Compressive BDM has independent concrete
1.5.1 5.4.2.1
General Strength classes.
Concrete, Modulus of BDM and AASHTO have same
1.5.1 5.4.2.4
General Elasticity formula
Minimum Bar Concrete BDM and AASHTO have separate
1.5.5-2 5.12.3
Covering Cover tables
BDM bases reinforcement area on
concrete thickness only, but
Reinforcement
Shrinkage and AASHTO bases reinforcement area
for Shrinkage
1.5.5.1 5.10.8 Temperature on ratio of volume of section to
and
Reinforcement perimeter of section. AASHTO also
Temperature
has additional required minimum
spacing for specific elements.
BDM specifies 2.5d for the bar
spacing, but AASHTO specifies
1.5d for clear distance between
Minimum Bar Spacing of
1.5.5.4 5.10.3 bars. Both state 1.5 inches
Spacing Reinforcement
minimum clear between bars and
1.5(maximum aggregate size) for
minimum clear between bars.
AASHTO gives two equations with
Compression Compression the one that results in the lowest
1.5.5.5 Development 5.11.2.2.1 Development value controlling. BDM specifies
Length Length the largest value from the
equations.
Design of
AASHTO allows 0.19sqrt(f'c) for
Precast 5.9.4.1.2-1, Tensile Stress
1.5.6.1 certain situations but BDM allows
Prestressed 5.9.4.2.2-1 Limits
only 0.0948sqrt(f'c)
Elements
Post-
Post-Tension AASHTO specifies spacing
Tensioning
1.5.8.6 Strand Duct 5.10.3.3.2 requirements; BDM doesn't call out
Ducts C-C
Placement spacing requirements.
Spacing
Elastomeric BDM specifies that AASHTO
Elastomeric
1.14.1.2 14.7.5, 14.7.6 Pads and Steel Method A should be used to
Bearing Pads
Reinforced design bearing pads unless there is
April 2024 1-567

AASHTO LRFD Cross-

References
BDM LRFD
Elastomeric a specific need to use AASHTO
Pads Method B.
Proprietary
Pot, Disc, BDM provides a simplified
Shrinkage and
1.14.1.3 Slide, Radial, 5.4.2.3 approach for determining creep
Creep
or Spherical and shrinkage coefficients.
Bearings
Empirical BDM excludes the use of the
1.9.2.1.2 Reinforcing 9.7.2 Design of Empirical Method in AASHTO for
Decks deck design
BDM STD details with deck design
tables utilize AASHTO
1.9.2.1.2 Reinforcing 4.6.2.1 Decks
specifications from LRFD 4.6.2.1 to
develop reinforcement values.
AASHTO specifies a maximum
Deck Compression skew angle for compression joint
1.14.2.2 Expansion 14.5.6.6 and Cellular seals equal to 20 degrees, but this
Joint Seals Seals limitation is not stated in the BDM
or standard drawing.
Test Level
1.13.1 Rail Selection 13.7.2 Selection AASHTO Defines Test Level Criteria
Criteria
Traffic Rail AASHTO provides design forces in
1.13.1 Rail Selection A13.2
Design Forces rails in Table A13.2-1
BDM modifies this AASHTO
Flexural comment to reflect moment of
1.6.2.8.3 Steel Girders C6.13.6.1.4a
Members inertia of the smaller section rather
than the smaller flange.
(Timber) (Wood) AASHTO has specific requirements
1.8.5 Preservative 8.4.3.2 Treatment for the use of wood preservative
Treatment Chemicals chemicals on pedestrian bridges.
1-2.1.2 AASHTO Guide Specs for Sound
(AASHTO Barriers provides wind load
Sound walls,
1.12.3 Guide Specs Wind Load equations and exposure
General
for Sound categories. Example designs are
Barriers) also provided
April 2024 1-568

AASHTO LRFD Cross-

References
BDM LRFD
1-2.1.3
AASHTO Guide Specs for Sound
(AASHTO
Sound wall Barriers provides equations and
1.12.3 Guide Specs Seismic Load
Seismic Load factors for seismic loads on sound
for Sound
barriers.
Barriers)
1-8.2
Sound wall
(AASHTO BDM uses AASHTO factors of
Overturning Spread
1.12.3 Guide Specs safety with slight modifications.
Factor of Footings
for Sound (Ice and snow load not included)
Safety
Barriers)
AASHTO calls out horizontal
Highway
Roadway clearance requirements that are
2.14.4.2 2.3.3.3 Horizontal
Clearances consistent with the values shown in
Clearances
BDM Figure 2.14.4.2A-B
Figure 16
(AASHTO
Construction See AASHTO Figure 16 for
Bridge Deck
1.16.3.3 Falsework Handbook conceptual layout of deck
Falsework
for Bridge overhang falsework.
Temporary
Works)
Page 71
(AASHTO
Construction Sealing and AASHTO confirms that force from
Cofferdams
1.16.3.5.2 Handbook Buoyancy sheet pile friction should not be
Seals
for Bridge Control included in uplift resistance.
Temporary
Works)
Vehicular BDM adds specific requirements
Vehicular
1.3.6 Collision 3.6.5 for barriers in front of obstacle
Collision Force
Forces components.
April 2024 1-569

APPENDIX – Section 1.5.11.2.2 – Resin Anchor

Design
This appendix contains the legacy equations used by designers prior to 2019, which were
replaced by the equations according to ACI 318 Chapter 17 with ODOT modifications. Use the
legacy equations only when it is required.
GENERAL EQUATION FOR RESIN TENSION CAPACITY
Ultimate tension capacity = R0*R1*R2*π*D*E*[U(max)-(35 lb/in3 * E)]
where:
π = Pi = 3.14159
D = anchor diameter (inches)
E = anchor embedment (inches)
U(max) = 1400 psi for “low strength” resin
= 2300 psi for “high strength” resin
R0 = reduction factor for non-redundant applications. This applies when anchors are used with only
two anchors per attachment.
R0 = 0.85 for non-redundant horizontal applications
R0 = 1.0 for all other applications
R1 = reduction factor due to edge distance

R1 = 1.0 - (1.5-A)/2.5 when edge distance < 1.5 * E
R1 = 1.0 when edge distance ≥ 1.5 * E
where A = edge distance/E
R2 = reduction factor due to anchor spacing

R2 = 1.0 - (1.0-B)/1.7 when anchor spacing < 1.0 * E
R2 = 1.0 when anchor spacing ≥ 1.0 * E
where B = anchor spacing/E
Specify edge distance and anchor spacing greater than 6 ∗ 𝐷𝐷 or 0.5 ∗ 𝐸𝐸, whichever is greater.
When rebar is anchor material, add two times the anchor diameter to the required anchor
embedment. This extra embedment is necessary for rebar since the exact location of rebar
deformations cannot be known. Most of the tension load in a rebar anchor is transferred to the
concrete at the deformation location. For this reason fully-threaded anchors are generally
preferred for most resin-bonded anchor applications.
For horizontal applications, add 20 percent to the required anchor embedment. This extra
embedment is necessary since full resin coverage cannot be assured for horizontal applications.
Horizontal applications angled down a minimum of 15 degrees do not require the additional 20
percent.
April 2024 1-570

RESIN TENSION EQUATION: SERVICE LOADS
Ultimate tension capacity ≥ 3 * design tension load
RESIN TENSION EQUATION: SEISMIC LOADS

Ultimate tension capacity:
≥1.9 * design seismic load for “low strength” resin
≥1.6 * design seismic load for “high strength” resin
Note: for seismic loading, maximum rod loading ≤ 0.9 Fy
Fy = Yield strength of the anchor rod
RESIN TENSION EQUATION: LRFD LOADS

0.5 * Ultimate tension capacity ≥ factored load
GENERAL EQUATION FOR RESIN SHEAR CAPACITY

Ultimate Shear Capacity = 𝑅𝑅1 ∗ 𝑅𝑅2 ∗ 𝜆𝜆 ∗ 𝐷𝐷 ∗ 𝐸𝐸 ∗ 𝑓𝑓′𝑐𝑐 where:
• D = anchor diameter (inches)
• E = anchor embedment (inches)
• f'c = compressive strength of concrete
• λ = 0.75 for “low strength” resin
• λ = 1.0 for “high strength” resin
• R1 = reduction factor due to edge distance
o 𝑅𝑅1 = 1.0 − (1.5 − 𝐴𝐴)/2.0 when edge distance < 1.5 * E
o 𝑅𝑅1 = 1.0 when edge distance ≥ 1.5 * E
• R2 = reduction factor due to anchor spacing
o 𝑅𝑅2 = 1.0 − (1.0 − 𝐵𝐵)/1.7 when anchor spacing < 1.0 * E
o 𝑅𝑅2 = 1.0 when anchor spacing ≥ 1.0 * E
If concrete for an existing structure appears to be in good condition, use f‘c = 1.2 times the
concrete strength shown on the existing plans.
RESIN SHEAR EQUATION: SERVICE LOADS
Ultimate shear capacity ≥ 3 * design shear load
RESIN SHEAR EQUATION: SEISMIC LOADS
Ultimate shear capacity ≥ 1.7 * design seismic shear load
April 2024 1-571

RESIN SHEAR EQUATION: LRFD LOADS
0.5 * Ultimate shear capacity ≥ factored load
COMBINED RESIN TENSION AND SHEAR
Combined Stress Ratio (CSR) ≤ 1.0
𝐶𝐶𝐶𝐶𝐶𝐶 = (𝑓𝑓𝑡𝑡 / 𝐹𝐹𝑡𝑡) + (𝑓𝑓𝑣𝑣 / 𝐹𝐹𝑣𝑣)2
ft , fv = factored loads (i.e., the right side of service load, seismic, or LRFD equations)
Ft , Fv = capacities (i.e., the left side of service load, seismic, or LRFD equations)
April 2024 1-572

APPENDIX – Section 1.11 – Substructures

Figure A1.11.2.9-1 End Bent Details for Prestressed Slabs and Boxes
April 2024 1-573

Figure A1.11.2.9-2
April 2024 1-574

Figure A1.11.2.9-3
April 2024 1-575

Figure A1.11.2.9-4
April 2024 1-576

Figure A1.11.2.9-5
April 2024 1-577

Figure A1.11.3.2-1 Interior Bent Details for Prestressed Slabs and Boxes
April 2024 1-578

Figure A1.11.3.2-2
April 2024 1-579

Figure A1.11.3.2-3
April 2024 1-580

APPENDIX – Section 1.16.3 – Bridge Temporary

Works
SPREAD FOOTING EXAMPLE (USING METHOD 1):
Figure A1.16.3.5.2-1 Method 1 Spread

Footing Determine the seal thickness for a 16’ x 20’ cofferdam.
Water depth is 16 feet from the vent to the top of the
seal.
𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸 𝑇𝑇 = 0.4 ∗ (16′ + 10′ 𝑒𝑒𝑒𝑒𝑒𝑒. 𝑡𝑡ℎ𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖) = 10.4′
Summing vertical forces:

𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 = 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤ℎ𝑡𝑡 𝑜𝑜𝑜𝑜 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑
𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 = (𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴) ∗ (𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷ℎ 𝑜𝑜𝑜𝑜 𝑊𝑊𝑊𝑊𝑊𝑊𝑊𝑊𝑊𝑊)

∗ (𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑜𝑜𝑜𝑜 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤)
𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 = (16′) ∗ (20′ ) ∗ (16′ 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑ℎ)

∗ (0.0624 𝑘𝑘/𝑓𝑓𝑓𝑓 3 )
𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹 𝑜𝑜𝑜𝑜 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 = 𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑜𝑜𝑜𝑜 𝑡𝑡ℎ𝑒𝑒 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠
𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹 𝑜𝑜𝑜𝑜 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 = (16′) ∗ (20′ ) ∗ (𝑇𝑇 ′ 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑡𝑡ℎ𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖)

∗ (0.15 𝑘𝑘/𝑓𝑓𝑓𝑓 3 − 0.0624 𝑘𝑘/𝑓𝑓𝑓𝑓 3 )
Uplift force = Force of seal
Solving for T:
𝑇𝑇 = 11.4′
Use 11.5’ seal thickness.
Note: F.S = 1.0 for T = 11.4’
April 2024 1-581

PILE-SUPPORTED EXAMPLE (USING METHOD 1):
Determine the seal thickness for a 16’ x 20’ cofferdam, with 12 – 12” diameter steel piles. Uplift
capacity is 10 kips per pile. Water depth is 16 feet from the vent to the top of the seal.
Figure A1.16.3.5.2-2 Method 1 Pile Supported
𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸 𝑇𝑇 = 0.25 ∗ (16′ + 10′ 𝑒𝑒𝑒𝑒𝑒𝑒. 𝑡𝑡ℎ𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖) = 6.5′

Summing vertical forces:
𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 = 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤ℎ𝑡𝑡 𝑜𝑜𝑜𝑜 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑
𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 = (16′) ∗ (20′ ) ∗ (16′ 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑ℎ) ∗ (0.0624 𝑘𝑘/𝑓𝑓𝑓𝑓 3 )
𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 = 319.49𝑘𝑘
𝑊𝑊𝑊𝑊𝑊𝑊𝑊𝑊ℎ𝑡𝑡 𝑜𝑜𝑜𝑜 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 = 𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑜𝑜𝑜𝑜 𝑡𝑡ℎ𝑒𝑒 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠
𝑊𝑊𝑊𝑊𝑊𝑊𝑊𝑊ℎ𝑡𝑡 𝑜𝑜𝑜𝑜 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠
= (16′) ∗ (20′ ) ∗ (𝑇𝑇 ′ 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑡𝑡ℎ𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖) ∗ (0.15 𝑘𝑘/𝑓𝑓𝑓𝑓 3
− 0.0624 𝑘𝑘/𝑓𝑓𝑓𝑓 3 )
𝑊𝑊𝑊𝑊𝑊𝑊𝑊𝑊ℎ𝑡𝑡 𝑜𝑜𝑜𝑜 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 = 28.03 ∗ (𝑇𝑇) 𝑘𝑘/𝑓𝑓𝑓𝑓
𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐
= (12 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝) ∗ (0.785 𝑓𝑓𝑓𝑓 2 ) ∗ (𝑇𝑇 ′ ) ∗ (0.15
− 0.0624) 𝑘𝑘/𝑓𝑓𝑓𝑓 3
𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 = 0.825 ∗ (𝑇𝑇) 𝑘𝑘/𝑓𝑓𝑓𝑓
𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵 𝑜𝑜𝑜𝑜 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝 = (12 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝) ∗ 𝜋𝜋 ∗ 1′ ∗ 6.5′ ∗ 0.010 𝑘𝑘𝑘𝑘𝑘𝑘 ∗ 144 𝑖𝑖𝑖𝑖2 /𝑓𝑓𝑓𝑓 2
𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵 𝑜𝑜𝑜𝑜 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝 = 352.86 𝑘𝑘
𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 = (12 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝) ∗ (10 𝑘𝑘/𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝)
𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 = 120 𝑘𝑘 < 352.86 𝑘𝑘
Use 120 k
𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈𝑈 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 = (𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤ℎ𝑡𝑡) − (𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑. 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐. )
+ (𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢𝑢 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐)
319.49 𝑘𝑘 = 28.03 (𝑇𝑇) − 0.825 (𝑇𝑇) + 120
Solving for T:
𝑇𝑇 = 7.33′
Use 7.5’ seal thickness.
Note: F.S. = 1.0 for T = 7.33’
April 2024 1-582

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VERSION APRIL 2024

BRIDGE DESIGN MANUAL

BRIDGE ENGINEERING SECTION

April 2024 i-2

Table of Contents .............................................................................................................. 1

Index of Figures and Tables ........................................................................................... 20

1.1 Introduction ........................................................................................................... 1

1.2 Bridge Design, General ......................................................................................... 2

1.2.1 Bridge Design Standards ......................................................................................................... 2

April 2024 TOC-1

April 2024 TOC-2

1.3 Loads and Distributions ...................................................................................... 36

1.3.1 Ductility, Redundancy and Operational Importance ........................................................ 36

April 2024 TOC-3

1.4 Structural Analysis ............................................................................................... 61

1.4.1 Live Load Distribution Factors ..................................................................................... 61

1.5 Concrete ................................................................................................................ 63

1.5.1 Concrete, Design Considerations ......................................................................................... 63

April 2024 TOC-4

April 2024 TOC-5

April 2024 TOC-6

1.6 STEEL STRUCTURE DESIGN AND DETAILING ................................................. 136

1.6.1 Structural Steel, General ...................................................................................................... 136

April 2024 TOC-7

April 2024 TOC-8

1.7 RESERVED ........................................................................................................... 194

1.8 TIMBER BRIDGE DESIGN AND DETAILING ..................................................... 195

1.8.1 Timber Bridge Locations ..................................................................................................... 195

1.9 DECKS AND SLABS ............................................................................................ 198

1.9.1 Design Considerations ......................................................................................................... 198

April 2024 TOC-9

April 2024 TOC-10

1.10 FOUNDATION CONSIDERATIONS .................................................................... 267

1.10.1 Foundations, General .................................................................................................. 267

April 2024 TOC-11

1.11 Substructures ......................................................................................................... 334

1.11.1 Retaining Structures, General .................................................................................... 334

April 2024 TOC-12

1.12 Other Structures ................................................................................................. 365

1.12.1 Culvert Design.............................................................................................................. 365

1.13 Rails, Impact Attenuators and Protective Screening ...................................... 381

1.13.1 Bridge Rail, General ..................................................................................................... 381

April 2024 TOC-13

1.14 Bearings and Expansion Joints.......................................................................... 408

1.14.1 Bearings ......................................................................................................................... 408

April 2024 TOC-14

1.15 Repair and Strengthening .................................................................................... 427

1.15.1 Strengthening of Bridges ............................................................................................ 427

April 2024 TOC-15

1.16 Construction........................................................................................................... 457

1.16.1 Bridge Raising .............................................................................................................. 457

April 2024 TOC-16

April 2024 TOC-17

1.17 Seismic and Tsunami Design.............................................................................. 495

1.17.1 Design Philosophy ............................................................................................................ 495

April 2024 TOC-18

APPENDIX – SECTION 1 – Glossary .............................................................................. 532

APPENDIX – SECTION 1 – Abbreviations (Initialisms and Acronyms) ..................... 554

APPENDIX – Section 1.2 – AASHTO/BDM Cross-Reference ..................................... 564

APPENDIX – Section 1.5.11.2.2 – Resin Anchor Design ............................................ 570