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Section 3
Planning New and Replacement Bridge Types
3.1 Scoping
There are always certain questions that must be answered when a bridge project is
identified. These same basic questions arise regardless of whether the project is being
evaluated as part of a highway upgrade program or as a more urgent need such as a
structure load posting or closure. The time involved in going through this process may be
lengthy or, due to the urgency of the situation, it may be expedited. All projects identified
by the New York State Department of Transportation are first addressed through a process
known as "Scoping".
Scoping is defined as a process that establishes a genuine consensus about the nature of
a proposed project and what is to be accomplished. The products of this process are:
C Project Objectives
C Design Criteria
C Feasible Alternates
C Reasonable Cost Estimate(s)
To develop these products, the engineer will ask many questions whose answers will help
define the products. Some of these questions include:
C What is necessary to satisfy projected needs?
C Is the roadway alignment a problem? (e.g., accident history, non-
standard features)
C Is an adequate roadway section provided?
C What is the condition of the bridge?
C Could it be a highway improvement project only or should bridge work
be included?
C Does the bridge provide an adequate opening for the feature it crosses
(i.e., waterway, roadway, railroad)?
C Can the existing bridge be widened? Should the bridge be widened
based on its condition?
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C Can part or all of the bridge be retained? If so, for how many years?
C What input is the community providing (e.g., historical, maintenance of
traffic, utilities, and aesthetic treatments)?
C What preliminary cost estimates are available?
C When can the work be scheduled?
The answers to these questions will define the appropriate highway and bridge work. This
process will also establish the project objectives that will result in one of three decisions:
C Short Term Repair
C Long Term Rehabilitation
C Replacement
3.2 Preliminary Engineering
However defined, the entire project must make an assessment of any structure(s) within
its limits with regards to:
C The load carrying capacity of the existing structure(s).
C The integrity of the material the structure(s) is made of.
C The acceptability of the details and design practices used for the
design of the existing structure(s).
Sometimes it is not clear whether the bridge should be rehabilitated or replaced. Additional
input is needed to make this decision. See Section 19 for more information on the
rehabilitation versus replacement decision. Cost comparisons of the remaining possible
solutions, as well as a constructability evaluation, are needed. This preliminary engineering
process becomes more project specific, and more detailed answers to the following
questions are now sought:
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C What services must be maintained and what services can be
interrupted (e.g., utilities, emergency, fire and ambulance, school bus
routes, etc.)?
C How can traffic be maintained during construction?
C How will a new bridge differ from the old? Should it be longer or
should it be shorter? Should it be wider or narrower?
C What procedures are different between a rehabilitation project and a
replacement project?
C Does the site require any special construction considerations?
C How much will it cost and how long will it take to complete each of the
various options?
These refined evaluations will result in more project specific findings. A final
recommendation should then be made. When the recommendation is a bridge
replacement, a Final Design Report will present the findings, Design Approval will be
sought and a "Site Data Package" will be prepared for the specific bridge site. Bridge
rehabilitation projects will follow a similar process. Section 19 of this manual also provides
guidance for evaluating a rehabilitation option.
Further information on scoping and preliminary engineering is contained in the Scoping
Procedure Manual and Design Procedure Manual.
3.3 Site Data
Once the objectives of a project have been finalized, work must begin on the final design
and preparation of the Plans, Specifications and Estimate package. The PS&E package
consists of two parts: i.e. the highway portion and the bridge portion. The information
needed to establish the parameters for the final bridge design is provided to the bridge
designer by the Region. The Region prepares and assembles this "Site Data" package or
oversees its preparation by a consultant. It is the responsibility of the Regional Structures
Engineer to verify the accuracy and completeness of the data. The Regional Design
Engineer will identify a regional project manager who can answer questions which may
arise.
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The site data package consists of two parts:
Bridge Data Sheet - Part 1 - Must be completed for all structures.
and
Bridge Data Sheet- Part 2 - Waterway supplement, which must be completed for
most structures over a waterway.
These forms also require the completion of various supporting documentation. See
Appendices 3A and 3B.
Both hard copies and electronic files are required. For designs to be progressed in the
Structures Division, the package will be reviewed by the Program and Project Management
Coordination Unit, the Preliminary Engineering Unit and the Hydraulic Engineering Unit as
required, all of the Main Office Structures Division. For consultant and regional (in-house)
bridge design projects, the Main Office Structures Division Quality Assurance Plan Review
Unit will be responsible for the review. For this type of project, see Appendix 3D for the
required portion of the site data to be submitted.
With the completion of these reviews and the resolution of any major comments, final
design begins.
3.4 Hydraulics
3.4.1. Hydraulic Design
Projects involving waterway crossings will generally require a hydraulic analysis unless it
is clear that, because of the bridges height, length, substructure configuration and
construction method, there will be an insignificant effect on hydraulics. If an analysis is
required, the necessary supporting documentation is outlined in Appendix 3B, Bridge Data
Sheet-Part 2, Waterway Supplement. For definitions of ordinary high water, ordinary water
and low water, See Section 17.6.
3.4.2 Hydraulic Table
For all projects where the hydraulic opening for the feature crossed is the controlling factor,
a Hydraulic Table is required on the plans. The following table shall be shown:
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HYDRAULIC DATA
Drainage Area = (km
2
) Basic
Flood
Design
Flood
Recurrency Interval (yrs.) 100 50
Peak Discharge (m
3
/s)
High Water Elevation @ Pt. of Max. Backwater Existing
Proposed
Avg. Velocity Thru Structure @ Design Flood =
For projects requiring the use of a temporary bridge to cross the waterway, the following
notes should be completed and placed directly under the Hydraulic Table. Note 2 is to be
used only when a hydraulic analysis permits.
1. The proposed temporary structure shall provide a minimum clear opening
of m perpendicular to the flow with a minimum acceptable low beam
elevation of . A minimum clear waterway area of m
2
is required
below the minimum low beam elevation.
2. As an alternate to the minimum rectangular opening specified above, the
Contractor may elect to use a single circular pipe of diameter or a
series of multiple pipes having a minimum diameter of . A minimum
effective flow area of m
2
is required below elevation .
3.4.3 Slope Protection Criteria
All erodible or disturbed banks in a project that are subject to hydraulic flows shall be
protected by medium or heavy stone fill to an elevation 300 mm above design high water.
Medium stone fill will be used when the average velocity through a structure at design flood
is 3.0 m/sec. or less. Heavy stone fill will be used for average velocities at design flood
above 3.0 m/sec.
For banks subject to wake or wave action, bank protection shall be carried to a height equal
to 1.0 meter above the maximum navigable elevation.
All slopes not protected with stone fill and which cannot be seeded, shall be protected with
select granular fill slope protection, block or grouted stone. For the area under a structure,
the slope protection should be carried a minimum of 1.0 meter outside the fascia line.
Select granular fill slope protection shall be placed to a thickness of 200 mm. Light stone
fill with a thickness of 300 mm can be provided in lieu of granular fill when a heavier
protection is desired.
See the latest BD sheets for stone fill placement and key-way details.
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3.4.4 Scour Monitoring Devices
Scour monitoring devices are sometimes installed on existing piers and abutments. They
are not normally used on new construction. Scour monitoring devices can be considered
for use in the following circumstances.
1. At bridges with known history of scour and no scour retrofits.
2. At bridges over streams on erodible materials, mainly with silt sands and gravel (or
stone fill on top of erodible material).
3. At bridges where there is no easy access to measure the stream bed during floods.
4. Bridges over streams with high velocities that make it impossible to measure the
depth of scour holes by probing, or because the velocity prohibits the measuring
device from staying vertical in the scour hole during a flood.
5. Bridges over streams with high debris loads because the debris would prohibit
probing for the depth of scour with either weights on a line or with a pole, (however
some of the devices may be easily damaged by debris or ice).
6. For a critical bridge on the flood watch program. (Other things being similar,
structures carrying high traffic volumes, should be given preference).
Background
Scour monitoring devices have been in existence for many years and their reliability has
improved. Properly installed and maintained they have provided critical information during
flooding that alerted bridge owners to close a bridge, during critical stages.
Scour monitoring devices measure the scour at one point in the stream bed. If scour
happens outside the devices measuring area of influence the monitoring device probably
will not give a true reading of the maximum scour when it occurs.
Most scour monitoring devices have several limitations, especially when they are trying to
measure the extent of a scour hole during a flood and in riverine situations. During a flood
it is possible to get inaccurate readings (both high and low) that may not reflect actual
conditions because of air bubbles due to velocity, debris, but in general if the device
indicates a problem it should be considered accurate.
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Monitoring devices should not be a substitute for scour retrofits such as stone fill. Again,
no device is foolproof and may fail during floods. It should supplement rather than replace
sending people to the location to determine the extent of scour or guarantee the safety of
the bridge during floods.
Operation and Maintenance Procedures
Any scour monitoring device should initially be checked once a week for at least two
months to gain confidence in its operation, understand its limitations and be able to
distinguish if a reading is true or affected by other environmental factors.
If a device is installed there should be Operation and Maintenance procedures developed
with input from the manufacturer and instructions for record keeping. Directions for reading
the device shall also be conveyed to the Regional flood watch teams.
Types of Scour Monitoring Devices
There are several devices available that are recommended for consideration. Brisco scour
monitor, magnetic sliding collar scour monitor, sonar scour monitor, driven rod with
piezoelectric polymer film sensors, buried float out devices, etc. NCHRP Report #396
discusses these devices and gives their pros and cons.
The following scour monitoring devices have been used with some success at installations
throughout New York State: 1). Brisco scour monitor, 2). Magnetic sliding collar scour
monitor, 3). Sonar scour monitor. They are described below:
1). Brisco Scour Monitor:
It can be used in most situations, (but usually not in sandy channels); it is
fairly simple with no high tech components. If the channel consists mainly
of sand, the rod will vibrate in the stream bottom so it will require a bottom
plate to avoid vibrating into the sand. Sand, suspended sediment and ice
could also get between the rod and the enclosing pipe, binding the rod to the
pipe and inhibiting movement as it descends into the scour hole. (Even
though this does not happen very often). It may require reinforcement or
protection in steams or rivers carrying heavy ice or debris to avoid denting
the outer pipe. It will not show any backfilling of the stream bottom. In a salt
water environment the sleeve and the rod should be galvanized to avoid
corrosion and the device should be checked for barnacles.
2). Magnetic Sliding Collar Scour Monitor (Described in NCHRP Report #397B):
It is a simple reliable scour monitor preferred by New York Office of the
USGS. The cables carrying the signal can be attached to the back side of
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the pier columns to avoid damage from ice or debris. It may be hard to install
in streams with large boulders or rocks where excavating and installing the
guide pipe may become a construction problem. It will not show any
backfilling of the stream bottom. The collar and guide pipe will not corrode
in a salt water environment nor interfere with magnets since they are
stainless steel. The guide pipe must be driven to below the extent of possible
scour. In salt water environment, the device should be checked for
barnacles.
3). Sonar Scour Monitor (Described in NCHRP Report #397A):
This scour monitor can be used in deep water more effectively than shallow
water because if it is not always submerged, air bubbles trapped around the
transducer head, will alter the reading given by the device. Fast flowing
water may also introduce air bubbles, suspended sediment, debris or water
turbulence at the transducer head which may alter the readings. It can show
backfilling of the stream bottom. The reading during actual scour may be
inaccurate due to the conditions mentioned previously. The head of the
device requires regular maintenance and should be checked for barnacles,
algae, or other obstacles if they exist in the vicinity. Since the sensor device
in a sonar scour monitor is relatively inexpensive it may be worthwhile using
more than one sensor to measure scour at a foundation as a back up in case
the first device becomes inoperative.
Further information on scour monitoring devices and guidance for their use may be
obtained from the Structures Division Hydraulics Unit.
3.5 Structure Selection Process
3.5.1 Establishing Span Lengths
The geometric design policy outlined in Section 2 of this manual must be considered as
well as the Design Report site data package and correspondence to establish the bridge
and span lengths. Design criteria for the lower roadway must also be considered.
The profiles and sections of the features being crossed as well as the crossing feature
create two mathematical reference planes. The relationship of these planes to each other
can be established by a NYSDOT computer program known as the SHOULDER BREAK
AND VERTICAL CLEARANCE PROGRAM. Other 2D and 3D COGO or CADD routines
can also be used to determine the location of the minimum critical vertical clearance point
and the maximum available beam depth. The resulting available beam depth, when used
in conjunction with other project geometry, allows for the evaluation of various span lengths
and configurations.
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The shoulder break program also provides the limits of the bridge opening. This is known
as the shoulder break area (See Figure 3.1). The overall bridge length is smaller than the
shoulder break length. See the users manual for examples on how to use this program.
Figure 3.1
Shoulder Break Area
3.5.2 Bridge Type Based on Span Lengths
3.5.2.1 Span Lengths Less than 12 m
The various types of units and materials available for this span range includes:
C Structural Plate Pipes (aluminum and steel)
These units are available in various shapes and sizes. They can be used for shallow fills
(-600 mm minimum), as well as deep fills. Their uses include stream, pedestrian,
bike and animal underpasses, railroad tunnels, vehicular tunnels and overflow relief
structures.
They have also been used as liners for masonry and concrete arches as well as other
pipes. A NYSDOT corrugated metal culvert design program is available from the Structures
Division Preliminary Engineering Unit.
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Presently, the use of a bridge size type of structure is limited to secondary roadways, and
low fill areas. Environmental and size constraints normally dictate whether to use steel or
aluminum. For a discussion and details on this type of structure see the appropriate chapter
of the latest Standard Design Specifications for Highway Bridges, as well as the latest
manufacturer's catalogues. Steel and aluminum pipes are considered as equal alternates.
C Precast or Cast-In-Place Concrete Units
Four Sided Boxes have a maximum practical single cell span of approximately 7.5 m.
Their concrete inverts may raise objections from DEC in sensitive fishing areas, where a
natural stream bed is preferred. Various programs can be used to design these boxes.
NYSDOT has a program known as "Culvert Program".
Three Sided Units, with a frame or arch corner shape, have a maximum span of
approximately 12 m. These units are supported on strip footings founded on rock or piles.
A precast or cast-in-place full invert slab/footing unit can also be used.
Both of these units can be used in low fill areas utilizing a minimum of 100 mm of asphalt
in the travel lane area. In areas of high fill (>5 m ) there may be design problems with flat
top units with long spans. Skewed arrangements must be considered in design. The design
should be coordinated with the appropriate manufacturers.
C Various High and Low Profile Precast Arches
These types of units have fixed geometric arch shapes due to the limitations of the
available forms. Industry standards should be consulted for sizes and limitations.
Both the three sided units and the precast arches can be used for many of the same
situations identified for the larger pipes. In order to obtain the necessary headroom for
some cases, the units may be raised by supporting them on a pedestal or conventional
retaining wall. The use of multi-cell adjacent units to convey a waterway is discouraged due
to the potential for blockage from debris catching and accumulating at the intermediate
piers.
C Deck Slabs or Deck/Girder Designs
Prestressed slab units, stress laminated timber decks and concrete or timber decks with
steel or timber girders cover this entire span range. Conventional reinforced concrete slabs,
however, are inefficient for spans greater than 7 m due to their excessive depth and heavy
reinforcement.
Composite deck systems utilizing concrete with built-up steel girders or rolled sections can
also be considered for spans in this range.
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3.5.2.2 Spans Between 12 m and 30 m
Adjacent prestressed concrete slab units can be used to a maximum span of about 17.5
m. Prestressed concrete box units, concrete I-beams, bulb-tee sections, etc. are used for
the remaining portion of the span range. Deck/Girder systems using laminated timber
beams have a maximum span of about 25 m. Conventional composite design systems
utilizing concrete decks and steel stringers can be used for the entire span range. At the
lower end of the span range rolled beam sections would be used. Fabricated, welded plate
girders would more likely be used at the upper end.
Special prefabricated bridge panels with concrete decks and steel beams can reach spans
approaching 30 m. They have the advantage of reduced field construction time.
3.5.2.3 Span Lengths Between 31 m and 60 m
Special modified prestressed concrete box beam units up to 1.4 m deep can span up to 37
m. Prestressed concrete I-beams and bulb-tee beams ranging from 1.4 m to 2.0 m in depth
can span up to approximately 46 m. Composite steel plate girder systems can easily and
economically span this range. Single spans up to 67 m have been used. Once the single
span exceeds 50 m, alternate multiple span arrangements should be considered. The cost
of additional substructures must be compared to the greater superstructure cost.
3.5.2.4 Span Lengths between 61 m and 90 m
Single spans in this range have fewer options. For the majority of the cases only a thru or
deck truss should be considered. Plate girders can be used at the lower end of this span
range. Special designs utilizing arches, slant leg rigid frames, and concrete or steel box
girders are also viable options. These types of special structures are used to address
limited member depths, aesthetics and compatibility with site conditions. The region will
have a greater input into these larger structures. Constructability concerns and possible
alternatives should be discussed, in detail, with the Region.
3.5.3 Multiple Span Arrangements
For multiple span bridges, a continuous design should be used whenever possible to
eliminate deck joints. In the case of multiple simple span prestressed unit bridges, the deck
slab should be made continuous for live load over the intermediate supports.
Span arrangements ranging from equal span viaduct type structures to proportionally
increasing span ratios should be evaluated.
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The required beam depth for a multiple span, prestressed unit bridge is the same as for a
single span with the identical span length.
Continuous design using steel rolled beams or built-up plate girders takes into account the
continuity over the interior support points. Based on the span arrangements and the span
ratios, the largest span of a continuous layout can be equated to a smaller equivalent
simple span. This reduces the required beam depth for the span. See the following chart
for guidelines. Poor continuous span ratios may result in uplift. Tie-down systems and
anchored end spans are two means of addressing uplift.
Number of
Spans
Ratio of Spans Equivalent Simple
Span
Span to Depth Ratio
Desired | Maximum
2 1.0 : 1.0 *0.90 x 1.0 span 27.5 30**
3 0.75 : 1.0 : 0.75 *0.85 x 1.0 span 27.5 30**
4 0.80 : 1.0 : 1.0 : 0.80 *0.75 x 1.0 span 27.5 30**
5 0.60 : 0.80 : 1.0 : 0.80 : 0.60 *0.60 x 1.0 span 27.5 30**
* For span arrangements with less efficient ratios, the equivalent factor can be adjusted proportionally up-ward
( i.e., 0.85 up to 0.90, 0.75 up to 0.85 and 0.60 up to 0.75).
**Ratios greater than 30 may be used provided live load deflection requirements are satisfied.
3.5.4 Spans over 90 m
Multiple span arrangements in this range will involve balancing superstructure and
substructure costs to achieve an optimum design. Site restrictions will often impact efficient
substructure placement.
Long multiple span structures can utilize a variety of construction types and materials.
C Steel
Thru or deck trusses with girder approach spans
Trapezoidal box beams
Variable Depth Girders (I shaped beams and box girders)
Cable-Stayed girders or box beams
Deck or thru arches
Cable Stayed Bridges
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Suspension Bridges
C Concrete
Segmental box designs
Cable-Stayed Trapezoidal Boxes
Deck Arches
Floating Bridges/Pontoons
Post-Tensioned Segmental bulb-tee and I-beam
Segmental Viaducts with Variable Depth Units
3.5.5 Selection Guidelines
A vast majority of New York's bridges are small single span structures. The decision on
what type of structure to use often depends on site limitations, foundation and geometric
considerations.
The following guidelines may be used to determine whether steel or adjacent prestressed
concrete box or slab beam construction should be considered for a given structure in the
shorter span length ranges. These are for guidance only and consideration should be given
to the structure's relationship to the total project, geographical location, site accessibility
and constructability:
A. For spans not exceeding 30 m, the use of prestressed units is always
considered when construction and/or maintenance of the superstructure will
be difficult, such as over streams or railroads. The elimination of the form
work for the deck slab minimizes the work over the feature.
B. Frequently, prestressed concrete adjacent slab units or box beams will be
chosen to satisfy critical profile and vertical clearance restrictions.
Prestressed concrete structures with adjacent slabs or boxes require a 150
mm thick deck while a steel composite structure requires a 240 mm deck
and a 50 mm minimum haunch.
C. When skew angles over 45 are involved, adjacent prestressed concrete
beam design would be chosen only after careful review, since conventional
joint details and reinforcement become quite complicated, as do the size of
the bearings and bridge seats. Bulb-tees or I-beams would be preferred at
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these sites. Approval of the D.C.E.S. is required for the use of adjacent
prestressed beams with a skew over 45.
D. For curved spans with mid-ordinate corrections exceeding 300 mm,
prestressed concrete adjacent box beams or slab units are seldom chosen
because of the increased cost of the wider chord alignment and the
complications that arise with regard to bridge railing anchorage and end
transitions. Prestressed concrete I-beams, bulb-tees, or spread boxes are
alternates worth considering.
E. Concrete spread box beams, I-beams or bulb-tees may be considered.
F. At locations where either long piles or poor bearing capacity is anticipated,
prestressed adjacent box or adjacent slab design has the disadvantage of
having a heavier superstructure. Under these conditions a spread box,
concrete I-beam, or bulb-tee with deck slab configuration might be
considered to reduce the loads.
G. Prestressed concrete adjacent beam design is often chosen over steel
beams when a particular structure must be opened to traffic quickly. This
type of construction eliminates the need for deck slab forming. It can also
accommodate a temporary asphalt wearing surface if the time of the year
prohibits the placement of the concrete deck.
H. Where a significant space must be provided for utilities, steel is the preferred
choice. Spread concrete box units, I-beams, or bulb-tees can also
accommodate some utilities.
I. Vertical curves are better handled with multi-girder systems, since the
camber can be fabricated and controlled with greater accuracy. Adjacent
prestressed units must accommodate any curve correction by placing a
variable depth deck slab. This can result in considerable additional dead load
resulting in a requirement for a deeper beam. Negative cambers should not
be used.
J. Prestressed concrete boxes or slabs are preferred over streams where ice
and/or debris is a problem. The smooth underside of adjacent units reduces
the potential for snagging.
K. Where either type is acceptable, the latest bid prices should be consulted.
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3.6 Substructures
3.6.1 Substructure Location
When deciding where to locate the substructures, the designer should identify all
appropriate horizontal offsets, standards and requirements that are covered in Section 2.
Utilizing these constraints and the shoulder break length, the selection of whether a single
or multiple span arrangement is the most appropriate should be made. The available beam
depth is factored in along with any special concerns such as:
C Sheeting requirements for staging and substructure construction. Cantilever
sheeting design vs. tied-back sheeting vs. pile and lagging wall costs. Deep
water cofferdam construction vs. shallower depths or causeway construction.
C Treatments such as high abutments with large reveal heights for masonry or
brick treatments.
C Wetland encroachments - Longer spans would require additional beam depth.
This can raise a profile and move the toe of slope out or require a retaining wall.
Shorter spans may require more disturbance of the area and also require
retaining walls at the toe.
C Staging problems - Includes interference between the existing and new features,
(e.g., substructures, beams, pier caps, pile driving - especially battered piles,
etc.) as well as utilities that must remain in service.
C Misalignment with features crossed - Narrow highway medians may result in
large skews for piers. For stream piers the normal direction of stream flow should
be considered to avoid the creation of eddies and turbulence. Desirable
modifications of the skew for seismic reasons may be made difficult by site
geometry.
C Utility Conflicts - The avoidance of utilities that would require costly relocations
can further restrict the location of substructures. Pile driving and sheeting
placement may be limited by overhead or underground interference.
C Integral Abutments - Must be located so that their exposed height is within the
limits identified in Section 11.5.1.6.
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3.6.2 Foundation Assessment
The "Site Data" package includes the substructure boring logs for the bridge and,
sometimes, the highway. These logs should be evaluated with regard to:
C Their location with respect to the new bridge - Does the boring locations allow
the designer to confidently perform a preliminary foundation assessment?
C The consistency of the soil with respect to each log - Is the information in the
different boring logs consistent enough to interpret the rock elevations and soil
types?
C The number of borings taken - Are there a sufficient number of borings to
extrapolate information? What if long walls are anticipated?
C Their compatibility with respect to the record plans of the existing bridge - Are
the rock elevations or pile lengths shown on the record plans consistent with the
new boring logs?
C The location of the borings with respect to the proposed substructure layout - Is
there sufficient information to estimate pile lengths? Can sheeting be driven to
the required depths?
3.6.3 Foundation Selection
3.6.3.1 Water Crossings
The following criteria shall be applied to all structures crossing water.
C Unless founded on rock, all structures crossing water shall be supported on piles
or have other positive protection to prevent scour of the substructure.
C The minimum length of pile to be considered is 3 m.
C Cofferdams should be evaluated with regard to need, type, size, constructability
and cost. Alternative types of construction such as causeways, caissons or
drilled shafts should be considered and compared to conventional cofferdam
costs.
C The estimated maximum depth of scour should be used to determine the overall
structure stability. Piles should be socketed into rock if scour can affect their
stability. Recommendations for details will be contained in the Foundation
Design Report (FDR).
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3.6.3.2 Grade Separations
The use of continuous structures will normally require unyielding foundations. Differential
settlement is not acceptable since it may result in secondary stresses that may be
detrimental to the structure.
In cases where the abutment or wingwall heights exceed 7 m, alternate systems other than
cantilevered, cast-in-place concrete wall systems should be considered. This is especially
true in fill areas. Several modular wall systems are available which may provide a more
economical system.
Coordination with the Structures Division Foundation Unit and the Geotechnical
Engineering Bureau is needed. Any assumptions made that are critical to the structure type
and configuration should be verified. Additional boring requests or other subsurface
investigations should be addressed to the Structures Foundation Unit of the Geotechnical
Engineering Bureau.
3.6.4 Orientation, Configuration and Details
3.6.4.1 Skew
The orientation of the substructure units is greatly dependent upon the type of feature
crossed. Whenever possible, the skew of the structure should be kept at 30 or less. Skews
in excess of 30 can cause uplift problems, cracking of the concrete deck in the acute
corners, and require larger bridge seats and pedestal bearing areas. Sharp acute corners
should be avoided, and radial supports are preferred for curved structures. If possible,
skews 10 or less should be eliminated, unless it creates problems of misalignment with
the feature crossed.
3.6.4.2 Water Crossings
Whenever possible piers should be aligned with the stream flow to avoid the creation of
eddies and turbulence which can result in scour, however skews of less than 10 can
usually be avoided. The placement of abutments or piers should not result in pockets where
water turbulence can increase the potential for scour. The following guidelines for
substructures need to be considered:
C Two piers close to each shore line may be more hydraulically efficient and
economical to build than one deep water pier.
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C The pier should be made solid to a height of 1 meter above the maximum
navigable elevation or 600 mm above the 100 year flood or the flood of record,
whichever is higher. If the remaining height of pier above the solid stem is 5 m
or less, the pier should be made completely solid. The use of a short column
bent can result in shrinkage cracks in the columns.
C The upstream face of piers should be rounded or V shaped to improve
hydraulics. If ice and/or debris is a problem, the upstream face should be
battered 15 degrees and armored with a steel angle to a point 1 m above
design high water. This allows the ice to be broken and the debris or ice to ride
up the pier face. At sites where medium or heavy drift is expected, this
treatment should also be considered.
C In cases where the wingwalls of an abutment are at or near the water's edge, the
wingwalls should be flared to improve the hydraulic entrance condition. If
possible, the elevation at the end of the wingwall should be higher than design
high water or, as a minimum, the ordinary high water.
C The wingwalls on the upstream side should be aligned to direct the flow through
the bridge opening. For the ease of construction, the downstream wingwalls can
be made mirror images.
3.6.4.3 General Details
U-wingwalls can be used when there is interference between the existing and the proposed
structure or some other site restriction. They may also be used when a certain aesthetic
effect is desired. Flared or in-line wingwalls are generally more cost effective.
When the length of a wingwall exceeds 8 m, the use of an alternate type of wingwall system
should be investigated. Various types of sheeting or modular walls may prove to be more
economical than a cast-in-place cantilever design.
Special details such as below ground cast-in-place or masonry block sills may be used to
support architectural stone or brick facings. If form inserts are used to obtain an aesthetic
appearance, the wall thickness must be increased by an amount equal to the relief of the
insert.
Narrow roadway medians will generally require the alignment of a median pier to
approximate the skew of the roadway. In wider medians, 18 m or more, pier skews may be
modified. In narrow highway medians where a pier will be subject to road spray, salt and
snow build-up, a solid pier should be considered.
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The use of small, isolated column piers is discouraged where the potential for impact by
heavy trucks is possible. Where multi-column piers are used, the potential for impact should
be evaluated, and when deemed necessary, a crash wall type partial height plinth should
be used. At railroad crossings, pier crash walls should be made parallel to the track.
Substructure placement should not interfere with established drainage ditches.
3.7 Maintenance and Protection of Traffic
3.7.1 General
Before finalizing the type and configuration of the new structure, one final consideration
must be evaluated. The M&PT method may become the overriding consideration in the
selection of the preferred alternative as well as affect the cost and scope of the work. The
method of M&PT for a project is generally decided in Project Design Phases I 6 IV. It is
presented in the Design Approval Document. Typical methods for M&PT used by NYSDOT
are:
C Off-Site Detour
C Stage Construction
C Temporary on-site detour bridge.
C New alignment such that the existing bridge/roadway can be used to maintain
traffic. This can include a partial or complete alignment shift.
Occasionally, the chosen method of M&PT presents difficulties that require the method be
revised during final design. Cost, constructability, safety, anticipated traffic volume, traffic
capacity, and community impact are important criteria to be evaluated when comparing
competing methods of M&PT. For example, stage construction presents construction
difficulties that could result in a less desirable finished product. Night construction may be
considered as an optional method of M&PT. Dialogue with the highway designer should be
maintained through all design phases.
3.7.2 Off-Site Detour
Off-site detours impose a cost on users in terms of the additional time and mileage needed
to circumvent the construction site. Depending on the additional travel time imposed on the
user, these costs can be negligible or very significant. This type of M&PT can also affect
businesses, school bus operations, emergency services, etc.
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Local residents and officials may prefer an off-site detour if it includes payment for a
necessary roadway upgrade of the detour route or if special measures to mitigate the
effects to local users/services can be arranged. An example of this is an adjacent fire
district agreeing to temporarily provide service to an area separated from its normal fire
service provider by bridge construction. From a construction perspective, an off-site detour
presents the best opportunity for the contractor to do work efficiently. An off-site detour will
almost always mean a simpler, less expensive, faster construction process that will likely
yield a more durable final product (as compared to stage construction).
3.7.3 Stage Construction
Stage construction is appropriate when a suitable off-site detour is not available, or when
the traffic volume is so large that off-site detouring is not practical. To accommodate high
traffic volumes, widened shoulder areas can be provided on the new structure to carry
multiple lanes of traffic during staging operations. Stage construction can even be
considered for existing bridges that have some form of non-redundant superstructure, e.g.
thru girders. Large profile changes between existing and proposed conditions can make
staging difficult and require expensive sheeting schemes. The costs associated with stage
construction are difficult to estimate in the early stages of a project. Until the actual staging
details are developed, the cost of staging can only be indicated as an additional percentage
of the estimated project cost.
The procedures and details proposed for staging should be thoroughly investigated to avoid
orders-on-contract. Cost overruns associated with omissions or errors which should have
been identified and addressed by additional site evaluations, record plans or subsurface
investigation can be very costly.
Depending upon the complexity and extent of the stage construction, the additional cost
can range from 10% to 30%.
Guidelines for Stage Construction Details
C The region is responsible for determining the minimum lane widths, shoulder widths
and pedestrian access needs for each condition of staging. The region should also
identify any restrictions placed on any of the utilities.
C Show staging details for the old and new pier(s) in each of the appropriate cross-
sectional views.
C Use a dashed line pattern to identify the limits of removal work in each stage.
Limited removal work can also be identified as a crosshatched area, e.g., partial
sidewalk removal.
C A dashed line should also be used to indicate temporary barrier and its location.
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C Identify all temporary and permanent utilities in the appropriate stage.
C All transverse staging sections should include a true vertical and horizontal
representation of the existing and new pier status at each stage. Any temporary
shoring details should also be included.
C All details should be drawn showing a true representation of the existing and
proposed conditions with regard to their true elevation and horizontal relationship.
When possible each preceding stage should be detailed below the previous. This
downward projection should give a true representation of the location of the existing
and proposed features with relationship to each other.
C Temporary cantilevered outrigger sidewalk details should be provided when the
existing or proposed partial bridge section cannot accommodate both vehicle and
pedestrian traffic within the dimensions proposed. This may be waived only if
minimal pedestrian safety or mobility impacts will occur. Fencing may be used as
the pedestrian fascia barrier in some cases.
C As a temporary condition (if alternate pedestrian routes and/or detours permit), all
or a portion of the sidewalk area placement can be delayed as a means of providing
room for vehicle lanes and shoulders. A temporary sidewalk width of at least 1.525
m is preferred. The absolute minimum sidewalk width is 915 mm if a 1.525 m
wide passing zone is provided every 61 m. See EI 01-019 for further information.
C Temporary concrete barrier (each unit) shall be pinned to the concrete deck if the
design speed of the detour exceeds 72 km/hr (45 mph). If the design speed of the
detour is less, than pinning of the barrier can be omitted if a minimum set back of
300 mm from the edge of deck slab to edge of temporary concrete barrier can be
maintained. Pinning of the barrier to the existing deck is acceptable provided the
condition of the existing concrete is acceptable. Barriers should not be placed on
large overhangs without checking the capacity of the deck slab. If possible, place
the temporary barrier directly over a beam or on the deck slab between two beams.
C For further information on stage construction design, see Section 5.1.9.
3.7.4 On-Site Temporary Bridges
The on-site temporary bridge serves to keep the roadway facility operational during
construction. The type of temporary structure to be used is greatly dependent upon site
conditions. The alignment, profile, typical roadway section and the minimum span/opening
will be specified by the state. The type of temporary structure may be left to the
Contractor's option, or the department may direct that a specific type be used. It will also
be the Department's decision as to whether the temporary structure should be leased or
4/2002 3 - 22
purchased.
FHWA endorses the use of temporary bridges for M&PT and will participate in their costs
under various conditions. Options for a designer to consider when a temporary bridge is
being proposed include:
The Traditional Manner:
A temporary detour is specified by the designer. The Contractor is made responsible
for the design and plans of the temporary bridge and must submit them to the
department for review and approval. Upon the completion of the project and the
return of traffic to the permanent roadway corridor, the structure's salvage is the
Contractor's responsibility. All detour structure costs are eligible for federal
participation except they are limited here to a "rental" type reimbursement.
C The Local Bridge Incentive Program:
The use of a temporary detour structure is again specified by the designer, but
additional consideration is given to the permanent disposition of the temporary
detour structure. The required bridge design, specifications, plans and project
development are tailored to both the temporary and permanent installation sites. All
costs associated with this option are eligible for Federal participation. Even the costs
for the removal of the existing local bridge at the site where the temporary structure
is to be permanently placed are eligible. Additional guidelines can be obtained from
FHWA.
C Innovative Designs:
Proposals such as these can be introduced by either the designer or the contractor.
An example of this type of procedure would include a roll-in or sliding technique. In
this version, temporary substructure and the new superstructure are located on a
temporary alignment, parallel to the permanent corridor. The temporary
substructures must be designed to carry the new bridge superstructure as well as
being capable of handling the horizontal and vertical jacking forces. The permanent
superstructure is then used as the temporary detour, while the old bridge is removed
and the new permanent substructures are built. Once the new substructures and
approach work is completed, traffic must be completely shut down for a short period
of time for the jacking operation(s). The new superstructure is then moved to its final
location.
Right-of-way, archeological, historical preservation, environmental and utility issues all have
to be addressed as they relate to the placement of a temporary bridge. One or more of
these factors may severely affect the use of a temporary bridge to maintain traffic at the
site.
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3.7.5 Alternative Alignments
Using an alternative alignment is an M&PT approach that is most often used when it is
necessary to eliminate an undesirable feature associated with the existing alignment; for
example, the elimination of a sharp curve. Due to high traffic volumes and certain traffic
movements, it may be the most efficient way to handle the traffic. The alternative alignment
may either be a full or partial shift of the roadway's horizontal alignment. This type of
approach can involve the same issues as mentioned for the on-site temporary bridge
method; R.O.W., environmental , etc.. In some cases the state may already own the
R.O.W. adjacent to the existing bridge which will help reduce the cost. The cost and need
for real estate acquisition can be a critical project concern. With an alternative alignment
the project cost is also increased by the cost of the roadway construction from the point of
divergence to convergence with the existing alignment.
3.8 Alternate Designs
The process that has been outlined allows for an evaluation of options. By working through
the process and applying site or design constraints, various alternatives are eliminated.
This process of elimination and evaluation, results in the most efficient and economical
structure for most small and medium bridge projects.
For projects involving major structures (estimated cost $10 million or more) it may be more
advantageous to determine the most cost efficient structure by competitive bidding.
Alternate bridge types could be developed in the following manner:
C Value Engineering
C Conceptual Plans only
C Detailed Alternate Bridge Designs and Associated Plans
New York State includes a Value Engineering clause on all projects, whereby the
Contractor may propose an alternate design for review and approval.
3.9 Hazardous Materials
The two hazardous materials most likely be encountered in bridge replacement or
rehabilitation projects are asbestos and lead based paint. Asbestos has historically been
used in several common bridge construction materials. Some of the typical applications
associated with bridge construction include bearing pads/sheet packing, joint filler, caulking
4/2002 3 - 24
and utility conduits. Removal/disturbance of asbestos-containing material is regulated
under State and Federal Regulations. For guidance related to asbestos inspection and
abatement design associated with bridge replacement or rehabilitation projects, please
refer to Chapter 1.C of the Environmental Procedures Manual.
3.10 Environmental Initiative
3.10.1 Introduction
When designing a bridge, an engineer is required to fit a solution to a problem. A proposed
work strategy of rehabilitation or replacement must adequately address a deteriorated or
inadequate bridge or a newly proposed crossing. The solutions to these
problems must be developed while considering certain criteria and parameters. The criteria
can be found in laws or specifications governing loads, stresses or operational
requirements. Some parameters are defined by site conditions, soil properties, seismic
classifications, hydraulic considerations, and so on. Other parameters are defined by social,
economic or environmental issues. An engineer attempts to develop a solution that
economically addresses the conditions that define the problem while accommodating
applicable criteria and parameters.
The Governors Environmental Initiative of 1998 re-emphasized the importance of assuring
a projects consideration of environmental parameters. These parameters are meant to
assure the maintenance of clean air and water and to advocate projects that fit in
community settings, maintain historic significance, and accommodate recreational
opportunities, where appropriate.
True support of the Governors initiative requires that the Departments engineers ascribe
to the precepts of the initiative and integrate them into the project development and design
processes. This must be done in a way that resulting products reflect the Departments
steadfast environmental ethic.
Every attempt should be made to identify environmental requirements and enhancements
as early in the project development process as possible. This will allow an evaluation of the
impacts they may have to project development, design and construction, the costs they
impart to the project and the benefits that result in the final product. Obviously, decisions
of scale, those that meaningfully impact project scope, cost or schedule, should be
introduced in the scoping stage. Details, items that enhance appearance but do not have
serious design, construction or cost implications, can be considered and introduced later
in project development.
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3.10.2 Types of Project Enhancements
There are a wide variety of enhancements available for bridge projects. For the purposes
of this discussion, three classifications are identified as Structural, Aesthetic and
Recreational.
1. Structural Enhancements
These are enhancements that affect the way a structure performs. The effect
can be in the form of a preferred structure type or layout which may not be
the optimum from an economic or a pure structural performance standpoint
but is selected for superiority in terms of combining a sensitivity to community
setting or historic ambiance and the maintenance of acceptable operating
standards. Examples of this situation lie in replacement trusses that bear
extra fabrication and construction costs or haunched prestressed boxes that
replicate arch construction but involve extra material and fabrication costs.
These alternates may not be as structurally efficient as conventional designs,
yet perform adequately and better replicate a desired era of construction.
The effect can also take the form of a preferred treatment as in the use of
innovative repair procedures or materials to preserve a bridge that is historic
or contributes to the historic character of a setting. Examples of innovative
repair procedures are the installation of an arch to reinforce an inadequate
truss or lining a deteriorated masonry arch with a steel liner. Lightweight
materials such as lightweight concrete or composite materials may allow the
rehabilitation of bridges considered inadequate for typical design loadings.
2. Aesthetic Enhancements
Aesthetic enhancements that affect the appearance of a structure and likely
have economic impacts, but have minimal, if any, structural impacts.
Treatments such as stone facing, form liners or concrete stamping are
options that can be considered to enhance the appearance of a structure.
Decorative bridge lighting along with decorative railing are often proposed to
blend with community settings. Further information on aesthetics is available
in Section 23.
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3. Recreational Enhancements
Bicycle and pedestrian accommodations represent the majority of
applications in this category. However, there are a variety of alternate
applications to consider. Many of our bridges cross streams and rivers,
some of which are prime fishing venues. Parking areas for the anglers can
be included as a project enhancement and, where safety considerations
allow, wider bridges to accommodate anglers can be considered. Similar
treatments can apply when vistas or other features that attract sightseers are
encountered. Parking areas, overlooks or other accommodations such as
sidewalks on the bridge can be considered.
While these enhancements can be considered in response to community sentiment or the
habits of the public in general, the designer must place the safety of the traveling public as
the number one priority in project development, design, construction and the eventual
operation of the proposed facility.
3.10.3 When to Identify Enhancements
Enhancements should be identified early in the project development process to allow a
reasonable evaluation of the costs and benefits associated with the enhancement.
Obviously, parking areas or overlooks, or even facilities such as sidewalks or bikeways,
may require the acquisition of right of way and should be considered in the project scoping
stage. The selection of a structure type can have similar impacts. The selection of a
structure type is generally done in the final design phase of a project. However, certain
types of structures, such as trusses, cannot be constructed in stages and can impose
maintenance of traffic issues that impact alignment selection, contract duration and right
of way issues. These impacts should be evaluated early in the project process.
It is also important to look beyond an enhancements initial cost when determining its
viability. The cost to maintain and inspect the facility should be considered and the
responsibility for maintenance clearly defined. This is particularly important when facilities
such as sidewalks continue off the bridge or when parking areas or overlooks are provided.
4/2002 3 - 27
3.10.4 Summary
All NYSDOT projects should reflect the Departments environmental ethic. It is the
designers responsibility to integrate this ethic into a projects design characteristics. In
doing so, the characteristics must be introduced at a point in the project development
process that allows a meaningful evaluation of benefits and costs. Above all, the safety of
the traveling public must remain the Departments number one priority and any project
enhancements must conform to that priority.
3.11 Final Preliminary Bridge Plan
3.11.1 General
The Final Bridge Preliminary Plan defines by means of drawings, the concepts of the
finished bridge. The following details are used to define the bridge and its approaches:
C Plan View
C Elevation View including a section of the feature being crossed.
C Transverse Bridge Section including the type of pier, where appropriate.
C Profiles
C Typical Sections of the Bridge Approach and the Adjacent Highway
C Notes & Design Parameters
These details and drawings will become the first sheets of the detailed contract documents
prepared for each new structure. (See Appendix 3F for a checklist)
3.11.2 Format
The Bridge Preliminary Plan generally consists of two sheets. The details that appear on
each sheet are:
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Sheet 1
C Plan view of the finished structure with the general features of the existing bridge
shown dotted.
C Full elevation view of the new structure.
C Full Transverse Section of the New Structure.
(showing a pier type where appropriate)
C Hydraulic Summary Table/Detour Opening Note.
C Appropriate Highway Curve Data Table.
C Location Map
C Slope Protection Detail
C A tear flap will be added to the right side of Sheet 1. This flap will contain
general and specific design notes of interest to the designer as well as questions
or proposals to the region for review and comment. The preliminary cost
estimate of the structure also appears here. Initial foundation information will be
given here if it is available at the time of transmission. This flap will be removed
prior to the insertion of this sheet into the PS&E package. (See Appendix 3G)
Sheet 2
C Any continuation of the plan and elevation view should be broken at a point of
support (pier or abutment) and continued a small distance past the support. The
center line of support shall be the location of the match line.
C All necessary profiles with banking details.
C A detailed banking diagram of the bridge deck if it is in transition.
C Construction and Traffic Staging Details - Start with the existing structure and
continue showing the typical traffic and new construction limits in each stage. A
finished bridge section does not have to be shown if it has been provided
elsewhere on a preliminary bridge plan sheet. These sections should follow a
true projection sequence from the top to the bottom of the sheet.
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C Typical Highway Section without highway items shown.
C Typical Approach Section showing the approach slab, railing transition details,
and wingwall or retaining wall treatment where appropriate.
C Special elevation views to show the treatment of wingwalls, slopes etc.(as
required).
3.12 Structure Justification Report
Each new and replacement structure will require the preparation of a Structure Justification
Report. This report will also list principal dimensions and features of the existing and
replacement structure. A sample Structure Justification Report form is provided in
Appendix 3H. The report should include a discussion of waterway opening and alignment,
skew, span length, number of spans, existing features, available structure depth, utility
locations, horizontal clearances, material choice, aesthetic features, railing and
constructability.
The structure type options that were considered prior to selecting the final structure type
and configuration should also be discussed. If the final choice was based on an economic
comparison, the supporting estimates should be provided.
4/2002 3A-1
Appendix 3A
Bridge Data Sheet Part 1
NEW YORK STATE
DEPARTMENT OF TRANSPORTATION
Approved By: Date:
Reg. Str. Engineer
BRIDGE DATA SHEET PART 1 - ALL STRUCTURES
Description
1. P.I.N.
2. Project Description
3. County Town
4. Structure B.I.N.
5. Structure Description
General
6. Over Roadway Description
a. Name, S.H. No., Local Rd. No., Rt.. No.
b. Functional Classification NHS System

c. Design Speed Percentage Truck Traffic
7. Under Roadway Description
a. Name, S.H. No., Local Rd. No., Rt. No.
b. Design Speed Vertical Clearance Required
8. Maintenance of Existing Traffic
a. Does vehicular traffic exist that must be maintained?
b. If yes, how will it be maintained?
c. If a temporary detour structure is required, what live loading should be used?

d. Does pedestrian traffic need to be maintained?
e. If yes, how will it be maintained?
Existing Structure
9. Original Construction Contract No.(s)
10. Type of structure, span, and skew
11. Are plans available? Do they accompany submittal?
4/2002 3A-2
12. Is there any asbestos on the existing bridge?
13. Is the bridge within or adjacent to an area of contaminated sediment or soil such as a
superfund site? _____ If so, must contaminated soil be distributed or removed? _____
14. Disposition of superstructure and estimated cost
15. Disposition of substructure and estimated cost

16. Are there sidewalks on the bridge?
17. Specify any utilities carried
Do any of these utilities need to be kept in service during construction? Can any of these
utilities be interrupted for a given period of time?
Proposed Structure
18. Recommended type and reason for preference

19. Typical Bridge Section:
a. Are sidewalks provided? Location and width
b. Should railing be used instead of barrier? Why?
Driveways Aesthetics Sag Curve Deck Drainage
Sight Distance Flow over Roadway
c. Should protective fencing be used?
d. Should a permanent snow fence be installed on the structure?
e. Is the bridge part of a designated bicycle route?
f. Railing Design Service Level (PL-1(CTL-2), PL-2(CTL-4), PL-3 (TL-5))
20. Should provision be made for utilities?
a. Size, number, type
b. Indicate location, span capability, weight per ft and amount of insulation:

c. Include letters of request by utility companies
21. Should provisions be made for lighting?
Provide light standard locations by stations and offsets, and indicate size of conduit.

Are any signs to be supported by the structure? Give size, weights
22. Are there any aesthetic requirements?
Is the structure within Adirondack Park? Catskill Park?
Should access for fishing, hiking or wildlife be provided under the bridge?
Are any parking or boat launching facilities adjacent to bridge site?
Is existing structure a historic landmark or a contributing factor to a historic district?
Are there any other special environmental considerations for this Bridge?
23. Do you recommend that approach slabs be used?
24. a. Should weathering steel be used? Should drip bars be used?
Should all or a portion of the substructure concrete be cleaned?
b. Should the steel be painted?
What color is desired?
4/2002 3A - 3
25. Datum used Required correction to USGS Datum
Name of USGS quadrangle (7.5 min. Series) showing structure location
26. Miscellaneous:
Materials To Be Submitted
27. All electronic files required herewith shall be formatted in accordance with the
Departments current CADD File Format Requirements . All CADD drawings being
submitted shall meet the requirements of the Departments CADD Manual issued by
Engineering Bulletin, EB 98-032, and any revisions or addendums thereafter. A job file
index that describes what is in each file as well as any referenced or attached files to the
job file shall be provided.
Any revisions to these CADD drawings shall be indicated on the border sheet by an
appropriate change in the date box that appears in the standard title box in the lower right-
hand corner of the sheet. It shall be the responsibility of the Regional Project Design
Engineer or the Regional Structures Engineer to notify the Bridge Designer of any
changes in alignment(s), profile(s), banking, section(s) or contours which will affect the
bridge design.
28. Three copies of 1:250 scale plan with contour intervals of 0.5m for steep terrains and
0.2 m contour intervals for flat or rolling terrain. All whole meter contours shall be labeled.
The scale plan shall also include alignments for over roadway, under bridge feature(s)
and detour alignments, with ties between intersecting centerlines. Electronic files of the
Digital Terrain Model (DTM) shall be required for an area within 50 m from either side of
the extremities to the proposed bridges. The required submittal of Digital Terrain Models
(DTM) does not exclude the required submittal of scale plan(s) with contours or the
waterway cross-sections as required in Part 2, Waterway Supplement. In addition, those
features generated from the DTM should indicate whether they were generated from field
survey data and/or photogrametry.
For structures crossing a waterway, see additional requirements outlined in Part 2 -
Waterway Supplement.
29. One copy of boring logs. Indicate on 1:250 scale plan.
30. One copy of 1:500 scale plan with contours. (If available)
31. One copy of 1:2500 scale plan with contours. (If available)
32. One copy of the approved typical section of the over roadway, bridge approach, and the
proposed bridge section.
Features to be shown include:
a. Pavement width, thickness, and type.
b. Shoulder widths.
c. Median width treatment
d. Pavement cross slopes and embankment slopes.
e. T.G.L. location.
f. Point of rotation.
g. Type of guide railing, bridge rail or barrier.
h. Size and location of any curb.
I. Sidewalk width and location.
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33. One copy of the typical section of the under roadway showing the same features as the
section for the over roadway, plus the slope treatment thru the structure for the
embankments, including the type of slope protection under the structure, and the
minimum horizontal clearance dimensions.
34. For projects that cross the New York State Barge Canal System, the "Residency Map" for
the bridge site should be obtained from the Division Canal Maintenance Engineer, of the
Canal Corporation, NYS Thruway Authority.
35. One copy of the profile for the over roadway including:
a. All P.V.I.s necessary to completely bracket the proposed structure.
b. Percent grade approaching and leaving each P.V.I.
c. Station and elevation of each P.V.I., length of vertical curve, middle ordinate, and
stopping or headlight sight distance.
d. The approximate existing ground line and existing ground line elevations along
the station line at full stations and other intermediate locations where desirable in
the vicinity of the structure.
e. Banking diagram showing all superelevations and transitions in the vicinity of the
structure.
36. One copy of the profile for the under roadway including the same features as the profile
for the over roadway.
37. One copy of the profile for any railroad and/or bike path involved in this crossing.
38. One copy of the stage construction sections, including lane widths, curb offset, and the
relationship between the old center line and new center line for all stages of construction.
39. One copy of the typical highway and/or pedestrian detour section showing all necessary
features as listed for the section of the over roadway, including a profile. (Using existing
ramps, no additional work needed)
40. Any site restrictions pertaining to Wetlands, Parklands, and Historical or Archeological
Areas, should be shown on the 1:250 scale plan.
41. Photographs of the existing bridge and approaches.
42. Plans of the existing bridge - preferably "As Builts"
43. Please submit costs for the following items which are to be assigned to the bridge share.
a. Utilities
b. Maintenance and protection of traffic
c. Removal and disposal of existing bridge
d. Channel work
e. Detour structure
f. Special approach and transition work
44. Two copies of this Bridge Data Sheet - Part 1.
4/2002 3B - 1
Appendix 3B
Bridge Data Sheet Part 2
NEW YORK STATE
DEPARTMENT OF TRANSPORTATION
PIN BIN
BRIDGE DATA SHEET PART 2 - WATERWAY SUPPLEMENT
Existing Structure at Site
1 a. Span measures along center line of highway
b. Skew:
c. Is the waterway area adequate during extreme high water?
d. Has scour occurred?
2. Does erosion or deposition occur on bank or streambead or both?
Describe erosion or deposition
4. Does stream carry light, medium, or heavy Ice Debris
a. What problems have been created by Ice: Blockage Scour Structure Damage
b. What problems have been created by Debris: Blockage Scour Structure Damage
5. Is there an existing dam, lake, or reservoir near the proposed structure?
a. Location, type, and condition:
b. If there is a dam immediately adjacent to proposed structure, give streambed elevations
above and below the dam:
6. Is the river segment designated as a State and/or Federal Wild, Scenic or Recreational River?
7. Is this stream in a Corps of Engineers Flood Control Project?
8. Indicate any State or Federal Environmental Agency construction restrictions:
9. Is there a flood insurance study at this location?
10. Estimated duration of temporary detour structure:
11. Elevation of extreme high water at existing bridge as observed by:
a. Gage Date Observed:
b. Local residents: Date Observed:
c. D.O.T. Personnel: Date Observed:
d. Are photos of extreme high water available?
12. Was high water affected by Ice? Debris?
13. Ordinary high water elevation :
14. Ordinary water elevation:
4/2002 3B - 2
15. Low water elevation:
16. Does stream reach high water rapidly?
Is recession rapid?
17. Has water ever flowed over roadway at this structure? On approaches?
If so, to what elevation? Date
18. Elevation of lowest underclearance point of superstructure:
19. Describe any scour problems:
20. Drainage area in square kilometers above structure:
21. Character of terrain:
22. Estimated discharge in cu. m. / sec.:
23. State any objections to a pier in the stream:
24. Miscellaneous:
Navigation Requirements
25. Does existing structure have navigation lights?
26. Is there tidal influence at the project location?
27. Give size, type, and volume of marine traffic:
Existing Upstream Structure: BIN: Carries:
28. a. Span measured along centerline of highway
b. Skew:
c. Is the waterway area adequate during extreme high water?
d. Has scour occurred?
Existing Downstream Structure: BIN: Carries:
29. a. Span measured along centerline of highway
b. Skew:
c. Is the waterway area adequate during extreme high water?
d. Has scour occurred?
Materials To Be Submitted:
30. Two copies of this Bridge Data Sheet - Part Two
4/2002 3B - 3
31. Required stream cross sections at the following locations:
Downstream of the bridge 100'; 200'; 300'; 400'; 500'; 1000'; 2000'. For streams with slopes flatter than 1
foot in 1000 feet, an additional section should be taken 4000' downstream.
Upstream from the proposed bridge: a distance equal to the length of the proposed bridge; that length plus
100'; that length plus 200' and one at a bridge length plus 500'. In cases where the bridge length exceeds
1000' the Bridge Hydraulic Design Unit shall be contacted for a recommendation for the locations of the
sections.
If there are any existing structures (bridges, dams etc) within the limit of these cross sections additional
cross sections will be required.
Additional cross sections should be taken at points where the characteristics of the terrain change radically,
where the flow is constricted, where the shape of the channel changes, at sharp bends in the stream,
confluence with tributaries, etc. Either the Regional Hydraulic Engineer or the Main Office Hydraulic Unit
should be contacted to provide information.
32. If any channel work is proposed, a profile of the existing stream channel and proposed stream channel
showing the following should be provided:
a. P.V.I.'s and grades covering 150 meters upstream and 150 meters downstream from the
centerline of the proposed stream crossing.
b. Existing ground elevations and approximate existing ground line.
33. Channel cross sections at upstream and downstream face of upstream, downstream, and project structures
showing:
a. Dimensions of bridge opening.
b. Elevations of stream bed, water surface and bottom of bridge superstructure
c. Type of vegetation on overflow area and type of stream bed.
d. Outline and dimension of piers and abutments with offsets and elevations at or near the
face of the project bridge.
e. Type of material of stream bed at bridge site: silt: sandy silt: sand:
sand and gravel gravel: rocks:
34. 1:500, 1:1000, or 1:2500 scale plan showing location and orientation of stream cross sections.
35. 1:250 (or other acceptable scale) plots of stream cross sections, looking downstream, with offsets and
elevations. Cross sections can be submitted in electronic format in an ASC II file, a Design file (Also a
surface file, and a geometry file) from Microstation, or plotted on 1:250 (or other acceptable Scale), looking
downstream, with offsets and elevations.
4/2002 3C - 1
Appendix 3C
Project Monitor Sheet
4/2002 3D - 1
Appendix 3D
Preliminary Plan Development Procedure
for New And Replacement Bridges
Introduction
The preparation of a Preliminary Structure Plan is the first step in preparing final bridge
plans for inclusion in a project PS&E package.
The Preliminary Structure Plan presents in a clear, concise way what the designer intends
to do to solve the bridge problem defined in the project scope. The proposed solution
should be compatible with the overall conditions of the site; that is, geometric,
topographical, cultural, ecological, etc., and should be consistent with the cost, scope, and
schedule established for the project.
The importance of the Preliminary Structure Plan should not be minimized. The plan
provides interested parties both within and outside the Department with an opportunity to
understand the project work. The clearer the preliminary plan, the clearer that
understanding will be, and the more relevant review comments will be. A well developed
Preliminary Structure Plan presents a structure that will be safe, economical, constructable,
and consistent with the requirements of the project.
The following is a step-by-step procedure for developing a Preliminary Structure Plan.
While specifics of the project may result in a slight reordering of the steps presented, all the
steps should be included somewhere in the development.
4/2002 3D - 2
STEPS IN THE PRELIMINARY PLAN PROCESS:
NEW OR REPLACEMENT STRUCTURES
1. Collect Support Data
a. Design Approval Document (DAD) - Provides the latest project definition.
b. Cost, Schedule, Scope and Quality Agreement (CSSQA) - Provides
management relationships, project plan and schedule and cost estimate.
c. Bridge Site Data - Region or Consultant assembles a Site Data Package
(SDP) for each bridge in a project. The package provides the designer with
the information required to select a structure for a specific site. It provides
the hydraulic engineer with data needed to perform a hydraulic analysis and
it defines any outside agency requirements (utilities, DEC etc.). (See
Appendices 3A and 3B for SDP requirements)
The Site Data Package shall be reviewed and approved by the Regional
Structures Engineer.
All Site Data necessary to perform a hydraulic analysis and evaluation will be
submitted to the hydraulic engineer at the earliest possible date. Appropriate
portions shall be submitted electronically. The hydraulic engineer can be the
Structures Division Hydraulic Unit, the Regional Hydraulics Engineer or a
Consultant (must be in agreement).
If the Structures Division is the bridge designer, then a complete Site Data
Package for each structure should be submitted to the Structures Division.
Appropriate portions should be submitted electronically. One copy should be
sent to the Geotechnical Engineering Bureau.
If the Region or a Consultant is the bridge designer, only those portions of
the Site Data Package (excluding hydraulic requirements) that facilitate the
technical progress review need to be submitted to the Structures Division.
Refer to Perform In-Progress Technical Review, Item 3. of this appendix,
for required submissions. One copy of the SDP should be sent to the
Geotechnical Engineering Bureau.
2. Develop the Structure Study Package
a. Prepare Structure Study Plan
This plan may also be referred to as an advance preliminary, 40%
preliminary or size, type & location. Its purpose is the same, however, to
ensure that all issues or questions regarding the concept of the proposed
structure are resolved at the earliest point practical in the design process.
4/2002 3D - 3
The size, type, and location/orientation of the structure are the major items
investigated and selected at this point in the process. For a typical structure,
a Structure Study Plan should include the following information:
C Location map*
C Plan view (1:200) showing bridge centerline and features crossed
C Substructure locations (existing and proposed)
C Span lengths
C Elevation view (1:200) or larger (1:100)
C Minimum clearances (horizontal & vertical)
C Full transverse Sections of proposed bridge & approach highway
including proposed staging details (if applicable) and utility locations
(if applicable)
C Existing contours
C Existing & proposed boring locations
C Profile of all roads and/or railroads, including banking diagrams*
C Typical highway section (under)* including side slope treatment up to
and through the structure
C Horizontal alignment data*
*Included in Design Approval Document (if available)
b. Prepare Structure Justification Report (SJR)
This report documents why the particular structure size, type and location as
presented in the Structure Study Plan were selected. It does not need to
cover why replacement was selected over rehabilitation (or vice versa), since
that decision has already been documented in the Design Approval
Document. Typical topics to be discussed in the SJR include:
C Superstructure type, configuration, materials
C Substructure type, foundation constraints (if known)
C Hydraulic, M&PT, Railroad, ROW, etc. constraints
An SJR form which facilitates the report preparation is available for use by
the designer (See Appendix 3G). The "Comments and Alternates" portion of
the form should include, but not be limited to, a discussion of the following
factors to the extent they affect the type of structure selected:
C M&PT requirements
C Utilities
C Design exceptions due to non-standard features (e.g., sag curve and
crest curve)
C Brief narrative of existing hydraulic conditions at the site (e.g., ice,
debris)
4/2002 3D - 4
C Subsurface soil conditions, type of foundation, and type of temporary sheet
piling/lagging system (if required)
C Any special features (e.g., aesthetic treatments)
C Anticipated construction problems
C Construction cost estimates
C Structure alternates eliminated from selection
C Reasons for alternate selected
c. Prepare a Preliminary Cost Estimate
The NYSDOT Bridge Management System (BMS) contains a bridge cost estimating
section that is focused on developing the total "Bridge Project Cost". This total cost
includes the bridge cost as well as the highway cost, preliminary engineering cost
and construction inspection cost. The bridge cost is based on a bridge shoulder
break methodology and certain bridge cost factors that were determined to be
significant. The costs and the factors were established based on review of current
bridge contract bidding practices. Subsequent reviews are done periodically where
both the costs and the factors are considered for revision. The Structures Division
developed and maintains this bridge estimate process in a work sheet called the
Preliminary Cost Estimate Worksheet.
The shoulder break methodology was established for use early in a project when
bridge particulars, such as abutment heights and locations, are not known. This
methodology provides reasonable compensation for positioning abutments
anywhere within the shoulder break length. The approach also utilizes cost
comparisons to similar bridges constructed in the recent past. Copies of the most
recent Preliminary Cost Estimate Worksheet, in a spreadsheet format, may be
obtained from the Structures Division Preliminary Plan Unit, in electronic or hard
copy form.
Thus, the bridge cost for a bridge replacement project should be developed using
the Preliminary Cost Estimate Worksheet while the associated costs and the total
"Bridge Project Cost" should be developed using the Departments BMS.
d. Establish Hydraulic Criteria
For bridge projects over water, the designated hydraulics engineer, the Structures
Division Hydraulic Unit, the Regional Hydraulics Engineer, or a design consultant will
provide the designer with a hydraulic summary which includes a preliminary
Hydraulic Data Table. The summary will document the review of the proposed
structure regarding freeboard and scour requirements, and document other
hydraulic requirements considered in the selection of the type and size of the
structure. Hydraulic criteria for any temporary structure will also be required.
4/2002 3D - 5
3. Perform In-Progress Technical Review
A progress review is performed at this time to ensure that the structural solution being
developed is consistent with the scope of the project, is technically and economically
appropriate, and responds to the site conditions, restrictions, etc., that have been identified.
This review of the structure study package (structure study plan/structure justification
report/preliminary cost estimate/hydraulic criteria) should be conducted to gain a consensus
among affected Regional Groups, the Structures Division, the Regional and Main Office
Geotechnical Engineering Groups. It should include the consultant, if that consultant is
performing work for the Department which is impacted by the bridge work in any way. This
review should take place regardless of designer, since the review helps ensure that the
structure being presented satisfactorily meets project requirements and provides an early
evaluation of possible foundation problems and alternatives. The review also allows the
Geotechnical Groups to determine if additional subsurface information is warranted (e.g.,
more or deeper soil borings, more rock cores or probes, etc.). The Geotechnical
Engineering Group responsible for the structure foundation recommendation should also
evaluate the appropriateness of the type of structure proposed and the proposed
temporary/permanent sheet piling/lagging system. A preliminary foundation
recommendation memorandum will be issued by the Geotechnical Engineering Group as
part of their review.
For a complete review, the following items are required:
C Structure Study Plan
C Structure Justification Report
C Preliminary Cost Estimate
C Bridge Site Data
Soil Boring Logs
Bridge Data Sheets Part I (Items 1-26)
Part II (Items 1-29)*
C Preliminary Hydraulics Summary and Data Table*
C Design Approval Document
*Required for hydraulic crossings only
As-Built Bridge Plans (for Replacement Bridges on similar alignment)
*Required for hydraulic crossings only.
The Structure Study Plan Package should be submitted directly to all reviewers (i.e., the
Structures Division, Regional Structures Engineer, Main Office and Regional Geotechnical
Engineering Bureaus and any impacted project consultant for review).
In-Progress Technical Review comments for region designed projects shall be coordinated
by the Structures Division Quality Assurance/Plan Review Unit.
In-Progress Technical Review comments for consultant designed projects shall be
coordinated by the Region, the Consultant Manager or the Structures Divisions Quality
Assurance/Plan Review Unit. The region shall designate the coordinator of progress
review comments.
4/2002 3D - 6
In-Progress Technical Review comments for Structures Division designed projects shall be
coordinated by the Region.
One month shall be provided for technical review after all review material is received.
4. Complete Preliminary Structure Package
a. Prepare Preliminary Structure Plan
The Preliminary Structure Plan is developed from the Structure Study Plan,
considering comments generated from the In-Progress Technical Review. The
Preliminary Structure Plan will present the project in more detail and include a tear-
sheet, containing descriptive project information. The completed plan should
present a full picture of the bridge project and work that is to be done. The
Preliminary Structure Plan should include the following:
C Location map
C Plan view including controlling clearances and dimensions
C Full transverse section of the proposed structure with elevation view of a
proposed pier
C Sections of highway and approach treatments
Profiles of over and under features and banking diagrams
C Stream profile and sections (only if relocating the stream)
C Stone slope protection detail
C Hydraulic Box including temporary structure note
C Staging details showing bridge sections including maintenance of traffic
stages and new construction stages
C *Notes regarding design specifications
C *Proposed foundation treatment
C *Disposition of utilities
C *Special conditions that may apply
C *Updated preliminary cost estimate
*included on tear-sheet
Appendix 3F contains a preliminary plan checklist and layout and tear sheet notes
that should be used as a Quality Control tool by the design group progressing this
plan.
b. Revise Structure Justification Report
During completion of the Preliminary Structure Plan, the SJR should be revised (if
necessary) to reflect any changes resulting from new information or review
comments.
c. Revised Preliminary Cost Estimate
During the completion of the Preliminary Structure Plan, the preliminary cost
estimate should be revised (if necessary) to reflect any changes resulting from new
information or review comments.
4/2002 3D - 7
d. Prepare Hydraulic Justification Report
The hydraulic engineer will provide the designer with a Hydraulic Justification
Report, (HJR) to be appended to the SJR, prior to submitting the completed
Preliminary Plan Package to the Deputy Chief Engineer (Structures) for approval.
(See Appendix 3F).
5. Transmit for Final Review
The completed Preliminary Structure Package (revised Preliminary Structure Plan, revised
SJR, revised Preliminary Cost Estimate, and the HJR) shall be submitted for final review.
Submissions and comment coordination shall be the same as in Item 3; In-Progress
Technical Review of the Structure Study Package.
6. Resolutions of Final Review Comments and Approvals
The final comments are resolved and a revised Preliminary Structure Package is sent to
the Deputy Chief Engineer (Structures) for approval.
The Preliminary Structure Package occasionally will be approved and transmitted to the
Region with additional minor comments. These minor comments may include changes to
notes or minor detail changes (i.e., approach slab length, wingwall skew angles, slope
protection changes). These minor comments should be incorporated into the Advance Detail
Plans.
7. Distribution of Approved Preliminary Bridge Plan
a. After approval, the Structures Division makes the following distribution:
Region - One set of prints.
NYS Thruway Authority/Canal Division - One set of prints as required.
FHWA- One set of prints for structures involving the interstate or any major structure
with alternate design.
Landscape Architecture Bureau- One set of prints for structures with sidewalks,
bicycle facilities or multi-use paths.
Concrete Unit, Structures Division - One set of prints for prestressed concrete bridges.
DQAB (Highway/Rail and Utility Section) -One set of prints (for projects involving
railroads).
Design Services Bureau - (when involved) - One set of prints.
Consultant Management Bureau - (when involved) - One set of prints.
4/2002 3D - 8
Geotechnical Engineering Bureau - Two sets of prints.
Foundation & Construction Unit, Structures Division - One set of prints.
Special Designs - When proprietary items (i.e., Mechanically Stabilized Earth Walls,
Con/Span, Hyspan, Prefabricated arches, metal pipes, etc.) are used, one print with
tear sheet removed is mailed to each potential known suppliers.
b. After receipt of the Approved Plan, the Region makes the following distribution:
DEC- 2 set of prints (for projects involving water crossings).
State Historic Preservation Officer (SHPO) - As needed.
Utility Companies - As needed.
Local Officials - As needed.
8. Revisions to an Approved Preliminary Structure Plan
Any changes made to the Preliminary Structure Plan after "Approval" by the Deputy
Chief Engineer Structures (D.C.E.S.) shall be made only with concurrence of the
D.C.E.S.
4/2002 3D - 9
*Stucture Justification Report
*Preliminary Structure Plan
*Preliminary Cost Estimate
*Hydraulic Justification Report
Collect
Support
Data
Site Data
Prepare
Structure
Study
Package
Perform
In-Progress
Technical
Review
Complete
Preliminary
Structure
Plan
Package
Preliminary
Plan
Package
Review
Hydraulic
Justification
Report
*Structure Study Plan
*Structure Justification
Report
*Preliminary Cost Estimate
*Hydraulic Criteria
Preliminary
Plan
Approval
Prepare
Advance
Detail
Plans
Preliminary
Foundation
Recommendations
Foundation Design
Requirements (FDR)
Report
Distribution of Approved
Preliminary Plan
(Internal & External)
Hydraulic
Analysis
Hydraulic
Summary &
Table
PRELIMINARY BRIDGE PLAN DEVELOPMENT FLOW CHART
NEW AND REPLACEMENT BRIDGE PROJECTS
This flow chart is the same, regardless of designer and/or hydraulic engineer .
Design
Approval
4/2002 3E - 1
Appendix 3E
Preliminary Bridge Plan Work Process
(Structures Division Design)
Scoping and/or early input is done at the region's request. A preliminary file should be
started for the project, including any input that may have been provided (i.e., telephone
conversation logs, notes of informal meetings and site visits).
The submission of a Site Data Package usually starts the formal process:
1. Site Data is received by the Structures Division. The Preliminary Plan Group logs
it in, makes a work file and retrieves any records from the main office files.
2. The Hydraulics Group is informed and the hydraulics information along with a copy
of the soil boring logs and the Bridge Data Sheets Parts I & II is taken by the group.
3. Preliminary Bridge Plan Group reviews the package and a combined reply is usually
prepared. The group with the most comments prepares the review reply to the
region.
4. When the Hydraulics Group is ready, the Preliminary Bridge Plan Group discusses
the proposed structure types with them. Notes are made for the programmer to use
once the job is assigned.
5. Jobs are usually assigned by PS&E priority, but sometimes they are assigned by
size and complexity. Input from the Region, Geotechnical Engineering Bureau,
Foundations, Design, Construction, Design Bureau, Regional Environmental
contact, Manufacturers, Canals, Thruway and Hydraulics is sought as needed.
Schedule meetings as needed (See memorandum March 1997 for procedures with
the Geotechnical Engineering Bureau).
6. Schedule site visits as needed. Coordinate with other involved parties. A report and
photo log should be prepared for each site visited. Photo logs of most projects
involving hydraulics are available from the Hydraulics Unit.
7. Drafting assignments are usually made by PS&E priority. Complexity, schedule and
Coast Guard permit needs should also be considered.
8. The assigned Preliminary Group engineer reviews the advance preliminary plan
prior to its distribution. Corrections are made and an advance is sent to: Region,
Geotechnical Engineering Bureau, Structures Foundation Unit, Design Unit, Rail
Unit and certain Fabricators. The necessary transmittal letters are prepared and a
check print # assigned.
9. Within 30 days of the advance, the engineer should do a final review of the plan,
4/2002 3E - 2
prepare an estimate if it was not done previously, prepare a Structure Justification
Report and obtain the Hydraulic Justification Report. As comments are received,
they are logged in on the card file and given to the engineer. All comments received
should be resolved. If a comment cannot be resolved over the telephone, a memo
may have to be written. The plan is then submitted to the Preliminary Group Project
Engineer for review and approval.
10. The Preliminary Group Project Engineer forwards the final plan to the Project and
Program Management group who in turn forwards it to the Final Design group. Upon
the resolution of any major comments, the Final Design group will submit the plan
to the D.C.E.S. for signature.
11. Distribution of the final approved plan is next. At this time, finals will also be sent to
the Railroads and any fabricators that may have an interest in the project i.e. pipes,
concrete culverts and arches, various earth wall systems etc. A micro-film copy is
made and a full size final file copy is also made.
12. Resolve all remaining comments. Return all files to the main file. Give mylar
drawings/electronic files index to the design unit.
4/2002 3F - 1
Appendix 3F
Structures Preliminary Plan Check List
PLAN (Scale 1:250 or 1:200 usually, but may vary where appropriate)
~ Orient with over road up station to the right and centerline at horizontal, when
possible.
G Indicate north arrow.
G Indicate and identify appropriate base lines, TGL's, center lines and station lines,
with stations for over roadway, stream or railroad.
G Indicate azimuths for base lines and station lines on tangent alignment and show
P.C., P.T., T.S., S.T., S.C., and C.S. for the station lines on curved alignment if they
occur within the scope of the plan (show in tabular form also).
G Indicate equality stations for intersections of over road, with road, stream or railroad
below.
G Indicate contours on the appropriate CADD level. Emphasize index contours of 0
and 5 and show other contours in 0.5 m increments.
G Indicate existing topography. Label features to remain and indicate disposition of
existing structures.
G Indicate and identify existing substructure and superstructure in dashed lines and
indicate whether it is to remain or removed.
G Indicate and identify destinations and directions for vehicular and rail traffic.
G For structures with a tangent alignment, indicate and identify the skew angle that a
line normal to the centerline of the structure makes with the centerline of the road,
stream or railroad below (Tangent Alignment).
G For curved structures, provide the centerline of bearing azimuths for all
substructures.
G Identify the point at which minimum vertical clearance occurs.
G Identify minimum horizontal clearance to piers or abutments where critical.
G Identify span lengths and out-to-out bridge width.
4/2002 3F - 2
G Indicate and identify lane, shoulder and mall widths on approaches for over and
under roads.
G Indicate borings by standard symbol and identify.
G Indicate approach highway drainage structures, if known.
G Indicate catch basins and scuppers where necessary.
G Indicate and identify slope protection and extent of placement.
G Indicate and identify gutter details, where necessary.
G Indicate and identify utilities, lighting standards or signs on the structure, where
appropriate.
G Indicate and identify face of approach and bridge rail and/or barrier.
G Indicate the length and width of the reinforced concrete approach slab (except with
box culverts at grade). Avoid repetition.
G Indicate and identify pressure relief joints between approach slab and concrete
approach pavements. Avoid repetition.
G Tie structure down by clearance distance to substructure or by centerline of bearing
station.
G Indicate section marks for Elevation View.
G If a temporary detour is to be constructed in the vicinity of the structure, show
centerline of alignment and appropriate details including width.
G For Stream Structures:
a. Indicate and identify theoretical channel width and stone key detail as solid
lines.
or
b. Indicate and identify proposed channel width, alignment and stone key detail
as solid lines.
c. Identify direction of stream flow, or ebb and flow of tides and edge of water.
d. Indicate and identify stream bank protection, showing limits by stations or
dimensions, and indicating that quantities will be included in bridge estimate.
4/2002 3F - 3
e. Indicate spur dikes, if necessary, and indicate that quantities will be included
in bridge estimate.
G Indicate hydraulic information in standard table and include detour structure note
with type, size and loading.
G Show maintenance note for railroad structures.
ELEVATION (Scale 1:100 or 1:250 usually, but may vary where appropriate)
G Position immediately beneath the plan.
G Indicate elevation of structure along fascia, looking parallel to highway. May be
projected down if the scale is the same.
G Indicate and identify appropriate existing ground line. (show dashed).
G Indicate and identify datum elevation line.
G Identify embankment slopes.
G Indicate and identify expansion and fixed bearings, where appropriate.
G Indicate approximate existing and proposed footing locations and elevations.
Show piles (type and item) if known.
G Indicate and identify any architectural treatment on abutment and walls. This may
require that two elevation views be drawn.
G Indicate and identify over road highway approach railing and bridge railing/barrier.
G Indicate and identify existing and proposed pipes and utilities, where appropriate.
G For structures over highways:
a. Indicate section and dimensions of under roadway. Identify as existing,
proposed, and future.
b. Indicate and identify station line, T.G.L. and point of rotation of under
roadway.
c. Identify cross slopes of under roadway.
d. Identify minimum horizontal clearances and indicate guide rail, where
required.
e. Identify minimum vertical clearance over travel lane or usable shoulders.
4/2002 3F - 4
f. Indicate and identify type and thickness of slope protection.
g. Indicate and identify "deflection berm" or safety slopes, if required, at piers
and abutments.
G For Structures over Streams:
a. Indicate and identify the theoretical or actual bottom angle width or channel
width at the controlling elevation.
b. Indicate and identify slope protection and show separate blow up of toe detail
for slope protection (see BD sheets).
c. Identify Design High Water Elevation at bridge or Maximum Navigable and
Normal Pool elevations, where applicable.
d. Indicate and identify minimum freeboard above Design High Water elevation,
or vertical clearance over maximum navigable pool elevation.
e. Indicate and identify navigation lights where applicable.
f. Indicate plinth elevations where required.
g. Indicate stone fill at piers where required, i.e., around the footing, inside the
cofferdam, etc.
h. Provide navigation channel dimensions.
I. Show pier impact protection details and locations of rub rails or dock fenders,
where appropriate
G For Structures over Railroads:
a. Indicate all pertinent track dimensions not shown in plan.
b. Indicate and identify min. vertical clearance over railroad clearance point.
c. If clearance from center line of track to face of multi-columned pier is less
than 7.62 m indicate a crash wall (unless railroad has waived this
requirement).
LOCATION PLAN (Scale 1:24000, usually)
G Use copy of portion of D.O.T. Planimetric map.
G Indicate north arrow pointing to top of sheet in location map.
G Indicate prominent existing features, such as roads, buildings, railroads, streams,
etc.
G Indicate major routes by name, touring route number and S.H. number.
G Encircle proposed bridge location clearly and identify as "This Structure". (For twin
structures (EB-WB or NB-SB) identify as These Structures.)
4/2002 3F - 5
G Identify U.S.G.S. quadrangle name.
TYPICAL HIGHWAY SECTION (Scale 1:125 or 1:100)
G Orient looking up station.
G Indicate and identify lanes, shoulders, sidewalks, medians, tapers, auxiliary lanes
and all other elements and show all cross slopes and point of rotation.
G Indicate and identify T.G.L. and station line.
G Indicate and identify pavement and shoulder types.
G Indicate and identify curb types, guide rail and dimensions.
G Indicate and identify appropriate ditch details and embankment or cut slopes.
G Do not include highway item numbers and thicknesses.
G Whenever required, include separate detail of typical shoulder section at approach
to describe modifications necessary for transition to structure.
TYPICAL BRIDGE SECTION (Scale 1:100 or 1:50)
G Orient looking up station.
G Indicate widths and identify lanes, shoulders, sidewalks, medians, tapers, auxiliary
lanes and all other elements carried on the structure and show cross slopes.
G Indicate and identify T.G.L., station line and point of rotation.
G Identify slab depth and description (240 mm monolithic bridge slab), or type and
thickness of wearing surface (150 mm on prestress concrete sections).
G Indicate and identify railing, parapet and curb type and height.
G Indicate and identify prestressed concrete beams, steel stringers or other types.
G Indicate that size and spacing are to be determined by designer.
G Indicate and identify utilities and conduits.
G Indicate configuration of pier.
4/2002 3F - 6
PROFILES (Scales 1:500 horizontal, 1:100 vertical)
For each over road, under road, railroad and relocated stream, provide the following as
appropriate:
G Indicate one flag on each side of structure, or elevations where existing pavement
is met.
G Each flag shall contain PVI station and elevation, length of vertical curve, middle
ordinate and sight distance (SSD or HSD).
G Indicate grades on each side of all flags with correct signs.
G Indicate datum elevation line with stations, approximate existing ground line, final
T.G.L., and equality points.
G Locate structure by indicating embankment end slopes and superstructure and
include the equality points.
G Indicate stations of superelevation transitions, direction and percent of slope.
G For Railroads:
a. Show profile for rail that controls vertical clearance.
b. Specify top of existing and/or top of proposed rail as appropriate.
c. Specify track number and identify which rail is being plotted.
G For stream relocation identify T.G.L. as bottom of dish.
GENERAL
G Check that widths of roadways and superelevation agree with the design report and
design speeds.
G Check that all horizontal clearances are acceptable according to Geometric Design
Policy for Bridges.
G Indicate any datum correction note on the plan sheet.
G The front sheet of the preliminary bridge plan should provide abbreviated horizontal
alignment curve data. The highway portions of the plans should include the
complete curve data. Use the following format:
4/2002 3F - 7
SIMPLE CURVE DATA
PC or PT Station
Radius
Length of Curve, Lc
SPIRAL CURVE DATA
TS Station
Radius
Length of Curve, Lc
Length of Spiral, Ls
G Complete the hydraulic information for the standard table. Include the required
opening size of any temporary structure and the required design load. (See Section
3.4.2 for the format).
4/2002 3G - 1
Appendix 3G
Preliminary Plan Tear Sheet Notes
1. GENERAL NOTES:
2. DESIGN SPECIFICATIONS: N.Y.S.D.O.T.: STANDARD SPECIFICATIONS FOR
HIGHWAY BRIDGES AND AASHTO LRFD BRIDGE DESIGN SPECIFICATIONS (IF LRFD
DESIGN)
3. CONSTRUCTION AND MATERIALS SPECIFICATION: N.Y.S.D.O.T. STANDARD
SPECIFICATIONS JANUARY 2, 2002.
4. DESIGN LOAD: MS23 (HL93 IF LRFD DESIGN)
5. FUNCTIONAL CLASSIFICATION:
6. DESIGN SPEED:
7. PROJECT TRAFFIC YEAR:
8. AADT:
9. TWO-WAY DESIGN HOUR VOLUME:
10. PERCENT OF TRUCK TRAFFIC:_____%
11. BOTTOM OF FOOTING ELEVATIONS ABUTMENTS: PIERS:
OR
12. TOP OF FOOTING ELEVATIONS - (FOR ROCK)
13. ESTIMATED COSTS TO BE INCLUDED IN BRIDGE ESTIMATE:
BRIDGE @ $_____ PER SHOULDER BREAK SQUARE METER
OR BRIDGE @ $_____PER LINEAR METER (CULVERT TYPE) $____________
REMOVAL OF EXISTING STRUCTURE ____________
COST OF MAINTENANCE & PROTECTION OF TRAFFIC (BRIDGE SHARE) ____________
DETOUR STRUCTURE ____________
SPECIAL APPROACH WORK ____________
UTILITIES (BRIDGE SHARE) ____________
MISCELLANEOUS ____________
CHANNEL WORK (BRIDGE SHARE) ____________
TOTAL BRIDGE SHARE $____________
INDICATES BORINGS
4/2002 3G - 2
DESIGNER NOTES
The following notes are to be used by the designer as appropriate.
14. ASBESTOS
15. REGION INDICATES THERE IS NO ASBESTOS ON EXISTING BRIDGE.
16. THE PRESENCE OF ASBESTOS ON THE EXISTING HAS NOT YET BEEN
DETERMINED.
17. REGION INDICATES THERE IS ASBESTOS ON EXISTING BRIDGE.
18. AVAILABLE BEAM DEPTH
19. AVAILABLE BEAM DEPTH: XXX mm BASED ON 610 mm MIN. FREEBOARD
20. AVAILABLE BEAM DEPTH: XXX mm (OR X.XXX m) BASED ON X.XXX m VERTICAL
CLEARANCE
21. PLEASE INVESTIGATE POSSIBILITY OF USING XXX mm BEAM TO PROVIDE 0 mm OF
FREEBOARD.
22. USE XXX mm PRESTRESSED CONCRETE BOX BEAMS.
23. USE XXX mm PRESTRESSED CONCRETE SLAB UNITS.
24. USE XXX mm x XXX mm GLULAM STRINGERS, WITH XXX mm GLULAM DECK WITH
XXX mm MINIMUM ASPHALT WEARING SURFACE.
25. THE MINIMUM FREEBOARD CONSIDERED ACCEPTABLE AT THIS LOCATION IS
XXX mm. THIS CAN BE ACHIEVED BY USING A XXX mm DEEP BEAM AND A 150 mm
WEARING SURFACE, OR 240 mm DECK WITH 50 mm HAUNCH. AFTER FINAL
DESIGN, THE FREEBOARD SHOWN IN ELEVATION A-A SHOULD BE REVISED TO
REFLECT THAT ACTUAL ABSOLUTE MINIMUM FREEBOARD.
26. BASED ON MEETING AN EXISTING LOW BEAM ELEVATION OF X.XXX, XXX mm IS
THE AVAILABLE BEAM DEPTH. THIS PROVIDES A FREEBOARD OF XXX mm. THE
ACTUAL FREEBOARD MUST BE CALCULATED BASED ON FINAL BEAM DEPTH.
27. IF FREEBOARD IS 610 mm OR MORE - SAY 610 mm MIN. ALLOWABLE FREEBOARD.
28. IF 0 mm FREEBOARD IS PROVIDED, SHOW IN ELEVATION AS 0 mm FREEBOARD.
29. DO NOT INDICATE A NEGATIVE FREEBOARD.
30. UNDER PRESSURE FLOW, SHOW LOCATION OF WATER SURFACE AND LABEL IN
4/2002 3G - 3
ELEVATION VIEW.
31. HYDRAULIC INFORMATION
32. WATER ELEVATIONS @ APPROACH: XX m
D.H.W. X.XXX O.H.W. X.XXX O.W. X.XXX L.W. X.XXX
(FROM TABLE)
33. STREAM VELOCITY FOR TWO YEAR FLOOD XX.X m/s
34. HYDRAULICS ANALYSIS WAIVED, NO HYDRAULIC TABLE.
35. WATER SURFACE ELEVATIONS NOT APPLICABLE DUE TO WATER FALLS.
36. MAINTENANCE OF TRAFFIC
37. TRAFFIC IS TO BE DETOURED OVER LOCAL ROADS.
38. TRAFFIC IS TO BE MAINTAINED AT SITE ON A TEMPORARY STRUCTURE.
39. TRAFFIC IS TO BE MAINTAINED ON EXISTING STRUCTURE UTILIZING STAGE
CONSTRUCTION.
40. TRAFFIC IS TO BE MAINTAINED ON EXISTING STRUCTURE.
41. TRAFFIC IS TO BE MAINTAINED AT THE SITE BY MEANS OF A TEMPORARY AT-
GRADE CROSSINGS. (RAILROAD CROSSINGS)
42. RECORD PLANS
43. SKETCHES ARE AVAILABLE IN FOLDER IN LIEU OF AS BUILT PLANS.
44. AS BUILT PLANS NOT AVAILABLE.
45. AS BUILT PLANS AVAILABLE IN DESIGN FOLDER.
46. REMOVALS
47. EXISTING SUBSTRUCTURE TO BE REMOVED TO XXX mm BELOW FINISHED
GROUND UNDER BRIDGE ESTIMATE.
48. EXISTING STRUCTURE TO BE REMOVED UNDER BRIDGE ESTIMATE.
49. EXISTING SUBSTRUCTURE TO BE REMOVED TO ELEVATION AS NOTED UNDER
BRIDGE ESTIMATE.
DESIGNER NOTES
4/2002 3G - 4
50. EXISTING PILE BENTS TO BE REMOVED TO EXISTING GROUND UNDER BRIDGE
ESTIMATE.
51. ABUTMENTS TO BE LEFT IN PLACE AND FILL PLACED OVER AND IN FRONT OF
THEM.
52. EXISTING SUPERSTRUCTURE TO BE REMOVED IN ITS ENTIRETY.
53. PORTIONS OF THE EXISTING SUPERSTRUCTURE ARE TO BE SALVAGED AND TO
BECOME THE PROPERTY OF (STATE, COUNTY OR CITY,ETC.) -
NEED A SPECIAL NOTE IDENTIFYING THE COMPONENTS TO BE SAVED)
54. RESTRICTIONS
55. STREAM IS CLASS C (T), REGION WILL PROVIDE ANY D.E.C. RESTRICTIONS.
56. STREAM IS A CLASS C (T). NO IN STREAM WORK BETWEEN __/__/__ AND __/__/__.
57. CLASS C (T) STREAM - SEE 12/1/92 MEMO FROM REGION #5. FOR DETAILS ON.
58. ADJACENT WETLANDS REQUIRE STEEPER SLOPES, LONGER U-WINGWALLS, ETC.
59. SLOPE PROTECTION
60. STONE FILLING (MEDIUM/HEAVY) WILL BE REQUIRED TO STABILIZE ALL
DISTURBED SLOPES.
61. STONE FILLING (MEDIUM/HEAVY) WILL BE REQUIRED IN CHANNEL BOTTOM AND
ALL SIDE SLOPES TO 150 mm ABOVE 100 YR. FLOOD XX METERS EITHER SIDE OF
FASCIA - MEET APPROX. EXIST. CHANNEL BOTTOM.
62. PLACE STONE FILL TO AN ELEVATION EQUAL TO X.XXX. (300 mm ABOVE DHW)
(1.0 m above the maximum navigable elevation)
63. STONE FILLING (HEAVY/MEDIUM) TO BE PLACED 300 mm ABOVE D.H.W. OR AS
INDICATED IN PLAN AND INCLUDED IN BRIDGE ESTIMATE TO LIMITS SHOWN.
(THE FOLLOWING NOTE IS FOR STREAM BRIDGES WITH PIERS IN OR ADJACENT TO
WATER):
64. ANY BACKFILL MATERIAL AROUND THE PIERS WITHIN A MAXIMUM LIMIT OF ONE
FOOTING WIDTH ON EITHER SIDE OF THE PIER FOOTING SHALL BE STONE FILLING
(MEDIUM/HEAVY).
65. SPECIAL NOTES
DESIGNER NOTES
4/2002 3G - 5
66. SPECIAL NOTES NEED TO BE INCLUDED IN CONTRACT DOCUMENTS TO ALERT
CONTRACTOR TO THE FACT THAT THE BRIDGE IS IN A QUARANTINED AREA DUE
TO THE PRESENCE OF THE GOLDEN NEMATODE SOIL VIRUS. N.Y.S. DEPT. OF
AGRICULTURE AND MARKETS WILL BE MONITORING PROJECT SITE. EXCAVATION
MUST BE KEPT TO A MINIMUM AND EQUIPMENT MUST BE STEAM CLEANED
BEFORE REMOVAL FROM SITE.
67. AESTHETICS TREATMENTS.
68. PERMANENT STEEL SHEET PILING IN N.W. QUAD TO BEGIN AT STA. XXX + XX.
69. SIDE SLOPES IN THE NE QUADRANT WILL BE STEEPER THAN 1 ON 2 TO AVOID
FILLING THE EXISTING DITCH.
70. OFFSETS BETWEEN EXISTING 6 ("E" LINE) AND PROPOSED 6 ("G" LINE) ARE IN THE
DESIGN FOLDER.
71. SUBSTRUCTURE AND SUPERSTRUCTURE DETAILS
72. ABUTMENTS SHALL BE BUILT PARALLEL TO EACH OTHER AT AZ 0/-00'-00".
73. ABUTMENTS & PIERS SHALL BE BUILT PARALLEL TO EACH OTHER AT AZ 0/-00'-00".
74. USE INTEGRAL ABUTMENT DETAILS - NO AUGURING REQUIRED. (BRIDGES LESS
THAN 30 METERS)
75. INTEGRAL ABUTMENTS - AUGURING REQUIRED.
76. USE INTEGRAL ABUTMENT DETAILS FOR SUPERSTRUCTURE TO SUBSTRUCTURE
CONNECTION.
77. USE SEMI-INTEGRAL ABUTMENT DETAILS
78. APPROACH SLABS SHALL BE CONTINUOUS WITH BRIDGE DECK.
79. FASCIAS BUILT PARALLEL.
80. FASCIAS SHALL BE CONSTRUCTED PARALLEL TO LOCAL TANGENT AZIMUTH OF
0/-00'-00".
81. JOINTLESS DETAILS ARE PROPOSED.
82. INVESTIGATE USE OF JOINTLESS DETAILS.
83. VARY OVERHANG OR CURVE FASCIA TO ACCOMMODATE XXX mm THROW DUE
TO SPIRAL.
84. GIRDERS WILL BE STRAIGHT W/ VARIED OVERHANG.
85. MAKE STRUCTURE CONTINUOUS FOR LIVE LOAD.
DESIGNER NOTES
4/2002 3G - 6
86. UTILITIES & LIGHTING
87. NO UTILITIES OR LIGHTING SHALL BE CARRIED ON STRUCTURE.
88. NO UTILITIES WILL BE CARRIED ON STRUCTURE.
89. NEW STRUCTURE TO CARRY XX mm GAS LINE ON EAST SIDE.
90. UTILITIES PENDING, REGION WILL PROVIDE LOCATION, SIZE, NUMBER ETC.
91. UTILITY(IES) TO BE CARRIED ON (LEFT, RIGHT) SIDE OF STRUCTURE IS, XXX mm
WATER LINE, XX mm CONDUIT FOR TELEPHONE, ETC.
92. NAVIGATION LIGHTS ARE REQUIRED.
93. WEATHERING STEEL
94. WEATHERING STEEL WILL BE USED. DRIP BARS ARE REQUIRED. CLEANING OF
SUBSTRUCTURE CONCRETE IS REQUIRED.
95. WEATHERING STEEL WILL BE USED. DRIP BARS ARE REQUIRED. CLEANING OF
SUBSTRUCTURE CONCRETE IS NOT REQUIRED.
4/2002 3G - 7
REGION NOTES
96. APPROACH PAVEMENT
97. ENTIRE COST OF REINFORCED CONCRETE APPROACH SLABS IS TO BE INCLUDED
IN BRIDGE ESTIMATE.
98. APPROACH SLABS ARE NOT PROPOSED. DO YOU CONCUR?
99. ASBESTOS
100. PLEASE VERIFY IF ANY ASBESTOS IS PRESENT ON EXISTING STRUCTURE.
101. BANKING DIAGRAM
102. PLEASE VERIFY BANKING DIAGRAM STATIONS, AND CROSS-SLOPES.
103. BORINGS
104. PLEASE PROVIDE BORINGS.
105. PLEASE VERIFY BORING LOCATIONS.
106. CURVE DATA
107. PLEASE PROVIDE CURVE DATA FOR ROUTE 000.
108. PLEASE VERIFY CURVE DATA FOR ROUTE 000.
109. DETOUR
110. COMPLETE PS&E PACKAGE FOR THE FULL HIGHWAY DETOUR INCLUDING THE
DETOUR STRUCTURE WILL BE THE REGION'S RESPONSIBILITY.
111. PLEASE PROVIDE THE FOLLOWING INFORMATION FOR THE DETOUR: ALIGNMENT,
WIDTH, AND DESIGN LOAD.
112. DRAINAGE
113. PLEASE INDICATE DESIRED DRAINAGE TREATMENT @ BRIDGE.
114. NO HIGHWAY DRAINAGE WILL BE PERMITTED ON RAILROAD RIGHT OF WAY.
115. GUIDE RAIL
116. PLEASE INDICATE IF RAILING TREATMENT MEETS W/ YOUR APPROVAL.
117. PLEASE INDICATE IF RAILING TREATMENT MEETS W/ YOUR APPROVAL,
SPECIFICALLY THE NE CORNER AT GRAVEL DRIVE.
4/2002 3G - 8
REGION NOTES
118. PLEASE INDICATE DESIRED RAILING TREATMENT AT GRAVEL DRIVE IN NW QUAD.
119. HYDRAULIC INFORMATION
120. PLEASE PROVIDE OBSERVED WATER ELEVATIONS: OHW, OW, AND LW.
121. LIGHTING
122. PLEASE LOCATE LIGHTING STANDARDS AND GIVE STATIONS AND OFFSETS.
123. MISCELLANEOUS
124. INDICATE RAILING SERVICE LEVEL (TL-2 (PL-1), TL-4 (PL-2), or TL-5(PL-3))
125. PLEASE PROVIDE LIMITS OF TAPER ON TRAVEL LANES.
126. PLEASE PROVIDE RADIUS FOR CREEK 6. (RECONSTRUCTED CHANNELS)
127. "PEDESTRIAN FENCING..." IT IS OUR INTENTION TO INSTALL SUCH A SYSTEM ON
THIS STRUCTURE. PLEASE INDICATE YOUR ACCEPTANCE OR REJECTION OF THIS
PROPOSAL. (SIDEWALK IS NECESSARY IN ORDER TO PUT THIS NOTE ON TEAR
SHEET. DON'T PUT ON BEFORE GETTING APPROVAL FROM REGION.)
128. RESTRICTIONS
129. PLEASE PROVIDE ANY D.E.C. RESTRICTIONS.
130. PLEASE INDICATE WHEN IN-STREAM WORK IS TO BE RESTRICTED.
131. R.O.W.
132. PLEASE PROVIDE PROPOSED R.O.W.
133. PLEASE PROVIDE EXISTING & PROPOSED R.O.W.
134. SLOPE PROTECTION
135. PLEASE VERIFY LIMITS FOR STONE FILLING (MEDIUM/HEAVY).
136. UTILITIES
137. PLEASE LOCATE ALL UTILITIES IN VICINITY OF STRUCTURE AND INDICATE THEIR
FINAL DISPOSITION.
4/2002 3G - 9
REGION NOTES
138. PLEASE INDICATE LOCATION OF ALL UTILITIES TO BE CARRIED ON STRUCTURE.
ALSO PLEASE PROVIDE NUMBER, SIZE, TYPE, WEIGHT/METER. ETC.
139. WEATHERING STEEL
140. DO YOU HAVE ANY OBJECTION TO THE USE OF WEATHERING STEEL?
141. IF WEATHERING STEEL IS NOT DESIRED, PLEASE INDICATE COLOR YOU WISH
STEEL TO BE PAINTED.
142. WILL YOU REQUIRE CLEANING OF THE SUBSTRUCTURE CONCRETE?
143. INFORMATION NOTES - NOT FOR PLANS. WEATHERING STEEL WILL NOT BE
PAINTED: USE A572 INSTEAD.
4/2002 3G - 10
FOUNDATION NOTES
144. SCOUR ELEVATION: @ ABUT X.XXX m
@ PIER X.XXX m
145. CIP PILES XXX kN CAPACITY.
146. STEEL BEARING PILES HP___ x ___ WITH A XXX kN CAPACITY.
147. SPREAD FOOTINGS ON SOIL OR ROCK
BEARING CAPACITY kPa
COEF OR FRICTION kPa
Appendix 3H
Structure Justification Report

4/2002 3H - 1
STRUCTURE JUSTIFICATION REPORT
P. I. N.: B. I. N.:
TITLE: PS&E:
DATE: COUNTY:
SITE DATA RECEIVED: ADV. PRELIM. PLAN:
EXISTING
YEAR BUILT:
PROPOSED
NO. OF SPANS:
SPAN LENGTH:
WIDTH:
SUPERSTRUCTURE:
SUBSTRUCTURE:
SKEW:
M&PT:
UTILITIES:
ASBESTOS:
SLOPE PROTECTION:
COMMENTS & ALTERNATIVES:
STRUCTURE JUSTIFICATION REPORT
P.I.N.:
B.I.N.:
PAGE:
COMMENTS CONT'D:
4/2002 3H - 2
Signature/Title:
Date: